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https://oversight.garden/reports/gaoreports/NSIAD-99-147 | 2019-02-22T20:59:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247526282.78/warc/CC-MAIN-20190222200334-20190222222334-00285.warc.gz | 0.922457 | 10,031 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__146362762 | en | United States General Accounting Office GAO Report to Congressional Requesters July 1999 AIR FORCE LOGISTICS C-17 Support Plan Does Not Adequately Address Key Issues GAO/NSIAD-99-147 United States General Accounting Office National Security and Washington, D.C. 20548 International Affairs Division B-282640 Letter July 8, 1999 The Honorable John Warner Chairman The Honorable Carl Levin Ranking Minority Member Committee on Armed Services United States Senate The Honorable Floyd Spence Chairman The Honorable Ike Skelton Ranking Minority Member Committee on Armed Services House of Representatives In 1998, Congress mandated 1 that the Secretary of the Air Force submit a plan to Congress by March 1, 1999, identifying core 2 logistics capabilities for the C-17 aircraft consistent with the requirements of 10 U.S.C. 2464.3 Congress also mandated that we review the Air Force’s C-17 plan and submit a report to Congress evaluating its merits. This report addresses the extent to which the Air Force’s plan (1) identifies core logistics capabilities, (2) provides assurance of the cost effectiveness of the planned support strategy, and (3) allows implementation under current law. Results in Brief The Air Force is working to pilot test a new logistics support concept for the C-17 that places increased reliance on the private sector for support. The Air Force plan incorporating this concept was provided to the 1Section 351 of the Strom Thurmond National Defense Authorization Act for Fiscal Year 1999 (Public Law 105-261). 2 Section 2464 of title 10 requires that the core logistics capability be government-owned and operated and sufficient to ensure a source of technical competence and resources necessary to ensure an effective and timely response to mobilization, national defense contingency situations, and other emergencies. 3 This provision calls for core requirements to be identified within 4 years of a mission-essential weapon system attaining initial operating capability. Initial operating capability represents the date when a service determines that a new system has been fielded at its first operating base in sufficient numbers. Page 1 GAO/NSIAD-99-147 Depot Maintenance B-282640 Congress. The plan has three key shortcomings that need to be addressed so the pilot’s merits can be adequately assessed. These shortcomings relate to identifying C-17 core requirements, the strategy’s cost-effectiveness, and the Air Force’s ability to implement the plan under current law. The plan the Air Force submitted to Congress did not identify C-17 core requirements or provide information on a process for establishing the specific capabilities needed to support such requirements. The Air Force outlined its current process for analyzing core requirements and capabilities and indicated that its current approach to such analysis is not weapon-system specific. To date, requirements for the C-17 aircraft have not been included in the Air Force’s core process. Further, the Air Force stated that it does not expect to complete a core analysis incorporating the C-17 requirements until 2002. This would be 8 years after the C-17 achieved its initial operational capability. The 1999 Air Force plan’s conclusion that C-17 depot maintenance would be less cost-effective in Air Force depots is not adequately supported. Our first concern is that the analysis is based on 1996 data, and more current information should have been used. The Air Force plans to complete an updated cost analysis in 2002. However, work remains to fully develop the methodology, metrics, criteria, and data sources that will be used in making any future sourcing decisions for C-17 logistics work. Secondly, the conclusions drawn from the 1996 data about the cost-effectiveness of the private sector under the flexible sustainment approach are based on incomplete analysis. Finally, the Air Force is not programming the funds that would be required to establish in-house logistics support capabilities, without which there may not be a viable in-house alternative. We question whether the Air Force plan can be implemented under current law. The Air Force plan envisions that the C-17 contractor will contract with public depots for selected maintenance services for some C-17 systems and equipment. Under applicable law, the Air Force must determine that the services to be obtained from public depots are not commercially available. Past assessments by the Air Force have shown that commercial sources are available to perform depot maintenance on the same or similar commodities for other aircraft. This report includes recommendations concerning the Air Force’s approach to conducting a cost analysis and implementing its planned support approach. Page 2 GAO/NSIAD-99-147 Depot Maintenance B-282640 Background For many years the Air Force has relied on contractors to provide logistics support for commercial derivative systems such as the KC-10 aircraft as well as for some high-cost, highly classified systems produced in small quantities, such as the U2. In recent years the Department of Defense (DOD) and the services have initiated actions to expand contractor logistics support to other military systems that were not derived from similar commercial systems. The Air Force has designated the C-17 as 1 of the 10 Air Force systems that will be used as a pilot to implement a DOD initiative that will emphasize contracting with the private sector for support services as a part of its logistics reengineering efforts. This designation of the C-17 as a pilot project is consistent with defense reform initiatives, which called for a strategic shift toward increased reliance on the private sector to meet support needs. Overview of C-17 Program The C-17 is a four-engine, wide-bodied, strategic airlift aircraft designed to accomplish a wide variety of tasks, including (1) transporting vehicles, equipment, cargo, and personnel over intercontinental ranges and (2) landing at small, austere airfields. The aircraft has a demanding and diverse worldwide mission, and it is designed to provide significant improvements in performance and reduced operational costs relative to other strategic air-lifters. The number of aircraft to be bought has changed over time, ranging from an initial quantity of 210 to the currently approved quantity of 120. Although the Air Force had originally determined that the C-17 would largely use in-house support, the reduction in fleet size prompted officials to reconsider support options. Forty-nine aircraft have been produced and will be based at four operating locations. C-17 production is expected to extend through 2005. Program Management Since program inception in 1981, C-17 development and production has Organization been managed by the C-17 System Program Office at Wright-Patterson Air Force Base, Ohio. In 1984 the San Antonio Air Logistics Center became the C-17 systems support manager, responsible for sustainment management functions4 such as materiel management, depot maintenance, and 4 Sustainment management is the support of a system after it becomes operational. Recently proposed changes in DOD’s sustainment management process would retain more of these functions in the acquisition program office rather than transferring them to the system support management office, which is generally collocated with the responsible Air Force depot. Page 3 GAO/NSIAD-99-147 Depot Maintenance B-282640 configuration control. After the San Antonio Air Logistics Center was identified for closure during the 1995 Base Realignment and Closure process, the Air Force designated Warner Robins Air Logistics Center as the new C-17 systems support manager, with some C-17 functions previously performed at San Antonio transferring to Warner Robins, while others are to be performed by contract. Flexible Sustainment Strategy On November 1, 1996, the Air Force C-17 program office issued its analysis of alternative long-term support options for the C-17. This report estimated in-house and contractor support costs for the materiel management and depot maintenance functions. The report summary stated that certain subsystems are more economical to accomplish organically and others by contractors and the addition of materiel management costs shows that a significant savings may be gained by consolidating functions at a contractor location. In 1997, based on this conclusion and on uncertainties surrounding the future Air Force depot maintenance structure, the Air Force postponed its final decision on where both materiel management and depot maintenance activities would be performed and it adopted a support strategy for the C-17 referred to as “flexible sustainment.”5 Under flexible sustainment, the Air Force expected to rely principally on contractor supported logistics for the C-17, at least through 2003. The contractor, Boeing Company, would be expected to provide materiel management,6 depot maintenance, and engineering support for the total system during this time. At the same time, the contractor could use the military depot system to provide some support. The Air Force’s C-17 flexible sustainment strategy involves • having Boeing, the C-17 aircraft manufacturer, retain responsibility for depot maintenance; • moving materiel management—including inventory management, engineering, data management, and some program management—from 5 Although the C-17 support program is the only Air Force system that is referred to as using flexible sustainment, it is similar to traditional contractor logistics support or the newer concept of total system program responsibility, except that it is approved for a limited period of time rather than for the life of the system. 6 Materiel management involves the determination of requirements for spare and repair parts, stock issuance and supply parts support, and engineering. Page 4 GAO/NSIAD-99-147 Depot Maintenance B-282640 the closing San Antonio Air Logistics Center to Boeing between 1998 and 2000;7 • moving remaining systems support management responsibilities to Warner Robins Air Logistics Center; • evaluating the flexible sustainment approach between 2001 and 2002; and • conducting a final depot support decision process in 2003. Air Force Plan in Response In response to the congressional mandate for a plan addressing C-17 core to Congressional Mandate capabilities, the Air Force submitted a plan consisting of two volumes: • a resubmission of an October 10, 1997, report sent to the Senate Appropriations Committee entitled Depot Support Strategy: Flexible Sustainment and • the March 1, 1999, report to Congress entitled Depot Support Strategy: Flexible Sustainment Strategic Plan. The first volume had previously been issued in response to a requirement in Senate Report 104-286 on the Department of Defense Appropriations Bill of 1997. It pointed out that the C-17 Flexible Sustainment strategy takes advantage of the strengths of both industry and the government by establishing an “intelligent partnership.” It defines this strategy as a joint venture between the public and private sector that relies on support from the source providing the best value, based on technical competence and economic factors. Air Force officials said that, under flexible sustainment, Boeing could award specific depot maintenance work to the most cost- effective provider from the private or public sector. The second volume of the Air Force plan stated that the Air Force intends to postpone the C-17 source-of-repair decision until 2003—2 years prior to 7 The conversion of non-depot commercial functions, such as materiel management, to contractor performance is generally subject to OMB Circular A-76. The C-17 program office believes that A-76 does not apply to the materiel management services because the circular provides for a waiver for functions performed at installations scheduled for closure. Further, the program office believes that the study and notification provisions of 10 U.S.C. 2461 do not apply to the C-17 materiel management function since the law applies only to functions that were being performed by DOD civilian employees as of October 1, 1980. The program office states that the C-17 full-scale engineering and development contract was not awarded until 1982 and that the first sustainment contract for the C-17 did not begin until 1995. Given the limited time available for this review, we were unable to fully evaluate these issues. Page 5 GAO/NSIAD-99-147 Depot Maintenance B-282640 the projected end of C-17 production. This process would be accomplished using three separate but related subprocesses: • a core determination process; • a cost-benefit analysis comparing costs of in-house and contractor support options over the life of the C-17 and including both recurring and non-recurring costs; and • an analysis providing an assessment of the current and projected balance of depot maintenance workloads between the public and private sectors for purposes of addressing requirements of 10 U.S.C. 2466, which provides that not more than 50 percent of the depot maintenance funding may be used for maintenance performed by nongovernmental personnel.8 At the current time, the interim contractor support arrangement that was established with Boeing is being extended under the flexible sustainment strategy. Additionally, materiel management work is being moved to Boeing from the San Antonio Air Logistics Center, where the C-17 system support manager currently is located. Air Force Plan Does While the Air Force C-17 plan provided information about its support strategy and plans for long-term decision-making, it did not identify any Not Identify Core current core capability requirements for the C-17. Since specific core Capability requirements were not identified, there was also no information provided on a plan for establishing the capabilities needed to support the core Requirements for the requirements. The Air Force outlined its current process for analyzing core C-17 requirements, which, to date, have not included consideration of the C-17. The Air Force stated that it did not expect to complete a core analysis incorporating the C-17 until 2002. This will be 8 years after the C-17 achieved an initial operating capability. A core assessment of the C-17 is necessary to identify specific C-17 maintenance capabilities needed in military depots to support DOD core logistics capability now or in the future. For several reasons we question the Air Force’s rationale for postponing the core logistics assessment. Delaying making this assessment could create the risk that some maintenance capabilities might not be available when needed. 8Section 2460 of title 10 provides that depot maintenance includes overhaul, upgrading, or rebuilding of parts regardless of the source of funds for the maintenance or repair. It also specifies that depot maintenance includes all aspects of depot-level software maintenance. Page 6 GAO/NSIAD-99-147 Depot Maintenance B-282640 Department of Defense The Department of Defense’s core determination process is designed to use Core Methodology the Joint Chiefs of Staff strategic planning scenario to identify contingency requirements for tasked systems and ensure that in-house maintenance capabilities can surge and expand to meet wartime requirements. However, DOD’s core policy, which was modified in 1996, does not require that a DOD depot have repair capabilities for each tasked system.9 The policy requires that depots have the capability to be able to support all tasked systems, unless an analysis of private sector capability determines that sufficient reliable commercial sector capability exists. For example, the DOD policy states that if the facilities, equipment, and skilled personnel to perform maintenance on one type of aircraft enable a depot to be capable of performing maintenance on other types of aircraft, then the core capability does not necessarily have to include each individual system. Air Force Postponed Core The Air Force’s March 1999 plan stated that the Air Force has postponed Determination the incorporation of C-17 surge requirements into its core determination process until 2002. The plan indicates that it would be premature to do Incorporating C-17 Aircraft such an analysis now given the limited number of C-17 aircraft in the active inventory. The plan does describe how the Air Force expected to address core logistics capabilities related to the C-17. However, by the time such an analysis is completed, the Air Force will have relied largely on the contractor to support the C-17 for 8 years after achieving initial operational capability. If, at that later date, the Air Force were to identify the need for establishing C-17 specific capability in an Air Force depot, some additional period of time could be required to develop that capability. For example, the C-17 Program Director indicated the need for surge capability at the Warner Robins depot to complement the contractor’s capacity. He stated that the C-17 fleet might require a mission-unique modification to perform in a specific theater of operations, such as adding enhanced defense systems. Given such a requirement, the program director said that because of the (1) time that would be required to increase capacity and (2) limitations on support equipment and hangar space at the Boeing facility, a fleet-wide modification would take significantly longer without Warner Robins Air Logistics Center as an immediately available source. Meanwhile, the C-141 workload—the in-house workload that the Air Force says is supporting much of the current, large airframe surge 9Under this policy, the Air Force identified core capability requirements by commodity (i.e., airframe, engine, landing gear, avionics, etc) versus whole new weapons. Page 7 GAO/NSIAD-99-147 Depot Maintenance B-282640 requirements—is declining as the aircraft is being phased out of the inventory.10 Given the requirement in 10 U.S.C. 2464, the Air Force’s past practices, and workload considerations, the Air Force’s position that it is premature to include the C-17 into the current core determination process is not reasonably supported. For example, and most importantly, the Air Force is required by statute to identify a core logistics capability not later than 4 years after a mission-essential weapon system achieves an initial operating capability. The C-17 achieved this capability in January 1995. Also, while the Air Force is delaying assessing core requirements for its military unique C-17 aircraft system, it has already made a core assessment for the C-17’s commercial engine. Further, the Air Force has previously completed other core assessments as a normal part of the logistics planning process during the systems acquisition phase.11 Lastly, the Air Force is contracting out depot maintenance workloads from its closing Sacramento and San Antonio depots that are valued at about $238 million annually. With this transfer the Air Force is moving increasingly toward the limit in 10 U.S.C. 2466 that prohibits contracting out more than 50 percent of its depot maintenance workload. As this happens, the Air Force could be faced with difficult choices regarding what workloads it wants to retain in-house and contract out. Given the mandate in 10 U.S.C. 2466, the Air Force’s past practices, and workload considerations, it is unclear why the Air Force maintains it is premature to include the C-17 into the current core determination process. Uncertainties The 1999 Air Force plan’s conclusion that C-17 depot maintenance would be less cost-effective in Air Force depots is not adequately supported. Our Regarding Cost first concern is that the analysis is based on 1996 data and more current Effectiveness of the information should have been used. The Air Force plans to complete an updated cost analysis in 2002. However, work remains to fully develop the Current Plan methodology, metrics, criteria, and data sources that will be used in making any future sourcing decisions for C-17 logistics work. Secondly, the conclusions drawn from the 1996 data about the cost-effectiveness of the 10 The last programmed C-141 depot maintenance work will be performed in 2004. Unless other large airframe workloads are designated as core, C-17 core may be needed. 11 For example, the Joint Stars program office made decisions regarding depot maintenance and materiel management support in 1988, during the acquisition process and prior to the initial operating capability being established. Page 8 GAO/NSIAD-99-147 Depot Maintenance B-282640 private sector under the flexible sustainment approach are based on incomplete analysis. Additionally, the Air Force is not programming the funds that would be required to establish in-house logistics support capabilities, without which there may not be a viable in-house alternative. Improved Cost Data Needed The Air Force used its 1996 cost analysis to support its 1999 plan. In completing its 1996 cost analysis, an Air Force cost team collected projected usage data (failure rates, repair times, repair parts requirements, etc.) and overlaid a projected flying hour program to estimate repair and maintenance requirements in direct labor hours for the C-17 over a 30-year life cycle. The team applied then current labor rates for the appropriate contractor or DOD depot to develop recurring cost estimates for the projected depot repair requirements. They did not include the cost of material, which they assumed would be the same for both providers. They also identified nonrecurring cost estimates for both the contractor and DOD depots. The basic methodology employed by the Air Force to develop the cost data is sound. However, we are concerned about the lack of more recent data for the 1999 plan. Air Force officials said they plan to collect data during the C-17 flexible sustainment contract period that will allow a more up-to-date assessment in support of its planned 2003 source-of-repair decision. The Air Force will use a cost benefit analysis to determine whether continued contractor or public sector support would be the most cost-effective, long-term support option. However, the Air Force has not identified the methodology, for estimating recurring and nonrecurring cost elements or the metrics, criteria, and data sources that will be used in making any future sourcing decisions for non-core C-17 logistics work. Air Force officials said they recognize the need to develop cost metrics to be used in the future C-17 sourcing assessment, but they have not yet done so. The information is needed to ensure the Department will be in a position to make the most cost-effective decision; for example, to ensure that it has data available to evaluate in-house costs. DOD’s March 1999 update to its November 1997 Defense Reform Initiative report said that the Department intends to increase the competitiveness of its depot maintenance contracts. While the program office has not yet determined if a competition will be conducted to determine the long-term C-17 source of support, they believe they have acquired the necessary technical data to conduct a competition. We have reported in the past that it is difficult to control costs for sole source contracts. We also reported Page 9 GAO/NSIAD-99-147 Depot Maintenance B-282640 that 91 percent of the depot maintenance contract actions we reviewed— representing 69 percent of the DOD non-ship depot maintenance contracts—were awarded on a sole source basis.12 One of the major factors inhibiting competition was not having required technical data. Weaknesses in Air Force The Air Force based its increased reliance on the private sector in the Analysis flexible sustainment concept on data in its 1996 depot support strategy study. However, the Air Force’s analysis of data in that study produced some conclusions about the cost-effectiveness of the materiel management and depot repair functions that were not adequately supported. The 1996 Cost Study Conclusions The Air Force’s March 1999 plan concluded that there is an insignificant Are Inaccurate cost difference when comparing government and private sector performance of the materiel management function. The Air Force’s plan reached a different conclusion than the 1996 Depot Support Strategy Study. The 1996 study concluded that significant savings could be achieved by consolidating materiel management and depot maintenance with the contractor. The 1996 conclusion was a key factor in the Air Force’s 1997 decision to implement the flexible sustainment concept. Air Force officials told us that its 1996 conclusion was not supported by its cost data. Nevertheless, its 1999 plan indicated that the Department still plans to transfer materiel management to the contractor by the end of fiscal year 1999. Weaknesses in 1999 Plan The 1999 plan did not provide a complete analysis of the share of C-17 Methodology Gave Incomplete depot maintenance workload estimated to be more cost-effectively Results on Cost-Effectiveness of performed in Air Force depots. The analysis assessed the maintenance Public Sector Maintenance requirements for C-17 subsystems by aggregating the number of systems being evaluated, but did not consider the dollars associated with the maintenance. The analysis approach gives an incomplete picture of the optimum mix of depot maintenance workload between the public and private sectors. As indicated in figure 1, the 1999 study concluded that 33 percent of the C-17 depot maintenance work would be performed more cost-effectively by the private sector and 29 percent more cost-effectively by Air Force depots. 12Defense Depot Maintenance: Contracting Approaches Should Address Workload Characteristics (GAO/NSIAD-98-130, June 15, 1998). Page 10 GAO/NSIAD-99-147 Depot Maintenance B-282640 For the remaining 38 percent, it concluded that there was no meaningful cost difference between public and private sector sources of repair. Figure 1: Air Force Analysis of Optimum C-17 Depot Workload Mix Contractor 33% 29% Government 38% No Clear Advantage Source: Air Force March 1999 Plan to Congress on C-17 Flexible Sustainment. The plan indicated that the mix was based on total life cycle cost. Our analysis showed the Air Force calculations were based on the number of systems or subsystems that would fall in each category, but did not include the total dollar value represented in each category. (See app. I for the analysis showing individual subsystems categorized as performing more cost-effectively by the private and public sectors or not having a clear difference.) We recomputed the public-private sector mix percentages using the cost data from the study. The results are shown in figure 2. Page 11 GAO/NSIAD-99-147 Depot Maintenance B-282640 Figure 2: GAO Analysis of Optimum C-17 Depot Workload Mix 30% Contractor 55% Government 15% No Clear Advantage Source: GAO calculations based on data from 1996 C-17 Depot Support Strategy Study. The results indicate that 30 percent of the dollar value of the depot maintenance work would be performed more cost-effectively by the private sector and 55 percent more cost-effectively by Air Force depots. For the remaining 15 percent, the cost team’s data showed there was no meaningful cost difference between public and private sector sources of repair. These figures include repair costs for the C-17’s commercial engine, which has been designated for contractor logistics support for the life of the system. Funding Not Currently While the Air Force C-17 support strategy calls for postponing a depot Programmed for maintenance support decision until 2003, maintaining a viable Air Force depot option requires that the Air Force program funds to establish depot Maintaining a C-17 In-house capabilities. Program officials said that some funds had been programmed, Option but were shifted to support other flexible sustainment needs. Without programming funds in a timely manner to support depot activation, the Air Force may not be able to pursue an in-house option, even if otherwise determined to be the most cost-effective alternative. Air logistics center officials said that funds should be programmed to preserve the option to revert to in-house depot support. Page 12 GAO/NSIAD-99-147 Depot Maintenance B-282640 Additional Authority The Air Force plan also envisions that the C-17 contractor will contract with public depots for selected maintenance services for some C-17 Needed to Implement systems and equipment. Under current law, the Air Force must determine the Plan that the services to be obtained from public depots are not commercially available. Past assessments by the Air Force of the same or similar commodities have concluded that commercial maintenance services are available. Given these assessments, additional statutory authority would likely be required to implement the Air Force’s planned strategy to have military depots sell maintenance services to the support contractor. Commercial Nonavailability Boeing expects to purchase services from military depots using the sales Requirements Under 10 provisions of 10 U.S.C. 2553. Section 2553 of title 10 authorizes sales under certain conditions of services and articles by DOD industrial facilities— U.S.C. 2553 Could Limit including depots—to the private sector. 13 This authority is predicated on Public Depot Participation an agency determination that these services or articles are not available commercially in the United States. To what extent capabilities to perform C-17 maintenance workloads are not available in the private sector is unclear given conflicting historical information available on this subject. For example, in 1996, as a part of its core determination process for workloads at the closing Sacramento depot, the Air Force performed repair base analyses to assess private sector capabilities and capacities for repairing flight instruments, electrical accessories, hydraulics, and software engineering maintenance work. The assessment determined that considerable private sector capability was available for these commodities; therefore the Air Force determined that it did not need to retain these capabilities in-house. It should also be noted that the C-17 workloads initially identified as candidates for private sector performance were identified based on cost rather than on an assessment of commercial availability. Given this information, it is uncertain to what extent a market assessment for similar items on the C-17 would produce different results. 13 Air Force officials originally had anticipated using 10 U.S.C. 2474 as a basis for Boeing to contract with military depots for some depot maintenance workloads, but did not since DOD has not implemented the legislation. As we previously reported [Defense Depot Maintenance: Public-Private Partnering Arrangements (GAO/NSIAD-98-91, May 7, 1998)], the statute does not contain any specific sales or leasing authority. Page 13 GAO/NSIAD-99-147 Depot Maintenance B-282640 According to program officials, they recognize the limitations of selling goods and services under 10 U.S.C. 2553, but they believe it is the only option available at this time. These officials said they plan to acquire services from public depots in support of the C-17 program under 10 U.S.C. 2553, and initially they are pursuing two private-public partnering projects. Conclusions The Air Force is implementing a pilot for a new logistics support approach for its C-17 aircraft. However, the support plan it submitted to Congress had several key shortcomings. These issues must be addressed before the pilot program’s merits can be adequately assessed. The plan did not identify the core logistics capabilities for the C-17 or provide specifics about establishing the in-house workload necessary to maintain such capabilities. Also, the plan’s cost effectiveness conclusions are not adequately supported due to the age of the data and incomplete supporting analysis. The Air Force plans to reassess C-17 support options and make a long-term support decision in 2003. However, it has not identified the methodology, metrics, criteria, and data sources that will be used in making such an assessment. Also, funds have not been programmed for public depot support for the C-17, which may limit the viability of a public sector alternative in 2003. These issues need to be resolved quickly so all needed data can be identified and gathered as the Air Force moves toward the 2003 decision-making timeframe. Further, current law does not provide the required authority to implement the Air Force’s C-17 plan to have the military depots sell services to the support contractor for some of the C-17 depot maintenance work. Recommendations We recommend that the Secretary of Defense direct the Secretary of the Air Force to 1. update the Air Force’s core analysis to include the C-17 airframe and subsystems and provide this information with the fiscal year 2001 president’s budget , 2. develop a more specific logistics resourcing plan that includes a comprehensive cost effectiveness analysis and evaluation metrics prior to the submission of the 2001 budget, and Page 14 GAO/NSIAD-99-147 Depot Maintenance B-282640 3. develop budget requirements for public depot funding consistent with having this capability as a support option, including incorporating requirements in the fiscal year 2001 Program Objective Memorandum. Also, if DOD decides to implement the current support plan, we also recommend that the Secretary of Defense seek legislative authority to allow military depots to sell depot maintenance goods and services to the C-17 support contractor, notwithstanding the commercial availability of those repair services. Agency Comments In providing oral comments on a draft of this report. Air Force officials said that they generally agreed with the intent of our recommendations, but they also said the Air Force plans already address these recommendations. Regarding our recommendation to update the Air Force’s core analysis to include the C-17 requirements, the Air Force stated that its plan to complete the C-17 core analysis by 2002 dovetails precisely with the flexible sustainment approach leading to a final support decision in 2003. Air Force officials noted that the flexible sustainment approach was implemented prior to the fiscal year 1998 National Defense Authorization Act changes to 10 U.S.C. 2464, which added the requirement that DOD identify core logistics capability within 4 years of a mission-essential system attaining initial operating capability. While we recognize that the Air Force implemented its flexible sustainment program prior to the fiscal year 1998 amendment to 10 U.S.C. 2464, there is no provision that would exempt the C-17 aircraft system. Consequently, we believe that the Air Force must comply with the 10 U.S.C. 2464 requirement. By maintaining the existing schedule for performing a C-17 core workload assessment in 2002, the Air Force is delaying compliance with the requirement. Therefore we have modified our recommendation to specify an earlier core determination. In commenting on our recommendation that the Air Force develop a more specific logistics resource plan that includes a comprehensive cost- effectiveness analysis and evaluation metrics, the Air Force stated that it will use the source-of-repair assignment process methodology, which includes a cost-benefit analysis. The Air Force also stated it will use a best value criteria for making a source-of-repair decision for the C-17 should it not be designated as a core workload. Although the Air Force’s source-of- repair decision process requires a cost analysis, as we pointed out, it does not identify the recurring and non-recurring cost elements, data sources, or methodology for performing the required cost analysis. The intent of our Page 15 GAO/NSIAD-99-147 Depot Maintenance B-282640 draft recommendation was to focus on developing a cost analysis methodology earlier than the 2003 source-of-repair decision to ensure that the appropriate cost data are collected during the flexible sustainment period and thereby available at the time of the final support decision. Therefore we modified our recommendation to clarify the actions we believe are needed. In response to our recommendation that the Air Force develop budget requirements for public depot funding consistent with the plan to have this capability as a support option at the time of the final support decision, the Air Force stated that it will ensure full funding to establish depot maintenance capabilities wherever dictated by the long-term depot decision. However, during further discussions with Air Force officials we determined that funding has not yet been included in the Air Force Program Objective Memorandum (POM). Officials said that during the fiscal year 2002 POM development, the Air Force plans to include an undetermined amount of funding for fiscal years 2004 and 2005. They noted that this allowance could represent about 10 percent of the estimated funding requirement for developing depot capability. We question whether the timing of such a funding decision or the level of funding, if approved, would be adequate to ensure timely public depot activation if in-house maintenance were determined to be the more cost-effective alternative. We continue to believe that adequate funds should be programmed to preserve the option to revert to in-house depot support. Thus, we modified our recommendation to more specifically represent that view. Regarding our recommendation on seeking legislative authority to allow military depots to sell goods and services to the C-17 support contractor, the Air Force stated that presently-identified contracting opportunities can be implemented under current law. Nevertheless, they said the Air Force would support an amendment to allow military depots to sell depot maintenance goods and services to the C-17 support contractor, notwithstanding the commercial availability of those repair services. We continue to believe it is unclear whether a determination of non-availability could be made for potential C-17 maintenance work the contractor may wish to obtain from a government depot. Scope and In conducting our work, we contacted officials at Headquarters, United States Air Force, Washington, D.C.; Headquarters, Air Force Materiel Methodology Command, Wright Patterson Air Force Base, Ohio; Headquarters Air Mobility Command, Scott Air Force Base, Illinois; the San Antonio Air Page 16 GAO/NSIAD-99-147 Depot Maintenance B-282640 Logistics Center, Kelly Air Force Base, Texas; the Warner Robins Air Logistics Center, Robins Air Force Base, Georgia; the Air Force Audit Agency, Wright Patterson Air Force Base; as well as the Boeing Company, Long Beach California; PEMCO, Birmingham, Alabama; American Airlines, Tulsa, Oklahoma; and BF Goodrich Aerospace, Everett, Washington. To evaluate the merits of the Air Force’s C-17 March 1999 report, we interviewed officials and collected relevant corroborating documents from Headquarters, Department of the Air Force; Headquarters, Air Force Materiel Command; Air Force C-17 System Program Office team members. We reviewed the methodology for the cost analysis underlying the first volume of the Air Force’s report and analyzed the summary cost estimates to test the resulting conclusions. To determine the optimum public-private mix of depot workloads based on the projected maintenance costs for the C-17 subsystems, we sorted the costs for each alternative and calculated the resulting percentage shares. We also collected actual cost data from the contractor for depot repairs accomplished during 1998 and 1999 and compared the data to cost estimates in the 1996 depot support strategy report. We were not able to analyze differences between the actual contract data and the earlier estimates because the data were in incompatible formats. To assess the Air Force decision to postpone its determination of core logistics capabilities for the C-17 aircraft until 2002, we collected information on DOD and Air Force policies and procedures for determining core logistics capabilities. We also reviewed projected depot maintenance workloads currently supporting Air Force core capacities for cargo aircraft and surge requirements for the C-17 aircraft. To assess assertions in the second volume of the report regarding adequate technical data that would be procured and be available, we discussed and reviewed the technical data for both repair and procurement of spare parts available with both the Air Force Audit and C-17 managers for engineering configuration and technical data. To determine whether the Air Force’s C-17 flexible sustainment plan is compatible within the existing legal framework, we performed a legal assessment. To test the sufficiency of the Air Force’s determination regarding non-commercial availability, we reviewed the Air Force’s determination and findings documentation; interviewed officials from the Boeing Company, PEMCO, American Airlines, and BF Goodrich Aerospace; and reviewed all additional documentation provided to support Boeing’s Page 17 GAO/NSIAD-99-147 Depot Maintenance B-282640 market research. We performed our review between February 1999 and April 1999 in accordance with generally accepted government auditing standards. We are sending copies of this report to the Honorable William S. Cohen, Secretary of Defense; the Honorable F. Whitten Peters, Acting Secretary of the Air Force; the Honorable Jacob J. Lew, Director, Office of Management and Budget; and to interested congressional committees. Copies will be made available to others upon request. If you have any questions regarding this report, please call the contacts listed in appendix II. David R. Warren, Director Defense Management Issues Page 18 GAO/NSIAD-99-147 Depot Maintenance Page 19 GAO/NSIAD-99-147 Depot Maintenance Contents Letter 1 Appendix I 22 Potential for Public Support to Private Sector Contractors Sorted by Subsystems Appendix II 23 GAO Contacts and Staff Acknowledgements Related GAO Products 28 Tables Table I.1: C-17 Subsystems Sorted by Most Cost-effective Source of Repair 22 Figures Figure 1: Air Force Analysis of Optimum C-17 Depot Workload Mix 11 Figure 2: GAO Analysis of Optimum C-17 Depot Workload Mix 12 Abbreviations DOD Department of Defense GAO General Accounting Office POM Program Objective Memorandum Page 20 GAO/NSIAD-99-147 Depot Maintenance Page 21 GAO/NSIAD-99-147 Depot Maintenance Appendix I Potential for Public Support to Private Sector Contractors Sorted by Subsystems Appenx Idi In its 1996 depot support strategy report, which is part I of its March 1999 Flexible Sustainment Plan submitted to Congress, the Air Force identified types of workload that it believed could be performed more cost-effectively in public and private facilities, and some workloads where they did not believe the cost difference was significant between the two. The results of the 1996 study were used to justify the Air Force’s flexible sustainment strategy. Table I shows subsystems for which the private or public sector would likely be the most cost-effective source of repair. It also shows the extent to which the Air Force concluded that a determination could not be made where there was less than a 10 percent difference between the cost estimates for the public and private sector providers. Table I.1: C-17 Subsystems Sorted by Most Cost-effective Source of Repair Private sector Public depots Not clear Engine Automatic test equipment Environmental control systems Quick engine change Operational flight programs Structures Auxiliary power units Heavy aircraft maintenance Mechanical flight controls Electrical Landing gear Lighting Fuel Fuselage Recorders Hydraulics Instruments Utilities Oxygen Integrated flight controls Navigation Composites Intercom Misc. communications Source: Air Force C-17 Depot Support Strategy Study, November 1, 1996. Page 22 GAO/NSIAD-99-147 Depot Maintenance Appendix II GAO Contacts and Staff Acknowledgements AppenIx Idi GAO Contacts David Warren, (202)512-5581 Julia Denman, (202)512-4290 Acknowledgements In addition to those named above, John Strong, Larry Junek, Pam Valentine, and John Brosnan. made key contributions to this report. Page 23 GAO/NSIAD-99-147 Depot Maintenance Page 24 GAO/NSIAD-99-147 Depot Maintenance Page 25 GAO/NSIAD-99-147 Depot Maintenance Page 26 GAO/NSIAD-99-147 Depot Maintenance Related GAO Products Depot Maintenance: Improvements Still Needed in Workload Allocation Reporting (GAO/NSIAD-99-154, July 1999). Army Logistics: Status of Proposed Support Plan for Apache Helicopter (GAO/NSIAD-99-140, July 1999). Navy Ship Maintenance: Allocation of Ship Maintenance Work in the Norfolk, Virginia Area (GAO/NSIAD-99-54, Feb. 24, 1999). Army Industrial Facilities: Workforce Requirements and Related Issues Affecting Depots and Arsenals (GAO/NSIAD-99-31, Nov. 1999). Public-Private Competitions: Processes Used For Sacramento Depot Maintenance Award Appear Reasonable (GAO/NSIAD-99-42, November 23, 1998). Navy Depot Maintenance: Weaknesses in the T406 Engine Logistics Support Decision (GAO/NSIAD-98-221, Sept. 14, 1998). Defense Depot Maintenance: Public and Private Sector Workload Distribution Reporting Can Be Further Improved (GAO/NSIAD-98-175, July 23, 1998). Defense Depot Maintenance: Contracting Approaches Should Address Workload Characteristics (GAO/NSIAD-98-130, June 15, 1998). Defense Depot Maintenance: Use of Public-Private Partnering Arrangements (GAO/NSIAD-98-91, May 7, 1998). Public-Private Competitions: DOD's Additional Support for Combining Depot Workloads Contains Weaknesses (GAO/NSIAD-98-143, Apr. 17, 1998). Defense Depot Maintenance: DOD Shifting More Workload for New Weapon Systems to the Private Sector (GAO/NSIAD-98-8, Mar. 31, 1998). Public-Private Competitions: DOD's Determination to Combine Depot Workloads Is Not Adequately Supported (GAO/NSIAD-98-76, Jan. 20, 1998). Public-Private Competitions: Processes Used for C-5 Aircraft Award Appear Reasonable (GAO/NSIAD-98-72, Jan. 20, 1998). Page 28 GAO/NSIAD-99-147 Depot Maintenance Related GAO Products Defense Depot Maintenance: Information on Public and Private Sector Workload Allocations (GAO/NSIAD-98-41, Jan. 20, 1998). Air Force Privatization-in-Place: Analysis of Aircraft and Missile System Depot Repair Costs (GAO/NSIAD-98-35, Dec. 22, 1997). Outsourcing DOD Logistics: Savings Achievable But Defense Science Board's Projections Are Overstated (GAO/NSIAD-98-48, Dec. 8, 1997). Navy Regional Maintenance: Substantial Opportunities Exist to Build on Infrastructure Streamlining Progress (GAO/NSIAD-98-4, Nov. 13, 1997). Air Force Depot Maintenance: Information on the Cost-Effectiveness of B-1 and B-52 Support Options (GAO/NSIAD-97-210BR, Sept. 12, 1997). Navy Depot Maintenance: Privatizing Louisville Operations in Place Is Not Cost- Effective (GAO/NSIAD-97-52, July 31, 1997). Defense Depot Maintenance: Challenges Facing DOD in Managing Working Capital Funds (GAO/T-NSIAD/AIMD-97-152, May 7, 1997). Defense Depot Maintenance: Uncertainties and Challenges DOD Faces in Restructuring Its Depot Maintenance Program (GAO/T-NSIAD-97-112, May 1,1997)and (GAO/T-NSIAD-97-111, Mar. 18, 1997). Navy Ordnance: Analysis of Business Area Price Increases and Financial Losses (GAO/AIMD/NSIAD-97-74, Mar. 14, 1997). Defense Outsourcing: Challenges Facing DOD as It Attempts to Save Billions In Infrastructure Costs (GAO/T-NSIAD-97-110, Mar. 12, 1997). High-Risk Series: Defense Infrastructure (GAO/HR-97-7, Feb. 1997). (709393) Leter Page 29 GAO/NSIAD-99-147 Depot Maintenance Related GAO Products Page 30 GAO/NSIAD-99-147 Depot Maintenance Ordering Information The first copy of each GAO report and testimony is free. Additional copies are $2 each. Orders should be sent to the following address, accompanied by a check or money order made out to the Superintendent of Documents, when necessary, VISA and MasterCard credit cards are accepted, also. Orders for 100 or more copies to be mailed to a single address are discounted 25 percent. Orders by mail: U.S. General Accounting Office P.O. Box 37050 Washington, DC 20013 or visit: Room 1100 700 4th St. NW (corner of 4th and G Sts. NW) U.S. General Accounting Office Washington, DC Orders may also be placed by calling (202) 512-6000 or by using fax number (202) 512-6061, or TDD (202) 512-2537. Each day, GAO issues a list of newly available reports and testimony. To receive facsimile copies of the daily list or any list from the past 30 days, please call (202) 512-6000 using a touchtone phone. A recorded menu will provide information on how to obtain these lists. For information on how to access GAO reports on the INTERNET, send an e-mail message with “info” in the body to: email@example.com or visit GAO’s World Wide Web Home Page at: http://www.gao.gov United States Bulk Rate General Accounting Office Postage & Fees Paid Washington, D.C. 20548-0001 GAO Permit No. GI00 Official Business Penalty for Private Use $300 Address Correction Requested Contents Tables Table I.1: C-17 Subsystems Sorted by Most Cost-effective Source of Repair 22 Page 33 GAO/XXXX ??? Contents Figures Figure 1: Air Force Analysis of Optimum C-17 Depot Workload Mix 11 Figure 2: GAO Analysis of Optimum C-17 Depot Workload Mix 12 Page 34 GAO/XXXX ??? Contents Page 35 GAO/XXXX ???
Air Force Logistics: C-17 Support Plan Does Not Adequately Address Key Issues
Published by the Government Accountability Office on 1999-07-08.
Below is a raw (and likely hideous) rendition of the original report. (PDF) | aerospace |
https://www.montanadronecompany.com/montana-drone-laws.php | 2023-12-04T19:21:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100534.18/warc/CC-MAIN-20231204182901-20231204212901-00311.warc.gz | 0.905107 | 240 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__121520152 | en | All drone pilots operating commercially in the state of Montana are subject to the FAA’s Part 107 rules. Learn more about the FAA’s certification process to obtain a commercial drone license at FAADroneZone.gov.
This law prohibits using UAS to interfere with wildfire suppression efforts. Anyone who violates this prohibition is liable for the amount of money equivalent
to the costs of their interference. This law also prohibits local governments from enacting an ordinance addressing the use of UAS in relation to a wildfire.
This law limits when information gained from the use of UAS may be admitted as evidence in any prosecution or proceeding within the state as only information that
was obtained with a search warrant, or through a judicially recognized exception to search warrants.
Launching or operating an unmanned aircraft system, drone, or model aircraft from these locations is prohibited unless authorized by a commercial use or special use permit.
12.40.065 Prohibited Conduct at City of Missoula parks, trails, and conservation lands.
Flying or launching powered model airplanes, rockets, drones, or other unmanned aerial systems except as authorized by permit.
City of Missoula Municipal Code | aerospace |
http://www.guncopter.com/a129-mangusta/ | 2016-02-11T16:59:44 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701162094.74/warc/CC-MAIN-20160205193922-00141-ip-10-236-182-209.ec2.internal.warc.gz | 0.934487 | 270 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__41502081 | en | A129 Mangusta Attack Helicopter
Manufactured by Augusta and flown by the Italian Army, the A129 Mangusta is an anti-tank / close air support attack helicopter. The A129 has been in service with the Italians since 1986.
The Mangusta is fitted with sophisticated navigation and night vision systems that allow it to fly and fight at night and in poor weather. A129 pilots wear helmets featuring the IHADSS system which projects flight, sensor and weapons aiming data onto the helmet's display.
Over the years, the A129 has been upgraded with new engines, rotors and the ability to mount a wider range of weapons. This improved version is known as the A129 International and is designed for the export market. The Italian Army now flies the A129 (CBT) as its main attack helicopter which is similar to the International version but keeps the original Rolls-Royce engines.
A129 MANGUSTA FEATURES
A129 Mangusta (CBT) Attack Helicopter Specifications
A129 armed with 8xTOW wire-guided missiles
Italian A129 CBT kitted out for close air support ops with 81/70mm rockets and 20mm gatling gun.
A129 Mangusta fitted with BGM-71 TOW anti-tank missiles. . | aerospace |
https://www.worldwarbirdnews.com/2015/02/20/former-air-force-one-lockheed-constellation-columbine-ii-to-fly-again/?shared=email&msg=fail | 2021-07-30T03:05:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153931.11/warc/CC-MAIN-20210730025356-20210730055356-00136.warc.gz | 0.945443 | 363 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__265362297 | en | Former Air Force One Lockheed Constellation “Columbine II” to fly again?
Filed under News
February 20, 2015
The former U.S. Air Force Lockheed VC-121A Constellation (s/n 48-610) flies over Davis-Monthan Air Force Base, Arizona (USA), as it departs on its way to a private company for further restoration work on 24 October 1990. The aircraft had already undergone restoration at the Aerospace Maintenance and Regeneration Center at Davis-Monthan AFB after being kept in storage for over 20 years. 48-610 served as Dwight D. Eisenhower’s presidential aircraft “Colombine II” from January 1953 to November 1954 until replaced by the “Colombine III” VC-121E. Since 1989 it is privately owned (civil registration N9463). (Photo TSgt. Ron Woods, USAF)
The Lockheed C-121 Constellation known as Columbine II, which flew President Dwight Eisenhower and had been stored at Manara Air Park in Arizona since its last flight in 2003, will shortly examined by Dynamics Aviation to evaluate whether it can be restored to airworthiness.
Several parts are missing and will need to be found and installed if Dynamics Aviation is to restore the aircraft. If Columbine II can be restored, it will be presented at airshows and the public will be able to visit the aircraft while it is on the ground. Flight rides will probably not be available as the aircraft will remain in the Experimental/Exhibition category.
Permanent link to this article: https://www.worldwarbirdnews.com/2015/02/20/former-air-force-one-lockheed-constellation-columbine-ii-to-fly-again/ | aerospace |
https://www.thelogbook.com/bb8/forums/topic/starliner-test-flight-faces-months-long-delay/ | 2021-12-08T21:15:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363598.57/warc/CC-MAIN-20211208205849-20211208235849-00458.warc.gz | 0.965527 | 2,258 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__44332200 | en | August 13, 2021 at 3:52 pm #27282
Poor Starliner. Boeing can’t catch a break with this thing. [LINK]
WASHINGTON — A test flight of Boeing’s CST-100 Starliner commercial crew vehicle will be delayed for at least several months to fix a problem with valves on the spacecraft.
Boeing announced Aug. 13 that it will remove the Starliner spacecraft that was to launch this month on the Orbital Flight Test (OFT) 2 mission from its Atlas 5 rocket and return it to the company’s Commercial Crew and Cargo Processing Facility at the Kennedy Space Center for additional work.
Boeing scrubbed an Aug. 3 launch attempt after discovering problems with what the company later said were 13 valves in the spacecraft’s propulsion system that were unexpectedly closed. After being unable to resolve the problem while the spacecraft was on the pad, Boeing and United Launch Alliance rolled the Atlas 5 back to its Vertical Integration Facility to give technicians access to the spacecraft.
The article linked goes into the more technical reasons why the work has to be done, but suffice to say, Starliner isn’t going anywhere, and after the serious issues that cropped with the first Starliner that was launched…Boeing really comes out of this not looking great.
August 16, 2021 at 2:51 pm #27292
Boeing is still using the old methodology for building and launching rockets; same process since the 1950’s, really. With this recent delay, it shows and they need a shakeup to make them more responsive, improve their cycle times and so on. Space X has outperformed them routinely on major milestones and NASA is watching. Space X isn’t perfect with their early rockets exploding and Musk acting up but they learn quickly from their mistakes and fix them far faster than Boeing does. The culture differences between Space X and Boeing are stark and Boeing needs to change its ways in order to compete. Boeing was caught sleeping, frankly. As late as 2018 Boeing (and NASA) thought that Space X will miss its deadlines and the Boeing Starliner would finish before the Falcon X. I think that made Boeing complacent in their work on the Starliner.
This article discusses how the different culture at Space X often clashed with NASA and why NASA thought (wrongly) that Boeing was going to win the first commercial launch of NASA astronauts.Boeing has had a long relationship with NASA and it knows NASA culture and how to work with them to have the designs meet criteria and so on. The cost, I think, is it slowed down Boeing’s ability to complete their product quickly. The article show that NASA needs to change its culture too if is going to succeed. Their interaction with Space X is forcing a cultural change within NASA, and that’s good.
I hope the Starliner succeeds in the end, because it is a nice looking rocket with a lot of keen features. However, if Boeing doesn’t change its approach to their engineering and production, they are going to continue losing contracts to Space X. Boeing is already in a lot of hot water over its problems with the 737 MAX aircraft. I can only hope that blunder on their part (and the tragedies it cause) has caused them to make major changes on how they design and implement aircraft software and procedures. I doubt that any changes in the aircraft division will migrate to the space craft division but maybe it will play a part in a change in the whole company culture.
October 21, 2021 at 11:35 am #27365
- This reply was modified 3 months, 3 weeks ago by ubikuberalles.
OK, so apparently the latest Starliner launch scrub was because, despite having built spacecraft for NASA before… Boeing isn’t aware of coastal Florida’s high persistent humidity??!? Really?? [LINK]
This is awfully embarrassing for Boeing, which despite designing the Starliner craft to be able to withstand Florida’s climate, still managed to create a craft that couldn’t deal with the humidity.
The Starliner project itself has also garnered a rough reputation for frequent delays and issues that date back to 2019, when it failed to even reach the space station due to software glitches. NASA has even obliquely indicated faltering hope for the project — going as far as reassigning its Starliner crew to SpaceX launches.
Part of what I deal with at my day job is large emergency standby generators – basically the “whole building” generators that are anchored to a concrete slab behind the building they’re going to power. A large volume of sales of these is in Florida and the east coast – basically, hurricane country. And customers wanting to install them out there have to have a special casing that resists the corrosion you get at the intersection of high humidity and saltwater.
If our little company in Arkansas can take those factors into account, there’s no excuse for Boeing. That’s just unfathomable. Do the designers of their stuff ever go out in the field or are they just sitting behind a computer running CAD software all the time?
October 27, 2021 at 10:35 am #27368
I’m getting the impression that the Boeing space division has a lot of engineers who can put designs on paper but with little field experience. The former skills are normally acquired in (but not exclusive too) engineering school. The latter can only be learned on the job from other employees. Has there been a shakeup in Boeing’s space division where older staff has been replaced with new kids straight from college? Are the more experienced staff doing a poor job of training the newer kids?
Earl, your question about designers and engineers just sitting behind CAD software is valid. I’ve noticed that engineering in general in the past 20 years has shifted more indoors and is spending less time in the field. In the aerospace industry, field work is essential. Boeing (and other companies) need to bust heads and get their designers and engineers out there and actually work on the equipment they designed. Space X, I think, had a similar problem in their early days with rockets exploding, missed deadlines, etc. But Musk and his management team busted heads and got things working. I know Space X has a culture of doing what it takes to get it done. I read one article where Space X employees (scientists, engineers and techs) spent weeks at this remote site on an island (alternate landing site, site for satellite up-link antennae? I don’t remember) preparing for the Falcon Heavy launch (the one where they launched the Tesla Roadster). heir experience was rough but they got the job done. Overall it was great team-building and the engineers, who normally sit behind a desk, got much needed field experience. I don’t recall reading similar articles about Boeing. My fear is there is some kind of class system going on in Boeing where the designers are in their little glass houses sending their designs to the techs and operators who are making the devices. The designers have GOT to be there with the mechanics and factory workers and service techs to see their designs come to life.October 28, 2021 at 7:59 pm #27373ZLothModerator
This is why I love managing my work team. We are unique in that we tackle usability issues as well as technical issues, and that we can provide direct feedback to our engineering team.
“All parts should go together without forcing. You must remember that the parts you are reassembling were disassembled by you. Therefore, if you can’t get them together again, there must be a reason. By all means, do not use a hammer.” —IBM Manual, 1925November 2, 2021 at 5:24 pm #27381
Well, considering how long the shuttle stuck around… it could be that the engineering staff that Boeing gained from gobbling up North American and Rockwell International (which had already absorbed Rocketdyne) have retired. The shuttle, the previous non-private manned spacecraft made in the U.S., was 1970s technology, and with Apollo (another North American/Rockwell vehicle) retired in the 1970s, if you think about it, the shuttle was the paradigm of manned space in this country for 40 years (almost 10 years of R&D and construction, 30 years in service). The people who built Apollo and the shuttle retired during that time. ULA took up the maintenance of the shuttle, but they didn’t design and invent the thing.
We relied on the shuttle for so long that the people who knew how to build real spacecraft left the field while it was in service, and as happened with the gap between Apollo and the shuttle, we weren’t ready to launch the replacement vehicle when its predecessor was retired. (That this keeps happening seems, to me at least, to be a vivid contrast to the days when you had Gemini and Apollo in active development while Mercury was being flown. There’s a famous photo of a Gemini launch with a full Saturn V stack on another pad in the background – which if I recall correctly was eventually used for Apollo 4 but at the time was being used to fit check the mobile launcher/tower – that illustrates this vividly.)
While I have problems with the space tourism industry and some of its implications, one of the advantages to having private industry in the game is that they’re not playing this “we’re flying the shuttle now, we won’t design its replacement until after we’re doing flying shuttles” game. They’re designing and testing the Starship (as ungainly as it is) while still paying the bills launching stuff on Falcon 9s, and people and cargo in Dragons. Sort of like how the auto industry works. Boeing’s current methodology sure as hell wouldn’t cut it in the car world…and it’s apparently not cutting it in aerospace anymore either.
November 3, 2021 at 9:43 am #27398
Although that holds true for Boeing in manned rocket flight, what about Boeing’s experience in unmanned spaceflight? During the 2000’s Boeing was the primary manufacturer of the GPS IIF satellites which were launched by ULA’s Titan and Atlas rockets (did I mention I visited the Boeing plant in El Segundo once?). I’m sure Boeing worked on other unmanned flights as well (I’m too lazy to do an exhaustive search). At least some of those folks worked on manned flight equipment as well, one would think. The people who knew how to build manned spacecraft didn’t necessarily leave the field altogether, they just just worked on missiles and satellites.November 9, 2021 at 1:48 am #27408
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https://khacdauanphuocloc.com/qa/do-astronauts-age-faster.html | 2021-05-06T01:03:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988724.75/warc/CC-MAIN-20210505234449-20210506024449-00081.warc.gz | 0.94712 | 1,528 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__93172657 | en | - Do you age faster or slower in space?
- Do astronauts age more quickly?
- Why is a day 23 hours and 56 minutes?
- How much time on earth is 1 day in space?
- Can you live forever in space?
- Does space affect aging?
- How long is 1 hour in space?
- Can astronauts have tattoos?
- What happens if you spend 5 years in space?
- Has anyone been lost in space?
- Who owns the moon?
- How cold is space?
- Is an hour in space 7 years on earth?
- Has anyone gotten pregnant in space?
- Can you fart in space?
- Does being an astronaut age you?
- How long can a human live in space?
- What does space smell like?
- Can you die in space?
- Can you get sick in space?
- How many dead bodies are in space?
Do you age faster or slower in space?
This form of time dilation is also real, and it’s because in Einstein’s theory of general relativity, gravity can bend spacetime, and therefore time itself.
The closer the clock is to the source of gravitation, the slower time passes; the farther away the clock is from gravity, the faster time will pass..
Do astronauts age more quickly?
Previous research has shown that spending time in space causes bone density loss, immune dysfunction, cardiovascular issues such as stiffening of arteries, and loss of skeletal muscle mass and strength in both humans and rodent models. These changes resemble aging in people age on Earth, but happen more quickly.
Why is a day 23 hours and 56 minutes?
Not quite 24 hours, it turns out — it’s precisely 23 hours and 56 minutes. But because Earth is constantly moving along its orbit around the sun, a different point on the planet faces the sun directly at the end of that 360-degree spin. … “If we didn’t orbit the sun, both days would be the same.”
How much time on earth is 1 day in space?
around 24 hoursThat is called a solar day. On Earth, a solar day is around 24 hours. However, Earth’s orbit is elliptical, meaning it’s not a perfect circle. That means some solar days on Earth are a few minutes longer than 24 hours and some are a few minutes shorter.
Can you live forever in space?
There’s this amazing place orbiting the Earth called the International Space Station – and there are people who live there, all day, every day. … Again, though, it’s not safe for people to live their forever, and being in space for a long time isn’t good for your body.
Does space affect aging?
Flying through outer space has dramatic effects on the body, and people in space experience aging at a faster rate than people on Earth. Several papers recently published in the Cell family of journals look at the health hazards that spending time in outer space has had on astronauts.
How long is 1 hour in space?
7 years1 hour in space is 7 years on earth.
Can astronauts have tattoos?
NASA currently has no rules against astronauts having visible tattoos. … According to Brooklynn Covington who has already researched this: “Although no astronaut to date has had any tattoos during their employment with NASA. NASA currently has no rules against astronauts having visible tattoos.
What happens if you spend 5 years in space?
If you mean after 5 years in space, upon arrival back on Earth everyone will be 50 years older.
Has anyone been lost in space?
No astronauts were ever “lost” in space. … People have died training for space, trying to get into space, and returning from space but nobody has really died in space. The one incident that technically happened in space was Soyuz 11, in which a vent valve opened and caused depressurization.
Who owns the moon?
The Outer Space Treaty means therefore that – no matter whose national flags are planted on the lunar surface – no nation can ‘own’ the Moon. As of 2019, 109 nations are bound by the Treaty, and another 23 have signed the agreement but have yet to be officially recognised.
How cold is space?
According to data from the Cosmic Background Explorer (COBE) satellite, the temperature of space is 2.725K (2.725 degrees above absolute zero).
Is an hour in space 7 years on earth?
No. The time-dilation effect of Einstein’s relativity has nothing to do with space. The faster you’re moving, the slower time goes for you. So if you were on some planet moving extremely fast through space, like in the movie Interstellar, then you could miss 7 years on Earth every hour.
Has anyone gotten pregnant in space?
NASA has not permitted pregnant astronauts to fly in space, and there have been no pregnant women in space. … Ionizing radiation may destroy the egg cells of a female fetus inside a pregnant woman, rendering the offspring infertile even when grown.
Can you fart in space?
On Earth, farts are typically no big deal — smelly, harmless, and they quickly dissipate. But if you’re an astronaut, every fart is a ticking time bomb. The gases in farts are flammable, which can quickly become a problem in a tiny pressurized capsule in the middle of space where your fart gases have no where to go.
Does being an astronaut age you?
Our study proposed that the unique stresses and out-of-this-world exposures the astronauts experience during spaceflight – things like isolation, microgravity, high carbon dioxide levels and galactic cosmic rays – would accelerate telomere shortening and aging.
How long can a human live in space?
You would lose consciousness because there is no oxygen. This could occur in as little as 15 seconds.
What does space smell like?
Astronaut Thomas Jones said it “carries a distinct odor of ozone, a faint acrid smell…a little like gunpowder, sulfurous.” Tony Antonelli, another space-walker, said space “definitely has a smell that’s different than anything else.” A gentleman named Don Pettit was a bit more verbose on the topic: “Each time, when I …
Can you die in space?
There have been eighteen deaths during spaceflight. The three deaths to occur in space (above 100 km elevation) were also the only remains properly recovered. The crew of the Soyuz 11 perished on June 29th, 1971 while they were preparing for re-entry.
Can you get sick in space?
Rare but possible, astronauts do get sick, and they fall ill in space, as well. Indeed, as they float off-earth, these spacemen have suffered from upper respiratory infections or URI, or colds, skin infections and urinary tract infections or UTI.
How many dead bodies are in space?
3 peopleOnly 3 people have died in space: Georgi Dobrovolski, Viktor Patsayev, and Vladislav Volkov. 3 cosmonauts on the Soyuz 11 mission who died in 1971 when returning from a Soviet space station. Their return capsule suffered an accidental decompression. | aerospace |
http://www.spacepen.com/AG7-40-astronautspacepen40thyearmoonlandingcelebrationengraving.aspx | 2017-03-28T10:02:40 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189686.56/warc/CC-MAIN-20170322212949-00165-ip-10-233-31-227.ec2.internal.warc.gz | 0.892705 | 718 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__196132418 | en | Item Number: #AG740
AG7-40 - Astronaut Space Pen 40th Year Moon Landing Celebration Engraving
Note: Existing engraving is fixed and will not change with custom engraving choices.
Length: 5.0" .375" Diameter
Composition: All metal
Cartridge: Fisher Pressurized PR4 Black Ink Medium Point
Packaging: Gift Box with Commemorative Sleeve
Please note! The image you see on the banner and on the pictures
for this pen, are not accurate...the engravers guide below is what
is actually wrapped around the pen! (webmaster)
Specially Engraved with memories of the first Moon Landing
40 years ago!
July 20th 1969 July 20th 1969
Now you can own this special edition replica of the AG-7 Space Pen carried on the Apollo 11 mission and every manned space flight since that historic event. This limited edition Space Pen is finished in original chrome with engraving that depicts the important images and facts of the lunar landing.
This is engraved on the top around the clip area
(turned 90 degrees)
40TH Anniversary Special Edition
Man’s First Moon Landing
July 20TH, 1969
Here is the actual engravers guide used to engrave the barrel.
The crew of NASA's Apollo 11, the first manned mission to land on the Moon, fulfilled the goal set by President John F. Kennedy, that the United States would reach the lunar surface by the end of the 1960's.
Launched on July 16, 1969, it carried a crew of three: Commander Neil Alden Armstrong, Command Module Pilot Michael Collins, and Lunar Module Pilot Edwin Eugene "Buzz" Aldrin, Jr. On July 20, Armstrong and Aldrin became the first humans to land on the Moon, while Collins orbited above the lunar surface.
The design and construction of this pen has not changed in 36 years. The pen you buy today is exactly the same as the one taken to the moon in 1969. It is a heavy pen and the weight rests reassuringly in your hand as you write. The AG7 is made from solid brass with an extremely hard Chrome plating. It has a very positive and substantial feeling click mechanism. You press down on the top to extend the refill and press the side button to retract the refill. Its special design assures you that you'll always retract the point before you slide it into your pocket. It's constructed of all brass and steel components of the highest quality and is made in the USA.
All Astronaut Pens are attractively packaged in heavy duty gift boxes with flock lining and come with a pamphlet describing the history of the Fisher Space Pen.
AG7s are used on all NASA Apollo and Shuttle missions, ISS International Space Station, Russian Soyuz and MIR space flights, French ARIANE Space Program, Everest North Face Ski Expedition.
The AG7 in its case.
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Would you like your pen Engraved? If yes, choose your font. If you do not choose a font, your pen will be engraved in ROMAN.*
What would you like engraved on this pen? (Maximum of 30 characters or spaces per line)
Engraving direction (Right handed, default)
To add a personalized note, click YES and type in the box below:
Maximum 75 Characters
Your Note Will Not Be Printed Unless YES is Selected Above75 characters remaining
Would you like this item gift wrapped? | aerospace |
https://bryld.info/nasa-tee-forever-21/nasa-tee-forever-21-nasa-tee-forever-21-forever-tee-nasa-21/ | 2020-05-27T02:45:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347392057.6/warc/CC-MAIN-20200527013445-20200527043445-00578.warc.gz | 0.837924 | 1,149 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__144999024 | en | NASA Tee Forever 21 nasa tee forever 21 Forever Tee NASA 21
We found 27++ Images in NASA Tee Forever 21:
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A little interesting about space life.
With the GRAIL data, the astronomers were able to map the gravity field both in and around over 1,200 craters on the lunar far side. This region--the lunar highlands--is our Moon's most heavily cratered, and therefore oldest, terrain. Heavily cratered surfaces are older than smoother surfaces that are bereft of craters. This is because smooth surfaces indicate that more recent resurfacing has occurred, erasing the older scars of impact craters.
and here is another
Vast regions of dark dunes also extend across Titan's exotic landscape, especially around its equatorial regions. Unlike Earth's sand, the "sand" that creates Titan's dunes is composed of dark grains of hydrocarbon that resemble coffee grounds. The tall linear dunes of this misty moisty moon-world appear to be quite similar to those seen in the desert of Namibia in Africa. Because Titan's surface is pockmarked by relatively few impact craters, its surface is considered to be quite young. Older surfaces display heavier cratering than more youthful surfaces, whose craters have been "erased" by resurfacing. This resurfacing is caused by processes that cover the scars left by old impacts as time goes by. Our own planet is similar to Titan in this respect. The craters of Earth are erased by the ongoing processes of flowing liquid (water on Earth), powerful winds, and the recycling of Earth's crust as a result of plate-tectonics. These processes also occur on Titan, but in modified forms. In particular, the shifting of the ground resulting from pressures coming from beneath (plate tectonics), also appear to be at work on this veiled moon-world. However, planetary scientists have not seen signs of plates on Titan that are analogous to those of our own planet.
Sun in Sagittarius. With the transition of the Sun into the next sign of Sagittarius we will move into a more extroverted and expanding flow of energy with many ideas and inspirations.
- Apollo 11 Astronauts Names
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Furthermore, the icy stuff that collected on Methone's surface could even be more lightweight than that which lies beneath. It is possible that such fluffy, snowy, stuff can actually flow--at least over long periods of thousands to millions of years--thus filling in the tell-tale scars of impact craters.
As of December 2015, confirmed liquid water in our own Solar System--excluding Earth--accounts for about 25 to 50 times the volume of our planet's water. The moons of our Sun's family thought to possess liquid water are:
But what truly makes Enceladus so remarkable is that its habitable zone can be observed with relative ease by astronomers. Dr. Porco told the press on March 27, 2012 that "It's erupting out into space where we can sample it. It sounds crazy but it could be snowing microbes on the surface of this little world. In the end, it's the most promising place I know of for an astrobiology search. We don't even need to go scratching around on the surface. We can fly through the plume and sample it. Or we can land on the surface, look up and stick our tongues out. And voila... we have what we came for." | aerospace |
https://www.aerospacemanufacturinganddesign.com/article/millennium-space-systems-commercial-contract-102114/ | 2019-04-22T17:29:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578558125.45/warc/CC-MAIN-20190422155337-20190422181337-00145.warc.gz | 0.918061 | 340 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__155676849 | en | El Segundo, California – Millennium Space Systems, a provider of high-performance spacecraft and components, has inked a major contract to manufacture reaction wheels for a commercial satellite constellation.
The production order, received from prime contractor Space Systems/Loral (SSL) validates Millennium's multi-year investment in significant vertical integration of space flight components, subsystems, and spacecraft platforms, along with the necessary internal production controls and manufacturing processes.
Millennium manufactures the RWA1000 small satellite reaction wheel under exclusive license from Sinclair Interplanetary of Canada. The order covers more than fifty reaction wheels, which will be manufactured over the next 16 months in Millennium's new El Segundo, California, satellite factory.
Millennium Vice President of Product Development, Dr. Jeffrey Ward, commented, "SSL's production order is an early payback on our decision in 2012 to invest in and pursue internal development of spacecraft components. Vertical integration of this type gives us more control over quality, cost, and schedule – particularly at a time when the satellite component supplier base is contracting significantly. This large production run for SSL will allow us to optimize our reaction wheel manufacturing and testing processes and facilities, creating a highly affordable, quality space product for all of our reaction wheel customers."
The RWA1000 is a 1 Nm/second reaction wheel, used to precisely point imaging satellites to their intended ground targets. Each satellite carries four of the 1-kg units, which are fitted with precisely balanced flywheels and diamond-coated ball bearings. It is the largest reaction wheel in Sinclair Interplanetary's reaction wheel product line, which has wheels on 17 orbiting satellites.
Source: Millennium Space Systems | aerospace |
http://idrw.org/hal-rebuilds-mangled-jaguar-strike-jet-from-omani-airframe-for-iaf/ | 2021-06-17T02:08:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487626465.55/warc/CC-MAIN-20210617011001-20210617041001-00087.warc.gz | 0.982101 | 338 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__123729954 | en | SOURCE: RAUNAK KUNDE / NEWS BEAT / IDRW.ORG/ IMAGE COURTESY Harsh Vardhan Thakur
Harsh Vardhan Thakur, Test Pilot with HAL has dropped hints that 2 ex Jaguar strike aircraft procured from Royal Air Force of Oman (RAFO) by India have been used to rebuild an existing IAF Jaguar strike aircraft which had a mangled airframe near front fuselage section and probably was put in storage due to lack of airframe structure since the production of the aircraft has been shut decades ago and retired now by all its former operators making India its lone operator in the world now.
Oman had retired its last four operational Sepecat Jaguars in 2014 and had purchased 12 in the mid-’70s and maintained the same level of fleet till 2014 when they were retired. Two airframes were procured by India to be used as spares for the existing fleet of 90 jets in the IAF. IAF also has plans to acquire 31 Ex-Jaguars from the French air force which were to be donated free of cost to India also to be used as spares.
IAF has plans to continue operating at least 40 upgraded Jaguar strike aircraft in Darin-III configuration till 2034 when they could have seen nearly 50 years of service but since jaguars were licensed build locally in India by HAL, the last four jaguars were supplied by HAL in 2008, which makes the youngest airframes only 12 years old.
NOTE : Article cannot be reproduced without written permission of idrw.org in any form even for YouTube Videos to avoid Copy right strikes | aerospace |
https://uwsfr.wordpress.com/2016/10/10/internship-and-mentoring-opportunities-for-women-brooke-owens-fellowship/ | 2018-03-22T09:49:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647838.64/warc/CC-MAIN-20180322092712-20180322112712-00582.warc.gz | 0.946634 | 242 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__189587945 | en | Read on for information on an exciting mentoring program geared toward female undergraduates considering/pursuing STEM degrees — especially those interested in aviation and aerospace.
Lori Garver (former Associate Administrator of NASA), Will Pomerantz (VP at Virgin Galactic) and Cassie Lee (Director of Aerospace Applications at Vulcan Aerospace) have just rolled out a new internship and mentorship program with 19+ exceptional companies for summer 2017.
Applications for the Brooke Owens Fellowship Program are open now until Dec. 5th, and the goal is to engage with colleges, universities, community colleges, and student/professional groups to open the door to as many technical and non-technical applicants as possible. A single application to the BOFP gets candidates considered for all opportunities, and the process is expected to be highly competitive – though selection is based on both traditional and non-traditional criteria. (More details on the website.) Fellows are also paired with an executive-level aerospace or aviation Mentor outside of their Host Institution, and Fellows will be flown out to DC in July to get the cohort together and attend the Future Space Leaders conference.
Below is a table of the announced opportunities, with more to follow! | aerospace |
https://www.news-herald.com/2016/08/25/nasa-nears-the-end-of-its-splashdown-tests-for-mars-craft/ | 2022-05-21T02:07:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534773.36/warc/CC-MAIN-20220521014358-20220521044358-00222.warc.gz | 0.951406 | 169 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__272100841 | en | HAMPTON, Va. >> NASA has conducted the second to last splashdown test for its Orion spacecraft as the agency prepares to eventually send humans to Mars.
Scientists at NASA’s Langley facility on Thursday used a pendulum and explosives to fling a test capsule into a pool of water at about 25 mph. The 11-foot craft disappeared behind a bowl-shaped splash before bouncing buoyantly against safety netting.
More than 500 instruments gauged aspects of the impact, including the level of strain on the carbon fiber heatshield and aluminum cabin. Crash test dummies were also inside to measure safety designs.
Orion sailed through its first unmanned test flight in 2014, splashing down in the Pacific Ocean. Another unmanned launch is scheduled for 2018. The agency hopes Orion will carry astronauts into space by 2023. | aerospace |
https://paulhumphreysadventures.com/2011/08/15/finally-arrived/ | 2023-06-01T06:45:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647614.56/warc/CC-MAIN-20230601042457-20230601072457-00437.warc.gz | 0.969028 | 108 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__141641606 | en | That was not a fun experience last night. Our flight didn’t leave ATL until midnight. Besides the other flight coming in making us later the pilot for our flight to Denver was somewhere still in the air delayed because of bad weather himself
They finally found a pilot and we left. Landed got baggage, rental car, drove all the way here, finally went to sleep (in a bed) @ 3pm local time, 5 on the east coast. Almost time to get up.
BUT woke up to this | aerospace |
https://www.hobbyworks.com/cproduct/9491/italeri-1%7C72-spitfire-f*mk*vii-model-kit | 2023-06-06T22:28:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653183.5/warc/CC-MAIN-20230606214755-20230607004755-00597.warc.gz | 0.927099 | 204 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__289384482 | en | The Supermarine Spitfire Mk VII has been developed to provide to British Royal Air Force an effective high altitude fighter. The previous Mk VI version was not considered suitable to contrast the threat from high altitude enemy bombers. The Spitfire Mk VII, especially in the configuration with the powerful and reliable Merlin 71 engine, could reach the service ceiling of 45,100 feet (13,700 m.) and guarantee superb high altitude performance much better than the previous versions. The Spitfire Mk VII was characterized by a pressurized cabin, the four-bladed propeller, a longer fuselage and the extended and pointed wing tips. Remained in production from August 1942 until early 1944 and more than 140 aircrafts were produced in that time.
Measures 12.6cm when completed. Painting and assembly required. Molded in single color with clear parts.
Used with permission, copyright ©2023 Italeri S.p.a. Copyright ©2023 Brey Corp. t/a Hobby Works.® | aerospace |
https://coptercatalog.com/2019-parrot-anafi-fpv-drone/ | 2024-03-03T16:21:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00014.warc.gz | 0.919523 | 940 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__28393968 | en | The Parrot drones are famous worldwide due to their impressive performance and unique looks. These drones are somewhat professional than for fun. They have efficiently designed bodywork that appeals to the other view. The new 2019 Parrot Anafi FPV Drone is an impressive example of a masterpiece that has recently been introduced in the market. The review of 2019 Parrot Anafi FPV Drone with its price and specifications are given below.
2019 Parrot Anafi FPV Drone – Features and Specifications
The new 2019 Parrot Anafi FPV Drone has been designed for those who explore new areas and it also for dreamers who want to see new places. The camera experience is an entirely new paradigm for aerial photographers and videographers, and it provides a unique cocoon for immersive photography and in-depth image controls. The full array of manual camera settings are available in FPV mode.
There is something special for photographers who want to take their photography to an ultimate level. The new on-screen image provides the facility to fine-tune photos and videos by using the deep image controls. The Manual settings such as shutter speed, ISO, exposure compensations, and white balance provides advanced features such as image histogram and Zebra exposure assistance overlay.
Two Flight Presets
The two new flight presets join Parrot Anafi FPV that offer an exciting menu of options that have been designed to help pilots for every level to capture stunning videos with ease. This drone is available in FreeFlight 6.6, and the new additions allow Anafi FPV pilots to expand their creativity at the top of the touchscreen.
The Cinematic Preset allows the pilot to capture smooth and dramatic footage that looks like you’re behind the controls of a glider. The new horizontal axis of the 4K HDR camera is locked to the tilt of the quadcopter, and the footage shows every majestic bank and turns in the flight.
The Racing Preset allows the pilot to get the adrenaline pumping. The horizontal axis is locked to the tilt of the drone, but the preset is built for speed instead of smoothness. The videos will have a more aggressive look as 2019 Parrot Anafi FPV bobs and weave through the air at high speed.
The Parrot Anafi FPV features the new FreeFlight 6.6 with two new revolutionary flight modes. Both of these modes are designed for simple and intuitive flight controls. They have been used in combination with the flight presets to make brilliant footage even more comfortable to capture.
In Arcade Mode, drone’s flying is as simple as pointing the camera in the right direction. The Skycontroller 3’s left joystick commands the camera that allows the pilot to view in any direction while its right joystick controls the movement of the drone. By holding forward on its right joystick, the drone travels in the direction the camera is pointed to.
The 2019 Parrot Anafi FPV Drone comes with the brand new Anafi backpack, which doubles the stable platform to prepare and launch drone right in front of the pilot. It merely means that the pilot need not put his drone down on show-covered slopes, rugged terrain, or mud and dirt to prepare for launch.
This Anafi backpack extends Anafi FPV as an ultimate go-anywhere drone. It is a one-of-a-kind folding design, lightweight body having superb battery lift with USB-C charging on the go complement its outstanding image quality.
The pilot can experience the new way of flights with the help of Anafi FPV in the following way:
- Live video transmission from the drone’s 180-degree camera produces thrilling immersion in the cockpit glasses.
- The FPV modes for aerial photographers combine the total immersion with unprecedented control.
- The flight presets delivers impressive visuals, creative freedom with non-stop fun.
2019 Parrot Anafi FPV Drone – Pack Contains
- 1 ANAFI FPV drone
- One Parrot Skycontroller 3
- 1 Parrot Cockpitglasses 3
- One smart battery
- One backpack
- Eight spare propeller blades
- One mounting tool
- 1 16 GB microSD card
- 1 USB-A/USB-C cable
This article provides the maximum detailing regarding 2019 Anafi FPV Quadcopter, and it is covered under Copter Catalog. The overall design of the drone is mind-blowing, and its latest technology provides the jaw-dropping performance in flight and photography. The new flight modes make it easy to handle the drone while the photographic styles allow us to have high-quality pictures of all times. | aerospace |
https://asiapost.live/tejas-mk-1a-variant-by-march-mk-2-by-2027-report/ | 2024-02-28T11:50:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474715.58/warc/CC-MAIN-20240228112121-20240228142121-00598.warc.gz | 0.947878 | 943 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__203329253 | en | The first version of the Light Combat Aircraft (LCA) TEJAS MK-2 is expected to be ready for serial production by 2027. The TEJAS MK-2 will be powered by the GE-F414 engine, which will be produced in India under a technology transfer deal.
The TEJAS MK-2 is a 17.5-ton single-engine aircraft developed by Hindustan Aeronautics Limited (HAL) and the Indian Air Force and Indian Navy. The program aims to complete development by 2027, but recent developments indicate a pushback in the first aircraft rollout. The program is now aiming for a first rollout in late 2026 or early 2027.
The TEJAS MK-1A, which was cleared for procurement by the Centre in 2021, will add the much-needed numbers to the fighter jet strength of the Air Force and is much more capable than the earlier version, as it is equipped with new age radars, electronic warfare systems and mid-air refuelling features.
According to officials familiar with the development said that the broad plan is to complete all deliveries of the MK-1A at the shortest possible time to ensure that production capacity is available for the next version — the TEJAS MK-2. This version will be powered by more capable engines — the GE 414 — which will also be produced in India under a technology transfer deal ,the report further added.
With the Cabinet Committee on Security (CCS) sanctioning the development of Light Combat Aircraft TEJAS MK-2, a bigger and more capable fighter than the present one, the Defence Research and Development Organisation (DRDO) is setting a target of 2027 to complete the flight testing, according to Defence officials.
“The CCS sanctioned the project early this week at a total development cost of ₹9,000 crore including the ₹2,500 crore that has already been spent. The roll out of TEJAS MK-2 is planned by 2024 and the target is to complete flight testing by 2027,” one official said. Indian Air Force (IAF) has given commitment to procure six squadrons of TEJAS MK-2, another official said.
The proposal on the indigenous fifth generation fighter, the Advanced Medium Combat Aircraft (AMCA), is currently with the CCS and the approval is expected very soon, officials stated.
The TEJAS MK-2 will be a heavier and much more capable aircraft than the current TEJAS variants and the TEJAS MK-1A that is scheduled to be delivered to the IAF by early 2024, 83 of which have been contracted under a ₹48,000 crore deal with Hindustan Aeronautics Limited (HAL). As per schedule, HAL is expected to deliver first three MK-1A aircraft in 2024 and 16 aircraft per year for subsequent five years.
The MK-2 features enhanced range and endurance, including an Onboard Oxygen Generation System, which is being integrated for the first time, and the ability to carry heavy stand-off weapons of the class of Scalp, Crystal Maze and Spice-2000. The MK-2 is 1350 mm longer, featuring canards and can carry a payload of 6,500 kg compared with the 3,500 kg the TEJAS can carry.
The MK-2 will be powered by the General Electric GE-414 engine, which will also power the AMCA. A GE-414 produces 98kN thrust compared to 84kN thrust of the GE-F404 engine powers the TEJAS MK-1 and MK-1A.
The Indian Air Force (IAF) has one squadron of TEJAS in Initial Operational Clearance (IOC) and one squadron in the Final Operational Clearance (FOC) configuration. Induction of all IOC standard aircraft is complete, while induction of FOC standard is nearing completion. Manufacturing of the LCA trainer is also underway with deliveries expected to begin this year.
The IAF had earlier placed orders for 20 IOC standard aircraft and 20 FOC standard aircraft, including eight twin seater trainers. Till date, 31 TEJAS — IOC and FOC combined — have been produced and 26 have been delivered, and few aircraft in the process of being delivered to the customer, HAL sources said.
HAL has already set-up a second assembly line to ramp up production from eight aircraft per year to 16 aircraft per year. The order for 83 TEJAS MK-1A is expected to be completed by 2028-29. | aerospace |
https://www.audible.com/search?searchAuthor=Edgar+Y.+Choueiri | 2019-02-18T20:59:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247488374.18/warc/CC-MAIN-20190218200135-20190218222135-00502.warc.gz | 0.846947 | 135 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__105828303 | en | Showing results by author "Edgar Y. Choueiri"
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New Dawn for Electric Rockets
- Scientific American
- By: Edgar Y. Choueiri
- Narrated by: Mark Moran
- Length: 26 mins
Efficient electric plasma engines are propelling the next generation of space probes to the outer solar system. This article was published in the February 2009 edition of Scientific American.
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Regular price: $1.95 | aerospace |
https://jeffsrv7ablog.wordpress.com/page/2/ | 2017-10-20T21:24:50 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187824357.3/warc/CC-MAIN-20171020211313-20171020231313-00188.warc.gz | 0.907767 | 272 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__177854772 | en | All of the annunciation lights are now wired up. Also installed the test/reset button for the carbon monoxide detector. Installed the ELT control in the panel.
Working on panel switches, etc.
James Below came over and primed and painted a small portion of the fuselage that the instrument panel will rest on. He’s painting the instrument panel tonight. This weekend I will begin installing the displays and switches.
Yesterday we swapped out a couple of bad starter solenoids. That solved the problem of my starter spinning up without being triggered. We also installed the oil pressure hose from the engine to the sensor.
Haven’t posted anything in a while but I have been busy. The manifold pressure lines have been run, the oil, fuel, and manifold pressure sensors wired. earthx batteries installed, EGT and CHT sensors installed and wired. Two GPS antennas installed, prop governor installed.
Steve Melton on VAF designed this fuel drain valve fairing and sent me the file. The boys got a new printer last week so Matt is printing a couple of these!
Cut down the control stick to install the grips. I went with the Tosten CS8 grips that will control the trim, push to talk, autopilot disconnect, transponder ident, and radio flip flop. | aerospace |
https://www.m3aerial.com/blog/tag/UAV+Ground+School+in+WInnipeg | 2019-09-18T17:48:34 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573323.60/warc/CC-MAIN-20190918172932-20190918194932-00084.warc.gz | 0.973871 | 205 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__8147931 | en | If you're looking for a solid UAV Ground School course in Winnipeg, you have come to the right place. We may be a little biased in our opinion that the M3 Aerial Productions UAV Ground School is one of the best drone courses in Canada - mostly because it was designed by UAV pilots for UAV pilots, and focuses on practical value for a drone operator to use during operations to ensure they have the most success.
Our course is also offered through Brandon University as a 3rd-year elective in their Science program, called "Applied Topics in Geography: UAV Ground School."
You can register for the course through the university, or you can take one of our private training courses (which are slightly cheaper, and completed in less time) that are offered all across Canada!
Read some of the testimonials from our previous course graduates here.
Our prices are very competitive in the market, and for an instructor-led training session, offer some of the best value available. | aerospace |
https://www.briflynews.com/en/tags/jet-crash | 2023-10-05T03:48:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511717.69/warc/CC-MAIN-20231005012006-20231005042006-00115.warc.gz | 0.952486 | 89 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__58538792 | en | A pilot has gone missing after a fighter jet from the MiG-29K series crashed into the Arabian Sea. The crash happened on November 26 and one of the two pilots on the plane has been successfully recovered. Search squad is using warships and helicopters to locate the other pilot. Reportedly, an inquiry has been instigated in this regard. The jet belonged to the naval air station INS Hansa at Goa.
Courtesy: The Tribune | aerospace |
https://lists.openstreetmap.org/pipermail/hot/2012-February/001563.html | 2019-04-20T19:13:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578529962.12/warc/CC-MAIN-20190420180854-20190420202854-00128.warc.gz | 0.795992 | 160 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__178405396 | en | [HOT] Satellite images
robertcolombo at gmail.com
Thu Feb 23 07:29:34 GMT 2012
Need satellite images to be used as Baseline data for libya. No internet
connection on th4e presentation venue to log to Online services troiugh
Can you send me a link where to download "not-to-heavy" satellite images
from the area in an easy and comfortable way? no need much resolution as it
is for generic view (zoom level of 7 o 8 from GErath or similar).
Let me know. Landsat 7 would do but something better would be recommended.
Robert Colombo Llimona
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More information about the HOT | aerospace |
https://www.aeronewstv.com/en/industry/commercial-aviation/3721-fifth-delay-for-mitsubishi-regional-jet.html | 2021-05-15T07:56:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991378.48/warc/CC-MAIN-20210515070344-20210515100344-00269.warc.gz | 0.930097 | 203 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__32242111 | en | More than a year after its first test flight, Japan’s Mitsubishi Regional Jet (MRJ) is still a long way from entering service. Mitsubishi Aircraft Corporation has pushed back the delivery of the first aircraft from 2018 to 2020. It’s the fifth delay since the launch of the programme in 2008. All Nippon Airways, the MRJ’s launch company, says it’s "disappointed" but confirms its support for the aircraft manufacturer.
The company explains the two-year postponement by a need to carry out "revisions of certain systems and electrical configurations on the aircraft to meet the latest requirements for certification".
However, since these changes do not affect the structure of the jet, the flight test campaign should continue normally. In the long term, the Japanese aircraft manufacturer believes the MRJ will enable it to capture half of the regional market for 70 to 90 seat aircraft – a market largely dominated by Bombardier and Embraer today. | aerospace |
http://desert.marssociety.org/archives/crew-121 | 2013-05-19T21:58:38 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368698090094/warc/CC-MAIN-20130516095450-00004-ip-10-60-113-184.ec2.internal.warc.gz | 0.961746 | 1,328 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__99629119 | en | elsea Iwig - COMMANDER
Chelsea is a graduate student in the Human Factors and Systems department at Embry-Riddle Aeronautical University. The focus of her research is on optimizing crew cohesion during long duration space flight (LDSF). She is currently focused on developing a reliable measure for monitoring team function during LDSF. Chelsea graduated from Embry-Riddle with a B.S. in Aerospace Studies in 2011.
Chelsea completed an internship at Johnson Space Center during the summer of 2012. Her internship was through the National Space Biomedical Research Institute summer internship program for students pursuing life science related majors. She spent the summer conducting biomechanics research in the Exercise Physiology and Countermeasures Lab.
Chelsea is a Kansas native and she attributes her passion for space exploration in large part to her experiences at the Kansas Cosmosphere and Space Center space camps, which she attended as a child and where she has also worked as a camp counselor.
Noah Feaster - CREW SCIENTIST
His ultimate dream come true would be to visit space, but at the very least, he would like to work in the space industry. Noah believes that research dedicated to improve space travel has helped the human race evolve in communication, transportation, energy, and overall knowledge. Pushing towards space travel will continue to build a global cohesion.
Carlos Giraldo - CREW HEALTH/SAFETY OFFICER
My name is Carlos Giraldo I was born and raised in Cali, Colombia and moved to the United States at the age of 6 I have lived here ever sense. I graduated from Summerlin Military Academy in Bartow, FL in 2011. I played soccer and tennis. I am a sophomore at Embry-Riddle Aeronautical University where I am currently enrolled in the Army ROTC program.
I was part of the Student Government Association my freshman year and now as a sophomore I’m involved with HPEE (Society for Human Performance in Extreme Environments). I want to graduate with my bachelor’s degree and then pursue a graduate degree in Human Factors.
Gisela Muñoz - CREW ENGINEER
Gisela is a graduate student at Embry-Riddle Aeronautical University in the Human Factors & Systems department. Her research interests include spaceflight human factors, habitability of future space vehicles, and team composition of future space missions. She holds a B.S. in Aerospace Engineering with a minor in Human Factors from Embry-Riddle Aeronautical University. In her spare time, Gisela enjoys travelling and reading.
She completed a four term co-op with United Space Alliance at NASA Kennedy Space Center from 2008-2010 working in the Flight Crew Systems Engineering group. Her responsibilities included stowing equipment and supplies for astronaut missions in the Space Shuttle Program.
Carolyn Newton - CREW XO (EXECUTIVE OFFICER)
Carolyn is studying Human Factors Psychology at Embry-Riddle Aeronautical University. She is from Spring Hill, Florida and is the youngest of five children. In her free-time she likes to perform music, drive her Corolla, go to the beach with friends, and spend time with her niece and nephew.
She is focused on her future career and is passionate about higher education for everyone. Carolyn plans to earn her Ph.D. in Human Factors while participating in as many internships and research projects she can find.
Eric is currently working towards his major in Human Factors Psychology at Embry-Riddle Aeronautical University (ERAU). Relying on his background in graphic design, along with his computer expertise, he wants to bring a different outlook in the field of Human Factors. Freshman year, he worked as a Public Relations Officer in multiple organizations while volunteering as a Graphic Designer. Before returning to his second year, the summer of 2012, he took on a Communications intern with the DC Arts & Humanities Education Collaborative. As an intern, he assisted the staff with a variety of tasks related to programming, development, or communications to further the mission and increase arts education in DC public and chartered public schools. As a returning Undergraduate student at ERAU, he is self-motivated, enthusiastic, and is always looking forward to working with his peers.
Jason Kring was born in Littleton, Colorado and currently resides in Florida where he is an Assistant Professor in the Human Factors and Systems Department at Embry-Riddle Aeronautical University in Daytona Beach, Florida. He received his B.A. in Psychology from the University of Colorado, Boulder, his M.S. in Experimental Psychology from Emporia State University, and Ph.D. in Applied Experimental and Human Factors Psychology from the University of Central Florida.
At Embry-Riddle, Jason teaches courses on human factors in space, human performance in extreme environments, and human factors design for aeronautical and space systems. His research efforts focus on small team performance, human factors in spaceflight, and the application of simulation and game-based training for military and space teams. He is currently developing methods for monitoring the function and performance of teams during long-duration space missions. Jason also works with the Space Frontier Foundation’s “Teachers in Space” program to promote education in science, technology, engineering, and math and organizes an annual workshop on space medicine and human factors for high school teachers.
In his free time, Jason enjoys running, trying to play guitar, and learning about dinosaurs from his six-year-old daughter. He lives in Orlando with his wife, daughter, and mini Australian Shepherds, Luke and Kenobi.
Jungmin Seo is originally from Kyung Ggi-Do, South Korea and came to the United States in 2009 to attend school at Embry-Riddle Aeronautical University. Jungmin is currently an undergraduate student working on a dual major in the Aerospace Engineering and Human Factors Psychology at Embry-Riddle. She has passion for psychology and human studies as well as engineering, and wants to bridge the gap between engineering and human factors for more user-centered aviation industry. The focus of her research at the Mars Desert Research Station is the effect of gardening activities on reduction of human stress levels in an isolated-confined environment. In her spare time, she likes to read, run, and go fishing.
SEE BELOW FOR CREW REPORTS, OR VISIT THE CREW REPORTS OVERVIEW PAGE. | aerospace |
https://www.info4travel.com/iberia-regularly-grows-schedule-out-of-madrid-information/ | 2020-09-25T11:39:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400223922.43/warc/CC-MAIN-20200925084428-20200925114428-00757.warc.gz | 0.909377 | 282 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__97798145 | en | Iberia Group is providing common scheduled flights to a complete of 55 locations in Spain and the remainder of Europe this month, together with new direct companies to Prague and Berlin.
As in July, long-haul flights are being operated to international locations open to air site visitors, together with Uruguay, Costa Rica, Ecuador or america, amongst others.
Iberia can also be working particular repatriation and cargo flights to international locations nonetheless closed to schedules site visitors.
All flights are topic to nationwide restrictions.
These flights signify solely 27 per cent of Iberia’s deliberate pre-Covid-19 flight schedule, up by 9 share factors from July, because of the brand new locations and added frequencies to the Canary and Balearic Islands, Barcelona, and different vacationer locations.
Along with these flights originating in Madrid, the Iberia Group can also be working point-to-point Iberia flights similar to Munich-Minorca, San Sebastian-Palma, and San Sebastian-Malaga, whereas Iberia Specific is flying from Asturias to Gran Canaria and Tenerife, and from Vigo to Tenerife.
Iberia’s franchise companion Iberia Regional Air Nostrum is flying from Good to Malaga, in addition to flights from completely different mainland locations to the Canary and Balearic Islands. | aerospace |
http://jakepetersonphoto.com/2017/06/09/they-all-need-love/ | 2023-12-01T04:23:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100264.9/warc/CC-MAIN-20231201021234-20231201051234-00233.warc.gz | 0.963653 | 257 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__14974055 | en | My Dad gave me the idea for this blog post while we were at Neighbors Day at Felts Field last weekend. Airshows are unique places to watch people. There’s a lot of activity going on and what’s interesting is which activity draws peoples attention the most. At Neighbors Day Historic Flight brought in their DC-3, TBM Avenger, F8F Bearcat, and P-51B Mustang. When any of these planes went up to fly the people all crowded around the flight line. Wasn’t quite the same reaction with this New Standard.
Dad basically said every plane needs love. This 1930 New Standard has a pretty impressive story. Mike Carpentiero has been flying this biplane around the country for years, giving people the opportunity to fly in old fashioned barnstorming ride. At Neighbors Day he was busy flying back and forth more times then I could count. For a photographer it was great.
All planes need love no matter the type, rarity or prestige. As a photographer the New Standard was a great subject. A consistent moving subject with a great background and great paint scheme. When it comes to working airshows you have to be looking at all the subjects, everything that is flying or parked. | aerospace |
http://www.neatorama.com/2011/08/22/12-nasa-blueprints-for-building-your-own-spaceship/ | 2015-10-08T22:05:49 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443737904854.54/warc/CC-MAIN-20151001221824-00115-ip-10-137-6-227.ec2.internal.warc.gz | 0.930562 | 109 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__89957401 | en | Have you ever wanted to build your own space ship or space station but didn't know how? Well now you can with these helpful blueprints from NASA. Perhaps someone will be able to make a very accurate scale replica of some of these space vehicles, that should make for an interesting trip to Home Depot.Link
NEATOSHOP'S FALL SALE - Get FREE SHIPPING WORLDWIDE
Save big on Funny Shirts, Science Shirts, Sci-fi Shirts & more! Hurry: Sale ends soon! | aerospace |
https://californiaflyer.com/mcfarlane-partners-with-qmi/ | 2024-04-19T22:05:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817455.17/warc/CC-MAIN-20240419203449-20240419233449-00807.warc.gz | 0.932439 | 473 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__190631601 | en | McFarlane Aviation, Inc. has partnered with QMI, Inc. to now offer QMI’s STC’d Tail Cone Angle Replacement Kit and their STC’d Trim Wheel for Cessna 180, 182, 185 kit.
The Tail Cone Angle replacement kit addresses the repair of the tail cone reinforcement angle issue found in Cessna Owner Advisory: SEL-55-01 and is in AD2020-21-22. The Tail Cone Angle Kit will drastically reduce cost and extend the inspection time from 500 flight hours/5 years to 1500 flight hours/10 years. The Trim wheel replacement kit will allow customers to upgrade their trim wheel and take the load off the roll pin, eliminating shearing. “With McFarlane’s reputation for high-quality parts, superior customer service, and their expansive reach in the aviation community, it was an ideal fit for QMI to come on board.” said Bill Duncan, President of QMI. “With McFarlane’s one-stop-shop, general aviation enthusiasts can always find premium aviation products at an affordable price.”
“These kits are high quality and offer superior value to our customers,” states John Cowan, Business Development Manager of McFarlane, “We want to keep our customers flying happier, longer, safer and these help us achieve just that. We are excited to continue to expand our Cessna product lines and bring a large cost savings to the 180, 182, and 185 flying community.”
McFarlane currently offers over 30,000 parts to the general aviation marketplace. To see their newest products, visit www.mcfarlaneaviation.com or call 866.920.2741 to get the best quality at the best price for your aircraft.
Located in the Heartland, at the Vinland Aerodrome in Baldwin City, Kansas, McFarlane is a diversified manufacturing company that has been providing affordable, high-quality aircraft components for over 50 years. McFarlane believes in high-quality products at affordable prices; with over 30,000 FAA-PMA parts available, along with being the largest distributor of MT propellers in the world, McFarlane is proud to be a part of the commercial and general aviation markets. | aerospace |
https://www.trueachievements.com/a256044/the-forever-war-achievement | 2020-09-23T07:38:38 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400209999.57/warc/CC-MAIN-20200923050545-20200923080545-00468.warc.gz | 0.96429 | 168 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__19970873 | en | Wanted to share a method I used to grind this one out in the endgame, and also because I found myself SUCKING at space combat.
I would agro a sentinel drone on a planet, fly into space and wait for a ship to warp in. Instead of engaging in space I would fly back to the planet and engage there instead.
The sentinel ships would more often than not just sit there, and navigate around very slowly. I think the AI takes on a different set of rules while dogfighting on a planet, made it very very easy to chalk up the 80 kills needed. Once you have taken them out you can go back into space and more should appear. Rinse. Repeat. If they dont warp in, head planet side and agro a drone again and then head back to space. | aerospace |
http://southcarolinaaerospaceconference.com/sanjay-sharma/ | 2018-06-22T18:27:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267864776.82/warc/CC-MAIN-20180622182027-20180622202027-00268.warc.gz | 0.897178 | 137 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__220454857 | en | Sanjay Sharma, Ph.D.
Global Leader – Advanced Modeling, Hexcel Corporation
Sharma has 15 years of experience integrating composites processing with structural behavior using advanced modeling and testing methods. He leads an accomplished team credited with Hexcel proprietary innovative techniques applied at the intersection of Materials Science and Structural applications.
He was the recipient of two research grants while working at NIAR (National Institute for Aviation Research) on Composites Processing and Vibro-Acoustics behavior of porous materials respectively.
His graduate degrees are in Industrial engineering (M.S), Aerospace engineering (M.S) and Mechanical engineering (PhD) from the Wichita State University. | aerospace |
https://www.fbcnews.com.fj/world/sriwijaya-air-planes-flight-data-recorder-retrieved/ | 2021-01-24T11:48:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703548716.53/warc/CC-MAIN-20210124111006-20210124141006-00623.warc.gz | 0.918337 | 163 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__195345642 | en | Sriwijaya Air plane's flight data recorder retrieved
January 13, 2021 7:44 am
Indonesian search teams have retrieved one of the two “black boxes”of a plane that crashed on Saturday.
The Boeing 737 plane crashed into the Java Sea killed all 62 people on board.
The flight data recorder was brought ashore, but the teams are still trying to locate the cockpit voice recorder.
The authorities hope that data from the black boxes can give vital clues on the possible cause of the crash.
The 26-year-old aircraft passed an airworthiness inspection last month.
It was still functioning and intact before it crashed, preliminary results showed.
Flight SJ182 was en route from the capital Jakarta to the city of Pontianak on Borneo island. | aerospace |
https://www.505ccw.acc.af.mil/News/Article/2843120/air-force-discusses-modernization-of-operational-c2-systems/ | 2023-06-08T21:25:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655143.72/warc/CC-MAIN-20230608204017-20230608234017-00717.warc.gz | 0.906594 | 1,211 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__205087492 | en | HURLBURT FIELD, Fla. --
The 505th Command and Control Wing hosted a team from the 700th Air Support Squadron, Langley Air Force Base, Virginia, to familiarize the wing’s units to the Kessel Run All-Domain Operations Suite, or KRADOS, operational command and control tools and discuss the modernization of operational C2 systems, at Hurlburt Field, Florida, Oct. 20.
The 700th ASUS provides weapons system support to the AOC enterprise and enables Kessel Run software development through training and subject matter expert support. Kessel Run is the operational name of Air Force Life Cycle Management Center, Detachment 12, which delivers combat capabilities and revolutionizes Air Force software acquisition processes.
During this visit, the 700th ASUS provided exposure to some of the applications contained in the Air Force’s new C2 software suite, KRADOS, to the 505th Combat Training Squadron and the 505th Training Squadron.
The 505th CTS provides synthetic battle spaces utilizing models and simulation tools to train air component and joint leaders and their staff, using well-established tactics, techniques, procedures and C2 software applications. The 505th TRS is designated as the Department of Defense’s AOC formal training unit where current operations and intelligence, surveillance, and reconnaissance students participate in an end-of-course exercise using the current AOC software, Theater Battle Management Core System.
The 505th CTS and 505th TRS will both actively contribute to the development and refinement of Kessel Run applications.
The 505th CTS hosted the Langley team on the unit’s operations floor where 58 members of Team BLUE FLAG received a glimpse of new Kessel Run tools. The professional control force, replication cell, operators, and AOC part-task trainer personnel bring an enterprise-level knowledge base and will be key to the future software development. In addition to providing feedback on the software, the 505th CTS will continue to help the 700th ASUS develop operational requirements and align the requirements towards joint and coalition exercise audiences.
“The 700th ASUS training team not only provided an overview of the different Kessel Run applications, but they also engaged in discussion with the experts in the 505th CTS, gaining valuable perspective on our unique responsibility to provide air components with a realistic operational-level training environment,” said Elizabeth Casey, 505th CTS professional control force operator. “The exposure to KRADOS applications is important to our team and the lessons helped us better see the future not only for the 505th CCW but for the entire AOC enterprise.”
In addition to providing feedback on the software, the 505th CTS will continue to help the 700th ASUS develop operational requirements and align the requirements towards joint and coalition exercise audiences.
“The 700th ASUS familiarization provided essential insight into KRADOS applications that our training audiences will require for current and future exercise scenarios,” said Lt. Col. Aarron Cornine, 505th CTS commander. “The 505th CTS team will use this familiarization and insight to deliver more effective scenarios to train air component commander’s staffs against adversary threats.”
The 700th ASUS also provided, for the first time, KRADOS exposure to AOC initial qualification training instructors and students. The team specifically demonstrated: Slapshot (Mission Planning Application); JIGSAW (Tanker Planning Tool); and SPACER (Airspace Allocation Tool).
“While these programs are not fully integrated into AOC software baselines, this exposure will show students how these applications are used at other global and geographic AOCs,” said Lt. Col. Kari Mott, 505th TRS commander. “The 505th Training Squadron is now well-postured to provide initial exposure and familiarization of these applications to students that will work in AOCs across the globe.”
The 505th TRS commander and her lead instructors also met with the Langley Team to discuss the future of training these new systems.
The 700th ASUS and 505th TRS walked away from the event with a plan to formalize quarterly meetings and include subject matter experts to help develop future software applications and validate the existing applications in the Kessel Run suite.
“I am excited for the future when KRADOS applications are able to plan and produce an ATO [air tasking order],” said Mott.
The working relationship established between the 505th CCW and the 700th ASUS will ensure timely, accurate, and inclusive feedback will be delivered to Kessel Run, ensuring their continued delivery of combat-capable C2 software applications.
“Developing and providing new training practices that take advantage of Kessel Run’s continuous delivery model is essential to preparing our operational C2 professionals with the knowledge needed to plan, execute, and assess combat operations at the speed of relevance against strategic threats identified in our National Defense Strategy,” said Lt. Col. Shaun Humphrey, 700th ASUS commander. “Close cooperation with the 505th CCW is critical to ensuring development and training, both at the initial qualification and continuation training levels, are valuable and measurable in the future.”
While this was only the first meeting between the two units, regular collaboration will help accelerate and advance USAF operational C2 systems and capabilities.
“This initial meeting gets after my vision of accelerating and advancing the next generation of Air Force C2 systems and capabilities and rapidly parlays Kessel Run applications into the global AOC enterprise,” said Col. Frederick “Trey” Coleman, 505th CCW commander. “The relationship between the 505th CCW and 700th ASUS will drive a closer alignment for our future C2 training, testing, experimentation, and exercises.” | aerospace |
https://www.travelerstoday.com/articles/7660/20131025/fly-to-space-in-a-balloon-price-tag-75-000-video.htm | 2024-02-24T20:10:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474544.15/warc/CC-MAIN-20240224180245-20240224210245-00533.warc.gz | 0.952237 | 432 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__125907658 | en | Some veteran space entrepreneurs have come up with a plan to send tourists up to an altitude of 19 miles, where they will have a view of space, at the cost of $75,000 a ticket, according to NBC News.
World View enterprises, based in Arizona, said it would offer the 30-kilometer-high balloon rides, though they won't begin until at least 2016. The company plans to start selling tickets sometime in the next few months.
"Seeing the Earth hanging in the ink-black void of space will help people realize our connection to our home planet and to the universe around us, and will surely offer a transformative experience to our customers," Jane Poynter, the chief executive officer of World View, said in a statement. "We look forward to pioneering this new, accessible and affordable spaceflight regime, and to sharing the breathtaking, once-in-a-lifetime experience with people from around the globe."
The plans for the new venture were unveiled on Tuesday after the Federal Aviation Administration (FAA) determined that the venture would follow the rules for commercial spaceflight, not the rules for atmospheric balloon trips, which are more stringent.
The balloon ride won't take passengers anywhere near the 62-mile boundary of outer space that is internationally accepted. Riders wouldn't feel any zero-gravity sensation, either. However, the experience will give passengers the type of view of the black sky that are associated with high-altitude balloon flights.
The hefty price tag of $75,000 is substantially less than the $250,000 space ride from Virgin Galactic, and also less than the $95,000 rocket-plane trip planned by XCOR Aerospace. Tours with World View tours will also provide a longer view, with the ascent taking a couple of hours, two hours of floating at the top and a half-hour for the descent.
The initial plans for the balloon will hold six passengers and two pilots, though the company hopes to shift that to seven passengers and one pilot.
Information about the balloon flight into space.
This article is copyrighted by Travelers Today, the travel news leader | aerospace |
https://www.whoiswh.com/index.php/2023/02/20/how-much-does-a-giant-drone-cost/ | 2023-03-31T19:31:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949678.39/warc/CC-MAIN-20230331175950-20230331205950-00561.warc.gz | 0.962419 | 902 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__47031809 | en | The Cost of Flying High: An In-Depth Look at Giant Drones
Drones have come a long way since their inception. From simple toys to sophisticated flying machines, drones have taken the world by storm. One of the most exciting advancements in drone technology is the rise of giant drones. These massive flying machines are capable of carrying heavy payloads, capturing stunning aerial footage, and performing complex tasks that were once only possible with manned aircraft.
But with all this power and capability comes a hefty price tag. So, how much does a giant drone cost? The answer is not as simple as you might think. There are a number of factors that impact the cost of these machines, including their size, capabilities, and the materials used to build them.
One of the biggest determining factors in the cost of a giant drone is its size. The larger the drone, the more expensive it will be. This is due to the increased cost of materials and the amount of engineering that goes into building a larger machine. Additionally, larger drones require more powerful engines and batteries, which also add to the cost.
For example, a small giant drone that is capable of carrying a payload of just a few pounds might cost anywhere from $5,000 to $10,000. On the other hand, a larger drone that can carry hundreds of pounds of equipment could cost upwards of $100,000 or more.
Another factor that impacts the cost of a giant drone is its capabilities. The more advanced the technology and features, the more expensive the drone will be. For example, a drone that is equipped with high-resolution cameras, GPS navigation, and obstacle avoidance technology will cost more than a drone that only has basic features.
Additionally, the type of payload that the drone is capable of carrying will also impact its cost. For example, a drone that is designed to carry heavy loads, such as construction materials or scientific equipment, will cost more than a drone that is designed for aerial photography or videography.
The materials used to build a giant drone also play a role in its cost. Drones that are made from high-quality materials, such as carbon fiber or titanium, will cost more than drones made from cheaper materials, such as plastic or aluminum.
The reason for this is simple: high-quality materials are more durable, lightweight, and provide better performance. They are also more expensive to produce and purchase. However, the investment in high-quality materials is well worth it, as they will help ensure that the drone is reliable and long-lasting.
The Benefits of Owning a Giant Drone
While the cost of a giant drone may seem high, it is important to consider the benefits that these machines offer. For example, giant drones can be used for a wide range of tasks, including:
- Aerial photography and videography
- Construction and inspection
- Agriculture and environmental monitoring
- Search and rescue missions
- Scientific research and exploration
In addition to their versatility, giant drones also offer a number of advantages over traditional manned aircraft. For example, they are much cheaper to operate and maintain, and they can be flown in areas that are too dangerous or difficult for manned aircraft to reach.
Furthermore, giant drones can be equipped with a wide range of sensors and cameras, allowing them to collect data and images that would be impossible to obtain with traditional methods. This data can then be used to make informed decisions, improve processes, and solve complex problems.
The Future of Giant Drones
As technology continues to advance, it is likely that giant drones will become even more capable and cost-effective. In the future, we can expect to see drones that are even larger and more sophisticated, with advanced features such as self-flying capabilities, longer flight times, and the ability to carry even heavier payloads.
In conclusion, while the cost of a giant drone may seem high, it is important to consider the benefits that these machines offer. From their versatility and cost-effectiveness to their advanced capabilities and data-gathering capabilities, giant drones are a powerful tool that can be used for a wide range of applications.
So, if you’re in the market for a giant drone, don’t let the cost deter you. Invest in a high-quality machine that will provide you with the capabilities and benefits that you need to achieve your goals and take your operations to the next level. | aerospace |
https://www.longroom.com/discussion/1442965/landmark-nasa-twins-study-reveals-space-travels-effects-on-the-human-body | 2019-10-21T23:47:59 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987795253.70/warc/CC-MAIN-20191021221245-20191022004745-00097.warc.gz | 0.949809 | 446 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__158308124 | en | Click For Photo: https://cdn.mos.cms.futurecdn.net/UQVLjSwtmZV27GT2u3Z6wh-1200-80.jpg
A year on the space station has an undeniable impact across the human body, but many of the body's systems recover after a return to Earth.
Ten teams working on NASA's Twins Study — encompassing 12 universities and 84 researchers — followed the duo before, during and after the flight, tracking the twins' biology to see how the brothers changed over the course of the study. While the research was very limited in scope, scientists planning to send astronauts on long trips to the moon, Mars and beyond will find this data on long-duration spaceflight invaluable.
Numbers - Astronaut - Scott - Kelly - Mission
Related: By the Numbers: Astronaut Scott Kelly's Year-in-Space Mission
Scott Kelly takes a battery of cognition tests on the International Space Station.
Career - Brother - Kind - Hey - Experiment
"Early on in our astronaut career, my brother and I had kind of wondered about it — hey, I wonder if they'll ever do an experiment with the two of us, being genetically nearly identical," Scott Kelly told Space.com.
But there was no interest for years after the twins' selection as astronauts in 1996, since the sample size would be so small — until Scott brought it up again in 2013 ahead of his record-breaking space station mission, which he shared with Russian cosmonaut Mikhail Kornienko. "When it came to the fact that I was going to spend a year in space, it was so unique that I actually thought maybe there was some merit to it … [and] it turns out there was some interest once people started talking about it."
Discussion - Twins - Study - Paper - Time
That discussion snowballed into the massive Twins Study, whose summary paper is being published in full for the first time after releases about preliminary results in 2017 and 2018. This new collection of information, gleaned with intensive, meticulous testing on orbit and on Earth — including for several months after Scott landed — traces...
Wake Up To Breaking News! | aerospace |
http://www.patriotspoint.org/news-and-events/navy-f4d-skyray-sets-climb-record-1955/ | 2017-11-23T13:08:45 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806832.87/warc/CC-MAIN-20171123123458-20171123143458-00542.warc.gz | 0.948125 | 167 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__225983098 | en | Navy F4D Skyray Sets Climb Record 1955Waring Hills Feb 23, 2011
On 23 February 1955 Douglas Test Pilot R. O. Rahn piloted his F4D Skyray to an altitude of 10,000 feet in 56 seconds. This was the fourth unofficial Navy climb record set in less than a month!
The unofficial nickname of the F4D Skyray was “Ford.” Navy and Marine Corps fighter pilots would fly this aircraft from 1956 to 1962 in the active forces. A total of 420 Fords were built and production ended in December 1958. It never saw combat service. Below is rare footage of Fords onboard the USS Essex and a fun video of a present day flying model…
Don't miss out upcoming events and happenings at Patriots Point.Sign Up | aerospace |
http://www.pw.utc.com/Press/Story/20110915-1200/All/All%20Categories | 2018-06-25T15:35:21 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267868135.87/warc/CC-MAIN-20180625150537-20180625170537-00021.warc.gz | 0.927789 | 907 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__60990384 | en | Pratt & Whitney PurePower® PW1500G Engine Completes First Flight Test Program
The Pratt & Whitney PurePower PW1500G engine, the PW1524G engine for the Bombardier* CSeries* aircraft, completed its first flight test program logging 25 flights with 115 flight hours. Pratt & Whitney is a division of United Technologies Corp. (NYSE:UTX).
"We are very pleased with this initial flight test program," said Bob Saia, vice president, Next Generation Product Family. "Results confirmed our earlier sea level test findings validating the geared turbofan's overall engine design. The engine operated flawlessly enabling us to conduct double the number of flight hours we initially planned. Our expanded test program enabled us to conduct additional flight testing, which was planned for early 2012. This engine will return to our sea level test facility in West Palm, Florida to continue testing."
The PW1524G engine has been flight testing on Pratt & Whitney's 747SP flying test bed at Pratt & Whitney Canada's Mirabel Aerospace Centre, in Mirabel, Québec (Canada) since June 20. Final production assembly and test will also occur at the Mirabel facility for both the PW1524G and P&WC's advanced PW800 family of PurePower engines for the next generation of large business jets.
In addition to more than 800 hours of full engine testing to date, Pratt & Whitney has performed critical part level and engine sub-system testing to validate designs for the PurePower engine program, including hundreds of hours of core and rig testing, design validation of the fan drive gear system, bird ingestion and fan blade containment and compressor performance for the advanced PW1000G core. Pratt & Whitney currently has five PW1000G family engines in test and an additional five in the build cycle.
The PW1500G engine test program will run a total of eight test engines over the next 16 months with engine certification scheduled for 2012 and entry into service in late 2013.
The PurePower PW1000G series engines use an advanced gear system allowing the engine's fan to operate at a different speed than the low-pressure compressor and turbine. The combination of the gear system and an all-new advanced core deliver double-digit improvements in fuel efficiency, environmental emissions and noise.
The PurePower family of engines shares common, advanced cores across the PW1000G and PW800 models, and features flight proven, next-generation technology. The engine core consists of an ultra-efficient high-pressure compressor, a low-emissions combustor, and state-of- the-art high-pressure turbine module.
The PW1500G engine test program also supports the development of Pratt & Whitney Canada's PurePower PW800 engine for the next generation of large business jets. The PW800 engine is a 10,000- to 20,000-pound thrust turbofan that has double-digit improvements in fuel burn, environmental emissions, engine noise and operating costs.
Pratt & Whitney is a world leader in the design, manufacture and service of aircraft engines, space propulsion systems and industrial gas turbines. United Technologies, based in Hartford, Conn., is a diversified company providing high technology products and services to the global aerospace and building industries.
This release includes "forward looking statements" concerning future business opportunities and other matters involving this engine that are subject to risks and uncertainties. Important factors that could cause actual results to differ materially from those anticipated or implied in forward looking statements include changes in the health of the global economy and the strength of end market demand in the aerospace industry; as well as company specific items including the ability to achieve cost reductions at planned levels; challenges in the design, development, production and support of advanced technologies including this engine, and new products including the engine discussed in this press release; and delays and disruption in delivery of materials and services from suppliers. For information identifying other important economic, political, regulatory, legal, technological, competitive and other uncertainties, see UTC's SEC filings as submitted from time to time, including but not limited to, the information included in UTC's 10-K and 10-Q Reports under the headings "Business," "Risk Factors," "Management's Discussion and Analysis of Financial Condition and Results of Operations" and "Cautionary Note Concerning Factors that May Affect Future Results," as well as the information included in UTC's Current Reports on Form 8-K.
* Trademark of Bombardier Inc. or its subsidiaries. | aerospace |
https://www.amt-advanced-materials-technology.com/services/materials-development/ | 2024-02-27T04:00:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474670.19/warc/CC-MAIN-20240227021813-20240227051813-00070.warc.gz | 0.928886 | 516 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__32422750 | en | AMT has participated in some of the most advanced metallic materials and processes. This includes nano-materials with unique properties.
A selection of materials AMT has participated in the development:
- Powder based nanocrystalline Aluminum alloys with strengths of more than 1.200 MPa made with a unique liquid atomization process.
- Metal-Matrix-Composites with nanoscale particle reinforcement. These composites featuring properties that could not be obtained with other MMC materials. High strength up to very high temperatures, increased stiffness and wear resistance. More information, see DSC-Materials.
- Titanium alloys for high temperature application like jet engine compressor discs or high performance automotive valves.
- Titanium alloys with high stiffness (elastic modulus). They are from interest for airframes, landing gear and other aerospace application. The high wear resistance and modulus is also from particular interest for high performance automotive parts.
- Intermetallic Titanium alloys for high temperature application. AMT has been involved in projects including gamma-TiAl, orthorhombic Titanium and Tri-Aluminides.
- High stiffness (elastic modulus) Steel alloys with tailor made properties including high stiffness, low density and exceptional wear resistance. They are from significant interest for rotating and moving parts require high damping, stiffness and low weight. Application requiring high wear resistance and low weight are also from interest.
- Powder based high strength Magnesium alloys with strength up to 500 MPa.
AMT participate in the development of nanocrystalline/amorphous Aluminum alloys.
AMT has designed and manufactured the high speed nozzles required for the unique liquid hypersonic atomization process. AMT has designed the whole unit from nozzle to wheel including compacting equipment. These nozzles require precise manufacturing processes because of the very tight tolerances of a hypersonic Laval-Nozzle.
High stiffness Titanium alloys
AMT was involved in several projects of high modulus Titanium alloys for automotive and aerospace application. Close co-operation with the material supplier and tailor made alloys resulted in the most advanced high modulus Titanium alloys today.
These two materials are an example of a very close co-operation with the customer to match his requirements. A close co-operation with the customer is from advantage because of the many parameters, treatments, machining steps and others that needs to take care during the development.
Use our experience of materials development for your component and specific application. | aerospace |
https://www.fpvmodel.com/tarot-x6-hexacopter-umbrella-folding-arm-w-electronic-landing-gear-tl6x001_g829.html | 2019-03-19T20:42:08 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202131.54/warc/CC-MAIN-20190319203912-20190319225912-00412.warc.gz | 0.835033 | 275 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__191438484 | en | Folding arm design on the Tarot X6 reduced the time for preparation before flight. The 4 direction lock folding design with patent make the arm lock on the frame firmly.
The Tarot X6 comes with high strength PCB board; the power plug adopts the AS150 anti-spark connector. The user could get more flight time from the light frame.
The new type motor mount added the brushless ESC installation hole. This is easy to adjust the horizontal of the motor. There is air deflector groove on top; it could bring good heat dissipation effect.
The electronic retractable landing skid has reverse power protection and failsafe function. The retractable landing skid could provide broader views for aerial photography.
The Tarot X6 comes with metal GPS mount. It is plug type, easy to folding.
Black and red color main frame design has strong visual effect. The battery hang under the frame design make the gravity center lower, and it provide more installation space.
Wheelbase: 960 mm
Arm length: 392mm
Single Arm Weight:113G
Centre plate diameterr:328mm
Undercarriage clearance height: 395mm
Max power consumption: 4000W
Hover Power Consumption: 1800W
Hover Time: 18min
Working temperature: -10 ℃ ~ 40 ℃ | aerospace |
https://minnesota-staging.pure.elsevier.com/en/publications/the-stratospheric-observatory-for-infrared-astronomy-sofia-2 | 2021-04-11T19:58:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038064898.14/warc/CC-MAIN-20210411174053-20210411204053-00320.warc.gz | 0.911553 | 325 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__188866844 | en | The Stratospheric Observatory for Infrared Astronomy (SOFIA) is a joint U.S./German Project to develop and operate a 2.5-meter infrared airborne telescope in a Boeing 747-SP that flies in the stratosphere at altitudes as high as 45,000 and is capable of observations from 0.3 μm to 1.6 mm with an average transmission greater than 80 percent. SOFIA will be staged out of the NASA Dryden Flight Research Center aircraft operations facility at Palmdale, CA and the SOFIA Science Mission Operations Center (SSMOC) will be located at NASA Ames Research Center, Moffet Field, CA. First science flights will begin in 2010 and a full operations schedule of more than 100 8 to 10 hour flights per year will be reached by 2014. The observatory is expected to operate until the mid 2030's. SOFIA will initially fly with eight focal plane instruments that include broadband imagers, moderate resolution spectrographs that will resolve broad features due to dust and large molecules, and high resolution spectrometers capable of studying the kinematics of molecular and atomic gas lines at km/s resolution. We describe the SOFIA facility and outline the opportunities for observations by the general scientific community, future instrumentation developments, and operations collaborations. The operational characteristics of the SOFIA first-generation instruments are summarized and we give several specific examples of the types of scientific studies to which these instruments are expected to make fundamental scientific contributions. Additional information about SOFIA is available at http://www.sofia.usra.edu. | aerospace |
http://interorbital.com/interorbital_06222015_015.htm | 2017-08-22T10:56:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886110578.17/warc/CC-MAIN-20170822104509-20170822124509-00132.warc.gz | 0.94271 | 1,616 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__226120181 | en | Core Management Team
Randa Relich Milliron
Chief Executive Officer
Financial Consultant/Fashion Designer
BA Accounting, University of Eastern Washington. An accounting professional with experience at Fortune 500 companies, Rain is also a highly creative and respected fashion designer, in charge of developing IOS Flight Uniform Design and corporate graphic arts.
Randa Relich Milliron, IOS co-founder, is also the corporations Chief Executive Officer. Confident in positions of leadership, her professional experience spans the television and film industries, and academia. She has served as a Television News Director and Producer at the US Military Station, AFN Berlin. For over a decade, Ms. Milliron has taught television production and communication courses at colleges in Europe and America, and is currently on faculty with the University of Phoenix. Randa holds a BA in Psychology and an MA in Linguistics from Duquesne University. An award-winning television director/producer, Randa is in charge of all promotion, marketing and public relations. She is also involved in the aerospace engineering assembly and design, specializing in high temperature composite materials.
Core Engineering and Technology Team
Roderick W. Milliron
Chief Designer, President, Systems Engineer
B.S., Applied Mathematics/Computer Science/Physics, University of Pittsburgh, PA. 1979
Chemistry, Frei Universitaet, Berlin, Germany
Chemistry, California State University, Pomona
Chemistry, California State University, Los Angeles
Roderick is Interorbital Systems Chief Designer, President, and CoFounder. He has more than 23 years of experience in the aerospace industry, primarily in the areas of software development, rocket engine hardware development, and rocket systems engineering. Rod is an excellent machinist and prototypes many of the major rocket components.
Prior to co-founding Interorbital Systems Corporation, Mr. Milliron co-founded Cyberplex Systems, an engineering application software development company. From 1979-1984, Mr. Milliron was a Radar Systems Engineer at Grumman Aerospace Corporation, Bethpage, New York. At Grumman, he was involved in Airborne Early Warning (AEW) tracking algorithm and software development. He also worked on passive detection system (PDS) algorithm and software development as well as an interactive Battlefield Simulator. Between 1984-1987, he was a Software Systems Engineer at General Dynamics Corporation in Pomona, California. At General Dynamics, he was involved in software development for various terrestrial and space surveillance projects. His extensive software engineering experience is currently being applied to the development of a novel low-cost inertial measurement unit (IMU), guidance system software, and various rocket control system software.
Roderick has been independently designing, building and testing liquid rocket engines and space launch vehicles for the past 20 years. He is also the inventor of the Neptune-Series Modular Rockets and the TubeSat Personal Satellite. He has taught Chemistry at California State University, Los Angeles, and at the University of California, Los Angeles (UCLA). Roderick is a frequent guest speaker at national and international space conferences.
Lutz Thilo Kayser:
Propulsion System Consultant/Lunar Mission Consultant
Lutz Kayser, a student of the famed Eric Sanger, and a protégé of Wernher von Braun during the Apollo program, established OTRAG (Orbital Transport and Rocket Corporation) the worlds first commercial space company in the 1970s. Recently re-entering the orbital transport arena, he founded and serves as President/CEO of von Braun, Debus Kayser Rocket Science, LLC. Through his paradigm-shattering efforts, Kayser served as a direct influence on and an inspiration to the founders of Interorbital Systems. (Lutz with R.W. Milliron on your right)
Electronics Engineer/Satellite Engineer
Gerard, a graduate of the Ecole Nationale Supérieure d'Arts et Métiers in Paris, has been designing and building small satellites in France for more than 20 years. He has also served as president of AMSAT-France. In 1993 he built the ARSENE amateur radio satellite which was later launched by Ariane. He has also built tthree small replicas of Sputnik I. The first was launched during an EVA from MIR in 1997 to celebrate the 40th anniversary of the first Sputnik launch. The other two Sputniks were launched by an Ariane rocket in 2002. His current projects include a solar sail demonstrator satellite (the Libellule, or dragonfly). Gerard is the designer of the IOS TubeSat and CubeSat electronics boards and is the leader of the IOS TubeSat/CubeSat users group. He is also designing the communication systems for future IOS Lunar missions. He is based near Paris, France.
Erik D. Reedy
Erik received a B.S. in Psychology from the University of Phoenix and spent three years working for NASA at the Dryden EAFB facility in Californias High Desert. He is currently a Spacecraft Technician on the IOS team, welding and manufacturing composite rocket structures. Erik is a long-time rock performer and the father of three.
Director, Space-Based Power Systems
Reiners involvement with space began at an early age, when he invented hardware that flew to the Moon on the Surveyor lunar lander. A proponent of Green Energy, Ziegler holds significant patents on wind generation turbines, and has numerous inventions in the area of solar power generation systems. He is the creator of Solartecture ---the integration of power-generating elements into the structure of buildings or spacecraft. Reiner is the director of IOS Northern California Space-Based Power Systems Division.
E. Mark Shusterman, M.D.:
Flight Surgeon and Director of Interorbital Systems Space Medicine Advisory Board
Dr. Shusterman has a long-standing passion for aviation and space flight. A graduate of the U.S. Air Force School of Aerospace Medicine, for the past thirteen years he has served as a flight surgeon in the US Air Force reserve, where he has held various leadership roles. Dr. Shusterman is an FAA certified Aviation Medical Examiner for the military region, and has worked extensively in the areas of aerospace physiology and flight safety. He completed a Baccalaureate in Psychology and a Doctorate of Medicine at the University of Rochester, where he was the recipient of several distinguished fellowships and awards.
Dr. Shusterman is the founding member of Interorbital Systems Space Medicine Advisory Board, and will serve as Flight Surgeon for the companys manned spaceflight and orbital expedition program. He will develop medical screening baseline requirements, as well as safety and emergency medical training programs for IOS launch personnel, spaceflight crews, and passengers.
Tim bought IOS first Orbital Expedition ticket in October of 2005. The Gladstone, Missouri, businessman is looking forward to his orbital spaceflight on a NEPTUNE series rocket.
Tim Pennington Reed:
Owen received his B.S. in Aerospace Engineering from the University of California, San Diego (UCSD). He is currently a member of the IOS team developing and manufacturing composite rocket structures.
Bryant earned his B.S. in Aerospace Enginneering with a minor in Propulsion from Embry-Riddle Aeronautical University in Prescott, Arizona. As part of the IOS team, he is involved in the design and construction of composite rocket structures and specialized launch vehicle manufacturing machinery.
Ian received his B.S. in Aerospace Engineering with a focus in Astronautics from Embry-Riddle Aeronautical University in Daytona Beach, Florida. As a member of the IOS team, Ian is involved in the design and manufacturing of rocket components and software development. | aerospace |
https://english.hani.co.kr/arti/english_edition/e_northkorea/1135100 | 2024-04-21T05:26:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.0/warc/CC-MAIN-20240421040323-20240421070323-00022.warc.gz | 0.95359 | 606 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__100796161 | en | A monitor at Seoul Station plays a news broadcast about North Korea’s launch of a ballistic missile on April 2, 2024. (Yonhap)
South Korea’s Joint Chiefs of Staff announced Tuesday that it had detected a projectile believed to be a medium-range ballistic missile launched toward the East Sea from the Pyongyang area at 6:53 that morning.
It also said the North Korean projectile “flew for around 600 kilometers before landing in the East Sea.”
Japan’s NHK network quoted the Japan Ministry of Defense as saying the North Korean missile flew a distance of over 650 km and reached a maximum altitude of 100 km, adding that it was believed to have landed outside of Japan’s exclusive economic zone.
South Korean military authorities speculated that the North may have conducted a test launch of a hypersonic missile using solid fuel.
In a regular briefing, Joint Chiefs spokesperson Lee Sung-jun said the projectile in question “bears some similarities to and some differences from the hypersonic missile launched [by North Korea] in January.”
“We are considering it to be related to the ground testing of solid fuel reported by North Korea in March,” he explained.
In January, North Korea conducted a test launch of a solid propellant-based intermediate-range ballistic missile with a hypersonic maneuverable piloted warhead. On March 20, it conducted ground testing of a multistage solid-fueled engine to be used with its new model of intermediate-range hypersonic missile.
Due to their irregular flight patterns, hypersonic missiles are difficult to track and intercept. The use of solid propellant allows for faster and more discreet launching, which further complicates early detection and interception.
The same day, South Korea joined the US and Japan in conducting air exercises with fighter aircraft taking part from all three sides. Conducted where the South Korean and Japanese air defense identification zones (ADIZs) intersect southeast of Jeju, the exercises also included the deployment of US B-52H strategic bombers.
The South Korean Ministry of National Defense explained that the exercises were held to improve deterrence and response capabilities against the growing North Korean nuclear and missile threats.
Meanwhile, the South Korean government announced the same day that it had designated two Russian ships involved in the transport of military goods between North Korea and Russia as being subject to independent North Korea sanctions as of Wednesday, along with two Russian institutions and two individuals involved in the dispatching of overseas North Korean workers.
This is the first time the South Korean government has announced independent sanctions specifically targeting Russian nationals and institutions. Analysts interpreted it as a response to Russia’s actions on March 28 in casting a vote opposing a term extension for the UN Sanctions Committee on North Korea’s panel of experts.
By Kwon Hyuk-chul, staff reporter
Please direct questions or comments to [firstname.lastname@example.org] | aerospace |
https://www.blogdot.tv/rocket-lab-prepping-first-commercial-launch-in-april/ | 2021-09-28T07:41:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060538.11/warc/CC-MAIN-20210928062408-20210928092408-00009.warc.gz | 0.928795 | 562 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__95740972 | en | Following a successful January test launch of their Electron booster with 3D printed components, US private space firm Rocket Lab plans to go ahead with its first fully commercial mission later this month.
US orbital launch provider Rocket Lab has confirmed it will open a 14-day launch window in April to conduct the company’s first fully commercial launch.
The 14-day ‘It’s Business Time’ launch window will formally open on Friday April 20, 2018 NZT. During this time a four-hour launch window will open daily from 12:30 p.m. NZST (00:30 UTC).
‘It’s Business Time’ will launch from Rocket Lab Launch Complex 1 in New Zealand. Licensed to launch every 72 hours, Rocket Lab Launch Complex 1 is the world’s only private orbital launch facility.
Rocket Lab is the only private, dedicated small launch provider globally that has deployed satellites to orbit. ‘It’s Business Time’ marks the fastest transition a private launch provider has made from test program to fully commercial flights.
It’s Business Time for Rocket Lab
This mission follows just three months after Rocket Lab’s January 21 launch “Still Testing”, which successfully deployed an Earth-imaging satellite for Planet and circularized the orbit of two weather and AIS ship tracking satellites for Spire Global using Rocket Lab’s in-house designed and built kick stage.
“It’s Business Time represents the shift to responsive space. We always set out to create a vehicle and launch site that could offer the world’s most frequent launch capability and we’re achieving that in record time,” says Rocket Lab founder and CEO Peter Beck.
“Rocket Lab is the only small launch provider that has reached orbit and delivered on promises to open access to space for small satellites. We can have payloads on orbit every 72 hours and our rapidly expanding manifest shows this is frequency is critical for the small satellite market,” he adds.
Rocket Lab can achieve such a high launch frequency thanks to a “vertically integrated vehicle manufacturing” process that enables the company to roll an Electron vehicle off the production line every week.
The primary components for the nine Rutherford engines in the Electron booster can be 3D printed. This leads to speedier production times, which should come in useful for their 2018/19 launch manifest.
To meet demand, Rocket Lab has rapidly scaled production of the Electron launch vehicle across its three-acre headquarters and production facility in Huntington Beach, California. The company will produce 100 3D printed Rutherford engines this year to support a monthly launch cadence by the end of 2018.
Source: Press Release | aerospace |
https://eng.mil.ru/en/structure/forces/aerospace/news/more.htm?id=12367327@egNews | 2021-07-25T00:08:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151531.67/warc/CC-MAIN-20210724223025-20210725013025-00614.warc.gz | 0.93636 | 181 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__95897261 | en | Young pilots of the Southern Military District performed flights on front-line Su-24M bombers in the sky of the Volgograd region
Officers of the aviation regiment of the Southern Military District (SMD) flew Su-24M front-line bombers in the Volgograd region.
Pilots under the guidance of experienced instructors performed flights at speeds from 500 to 1000 km / h at altitudes up to 1000 m.
In July, the Su-24M crews will take part in tactical flight exercises, during which they will work out tasks to destroy group ground targets that simulate light armored vehicles and enemy command posts, perform maneuvers to evade fighter aircraft and land at an unfamiliar airfield.
The main purpose of the flight shift was to train young pilots to operate in various weather conditions day and night, as well as to fly in pairs at low and ultra-low altitude. | aerospace |
https://www.loveair.co.uk/2021/07/17/ntsb-prelim-l-bird-llc-ccx-2000/ | 2021-07-23T15:23:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046149929.88/warc/CC-MAIN-20210723143921-20210723173921-00566.warc.gz | 0.969746 | 174 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__239375338 | en | Metallic Shiny Debris Was Observed Trailing From The Airplane On June 28, 2021, about 1030 Pacific daylight time, an experimental amateur-built, CCX-2000 airplane, N10TA, was substantially damaged when it was involved in an accident near Hood River, Oregon. The pilot was not injured. The airplane was operated as a Title 14, Code of Federal Regulations Part 91 personal flight. The pilot, who was also the Director of Maintenance (DOM) for the company contracted to perform maintenance, reported that the airplane was retrofitted with an experimental exhaust system consisting of a titanium exhaust header and an aluminum muffler. The pilot stated that following the installation of the exhaust, an uneventful full engine power ground run was conducted.
This post was originally published by Aero News GA on . Please visit the original post to read the complete article. | aerospace |
https://cos.gmu.edu/blog/2015/07/keep-watch-pluto-bound-spacecraft-flies-by-the-icy-planet-on-tuesday/ | 2019-10-13T22:32:30 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986648343.8/warc/CC-MAIN-20191013221144-20191014004144-00529.warc.gz | 0.918211 | 1,214 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__172946005 | en | Keep Watch: Pluto-bound Spacecraft Flies by the Icy Planet on Tuesday
The dwarf planet Pluto will finally reveal some of its secrets Tuesday, July 14, when the New Horizons spacecraft flies by after a three-billion-mile trip that’s taken nearly a decade.
Smaller than Earth’s moon, Pluto may hold clues to even farther-flung and perhaps even habitable planets in the universe.
“For me, as a scientist, this is the endpoint of the reconnaissance of our solar system that started in the 1960s,” said George Mason University astronomy professor Michael Summers, a leading planetary scientist who’s part of the New Horizons team. “It’s as if we’re finally looking at the farthest spot in our backyard—and we’re discovering it’s a pretty marvelous place.”
Space enthusiasts are encouraged to share a glimpse of this historic mission that includes scientists from NASA, Southwest Research Institute, Stanford University, Johns Hopkins University and Massachusetts Institute of Technology.
Summers will be in New Horizons’ mission operations center at the Johns Hopkins University Applied Physics Laboratory in Columbia, Md., when the spacecraft whizzes by less than 7,800 miles above Pluto’s surface. He has some tips for those wanting to follow the events during the encounter.
Images of Pluto and Charon
First, check out the photos. They’ll be shown on the NASA New Horizons website before July 14, but those just before that date will show the best detail on Pluto’s surface and that of Pluto’s moon, Charon. There will be lectures and mission updates NASA’s website. Also, follow along on social media (@NASANewHorizons; #PlutoFlyby;www.facebook.com/pages/New-Horizons/108365772519065).
“We could see mountains, dark sea-like areas or plains, and possibly atmospheric clouds,” said Summers, who’s been studying Pluto since 1985 and has been part of the New Horizons project since it first became a what-if idea about 16 years ago. “We might see ice volcanoes! It’s going to be our first close-up view of an entirely new type of world.”
Pluto’s atmosphere is made up mostly of nitrogen gas, like that of the Earth’s, but it is much less dense. Even so, a closer look could reveal clouds and weather, Summers said.
How the solar wind behaves so far away from the sun is another question scientists hope to answer, Summers said.
The sun batters Earth and other planets in our solar system with a constant high-energy plasma. Earth has a magnetic field to protect us from the full force of this wind. But not all planets are so fortunate––the solar wind stripped most of the atmosphere from Mars long ago.
The solar wind carries charged ions into the Earth’s upper atmosphere. The solar flares and storms that create the beautiful Northern Lights can also disrupt communication satellites and cause major power grid failures.
One of Pluto’s five moons, Charon, may have its own atmosphere. Charon is so close to Pluto that it would look seven times as wide as our moon does to us on Earth. The mission will be sending back detailed information about the moons, including information that may help us understand how they formed.
Ice Planet Understanding
“Pluto is our first exploration of the dwarf ice planets in our outer solar system,” said Summers, adding that we have explored the other planets in our solar system, such as the gas giants like Jupiter and rocky planets like Earth. “Understanding Pluto is the next step in understanding the huge diversity of planets in our universe.”
Since the New Horizons spacecraft launched nearly a decade ago, astronomers have learned that habitable planets exist around other stars.
“Now when you see a star in the sky at night, you can know that it most likely has planets around it,” Summers said. “Also, habitable planets are more common than we ever thought. Is there life out there? Intelligent life? These questions aren’t just for science fiction anymore.”
The data is starting to fly in.
“I got about two hours sleep last night,” Summers said Tuesday. “It’s going incredibly well.”
Maybe the next generation of explorers is using laptop computers to look at Pluto much the same way as Summers watched the Apollo astronauts on television. Summers said he’s getting emails from students all over the world, and he hopes they will be inspired to study science and technology.
“Like many of my colleagues on the New Horizons mission, I was inspired by the Apollo missions to go into science. Growing up on a farm in Kentucky,” Summers said, “I could have been a moderately successful farmer. Instead, I became an astronomer.”
This article originally appeared on Mason News
Write to Michele McDonald at firstname.lastname@example.org
About the College of Science
George Mason University’s College of Science (COS) offers over 40 interdisciplinary degree and certificate programs in physical, life, mathematical, earth and space sciences, data, forensics and policy to over 3000 students each year. The college, a crucial part of the university’s goal to promote research of consequence, accounts for roughly 30% of the university’s research expenditure. The college’s broad regional presence, combined with strategic national and international connections, reinforces the college’s mission to provide world-class scientific leadership important to modern society. George Mason University, located just outside of Washington, DC, is Virginia’s largest public research university. For additional information, email email@example.com. | aerospace |
https://elon-vs-jeff.com/starlink-mission-15/ | 2023-02-08T08:07:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500719.31/warc/CC-MAIN-20230208060523-20230208090523-00081.warc.gz | 0.817133 | 80 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__38447213 | en | SpaceX is targeting Wednesday, May 26 for the next Falcon 9 launch of 60 Starlink satellites from Space Launch Complex 40 …
Watch SpaceX Launch 58 Starlink Satellites PLUS 3 other Planet Lab satellites!
Musk says "Big Problems with Plan for Tesla-built batteries"
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http://www.dragonair.com/ka/en_HK/about-us/contact-us/faqs/flight-status-and-timetable/flight-status.html | 2015-11-27T22:43:20 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398450659.10/warc/CC-MAIN-20151124205410-00147-ip-10-71-132-137.ec2.internal.warc.gz | 0.87844 | 81 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__136571185 | en | 1. What is the difference between "Timetable" and "Flight Status"? Which one should I use?I
2. What kind of flights can I check under Flight Status?
3. What dates can I check for the latest flight status?
4. Is the information I receive real-time?
5. Can I check the flight status if I have forgotten the flight number? | aerospace |
https://www.americansystems.com/news-room/2018/12/18/american-systems-led-joint-venture-awarded-position-on-264-million-idiq-contract-to-support-nasa | 2019-09-19T04:46:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573439.64/warc/CC-MAIN-20190919040032-20190919062032-00093.warc.gz | 0.929293 | 372 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__167857843 | en | December 18, 2018 — Chantilly, VA — AMERICAN SYSTEMS has won a multiple-award indefinite-delivery, indefinite-quantity (IDIQ) contract award to perform engineering and technical support services (ETSS) for NASA’s Armstrong Flight Research Center (AFRC) in Edwards, California. NASA awarded this contract to New Horizons Aeronautics (NHAero), a joint venture led by AMERICAN SYSTEMS with small business partner Millennium Engineering & Integration Company (MEI). The maximum potential value of the eight-year contract is $264,000,000 and the period of performance begins on February 1, 2019.
The ETSS contract includes engineering expertise for research, flight, and mission operations; engineering support for facilities and safety/mission assurance; and support for various technical functions including project planning and control, range support, lab support, and special studies. The essential aspects of the ETSS contract were initially established in 1985 and have evolved continuously to increase scope, structure, and size to meet the AFRC program and project needs.
“We are proud to be supporting NASA’s mission through this contract,” said Peter Smith, President and CEO of AMERICAN SYSTEMS. “The Armstrong Flight Research Center plays an important role in advancing atmospheric flight and ensuring the safety of its crews and aircraft—we know what’s at stake.”
The Armstrong Flight Research Center, NASA's premier installation for atmospheric flight research, is chartered to research, develop, verify and transfer advanced aeronautics, space and related technologies and conduct atmospheric Earth and space science flight operations. The center is named in honor of Neil A. Armstrong, a former research test pilot at the center and the first man to step on the moon during the historic Apollo 11 mission in 1969 | aerospace |
https://urbanfragment.wordpress.com/tag/nasa/ | 2019-07-17T14:18:53 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525312.3/warc/CC-MAIN-20190717141631-20190717163631-00394.warc.gz | 0.736019 | 286 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__134379682 | en | The Galaxy NGC 3190 taken by the Hubble. Edit by Javier Ocasio
December 4, 2012 | Categories: Art | Tags: Galaxy, Hubble, Javier Ocasio, NASA, NGC 3190, Photography, Space, Stars, Wallpaper | 2 Comments
Interior view of the Destiny laboratory on the International Space Station (ISS) during the Expedition 7 mission, NASA
September 8, 2012 | Categories: Vehicle | Tags: Destiny, Expedition 7, HQ, Interior, International, ISS, Laboratory, Mission, NASA, Photography, Pictures, Space, Station | 1 Comment
The Mir space station in 1995 by Atlantis, NASA
August 13, 2012 | Categories: Vehicle | Tags: 1995, Atlantis, Earth, Mir, NASA, Photography, Picture, Space, Station, Wallpaper | Leave a comment
NASA’s Kennedy Space Center in Florida
June 24, 2012 | Categories: Vehicle | Tags: Florida, Kennedy Space Center, NASA, Photography, Picture, Urban Fragment | Leave a comment
Atlantis Reflection by Bill Ingalls
June 3, 2012 | Categories: Vehicle | Tags: Atlantis, Bill Ingalls, NASA, Photography, Picture, Urban Fragment | Leave a comment
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http://www.worldaircraftco.com/faqs/ | 2018-03-22T02:13:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647758.97/warc/CC-MAIN-20180322014514-20180322034514-00098.warc.gz | 0.947505 | 1,067 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__44748300 | en | 1. Are WAC aircraft LSA?
Yes, all aircraft meet the requirements for registration as an LSA. Basically the major requirements are that the airplane has a maximum gross weight of 1320 pounds lb. or 1430 lb. on floats, that its maximum cruise speed is 138 mph, it has fixed landing gear (retractable on floats), a propeller that is adjustable on the ground (not in the air) and no more than two seats. Spirit can be registered as an S-LSA or E-LSA.
2. Does WAC aircaft meet the 51% rule?
The 51% rule only applies to amateur-built aircraft. WAC airplanes are built as E-LSA which has no content rule because the airplane is an exact copy of an S-LSA. Therefore we can offer Spirit kits assembled to any percentage. We choose to offer an E-LSA Spirit kit as fully assembled as possible in order to make your build time short. You save money by building it yourself and get into the air quicker.
3. What’s the difference between an S-LSA and an E-LSA?
An S-LSA is an aircraft that has been fully built by the manufacturer. The aircraft has been built, test flown and registered with the FAA. Because an S-LSA is a manufactured airplane, it may be used for flight training, rental and banner towing. An E-LSA is built by an individual from a kit. It may only be used for personal flying.
4. What is the gross weight of WAC airplanes?
All our airplanes are design gross weight is 1653 lb/750 kg. In the USA, an LSA may only legally be flown with a gross weight of 1320 lb/600 kg – or 1430 lb/649 kg if it is on floats. In other countries it may be higher or lower. World Aircraft Company “builds airplanes to the standards of the world.” With a gross weight of 1653 lb/750 kg, our airplanes meet the weight standards of any country in the world.
5. What is the construction of WAC airplanes?
WAC aircraft are all-metal airplanes. The fuselage is a semi-monocoque structure meaning that the skin carries most of the load and thus the internal framing is greatly reduced. Three-dimensional curved surfaces are much stronger than an internal frame and flat skin. The semi-monocoque structure not only resists tension and shear loads but bending and compression as well. Thus WAC aircraft structures are stronger and lighter than an aircraft using a ridged internal frame. Our planes are not a NACA airfoil. It is our own design and incorporates several features not normally found in aircraft – and on no other LSA. The wingtips are turned down to reduce approximately 70% of wingtip vertices. The tail has a swept stabilizer and a huge elevator – again not common in the industry. They give WAC airplanes full elevator control at any angle of attack. The design of the wing, fuselage and tail combine to make WAC aircraft less affected by thermals and turbulence.
6. What engines are available for WAC Airplanes?
Because of its light weight, the most common engine for our planes is the Rotax 912 or 914 series. However, we also provide engine mounts for Continental and Lycoming. Because it is a true LSA, WAC airplanes may not be built using an auto conversion engine. Only ASTM certified engines may be used.
7. Where can I see WAC airplanes?
Check out our show schedule. We fly Spirit to these shows. You may also come to our 23,000 sf facility at Henry County Airport (KPHT) in Paris, TN. Our hours are 8:00 am to 4:30pm Central, Monday to Friday. It is best if you call ahead so that the people you need to see are available. If you need to fly here commercially, you can fly into Memphis (MEM) or Nashville (BNA). Either airport is approximately 2 hours by car from us. Also, as we develop our dealer network, we will place their names on our website. Eventually we hope to have a dealer near you.
Upon a two day notice, we can usually accommodate tours of the factory in Paris, TN. Please call the office to arrange a tour and to be sure we are in town to show you around. Local hotels are available for those of you who may want to stay overnight. A factory tour can be arranged in conjunction with a demonstration ride in one of our aircraft. Tie down space may be available for those of you who fly into Paris and stay overnight.
Aircraft Demonstrations and Evaluation Flights
With a two day notice, we can usually schedule a factory pilot who can take you up in the air and show you the advantages of our aircraft. Evaluation flights are also available at selected local fly-ins and a few national meetings. Please call us to arrange for a factory demonstration flight at one of our meetings around the country. Please see the schedule for our meetings above. Check back often for updated information. | aerospace |
https://thesilicongraybeard.blogspot.com/2022/12/given-apparent-success-of-artemis-i.html | 2024-02-26T12:13:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00566.warc.gz | 0.976432 | 902 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__105964072 | en | Given the apparent success of the Artemis I mission, why is it two years until Artemis II?
That's the interesting question that Eric Berger at Ars Technica took on this past Monday (the 5th). It's a long article and in reality I could probably sum it up by being cynical and saying "it's Artemis. It's an epic fustercluck and it has been that way since day one." It's not that every decision was stupid. They made sense at the time, it's just that every instance people did their best to hit a moving target that changed with no rational pattern.
Eric starts out this way.
[T]he reason for the long gap is a bit absurd. It all goes back to a decision made about eight years ago to plug a $100 million budget hole in the Orion program. As a result of a chain of events that followed this decision, Artemis II is unlikely to fly before 2025 because of eight relatively small flight computers.
"I hate to say that it’s Orion this time holding us up," said Mark Kirasich, who served as NASA's program manager for Orion when the decision was made, in an interview. "But I’m bringing up the rear. And it’s part of my legacy."
About eight years ago, Orion's prime contractor LockMart (Lockheed Martin) was having problems developing Orion. It wasn't really LockMart's problem, it was that NASA had defined the requirements too differently. At least nominally, NASA was specifying Orion and SLS rocket as part of a "Journey to Mars." The problem was that there was no clear-cut plan on how to get there and no well-defined missions for Orion to fly. That led to an awkward decision.
One key difference is that NASA only planned to fly the original version of the SLS rocket, known as "Block 1," a single time. After this initial mission, the agency planned to upgrade the rocket's upper stage, making a version of the rocket known as "Block 1B." Because this variant was taller and more powerful than Block 1, it required significant modifications to the rocket's launch tower. NASA engineers estimated that it would take nearly three years of work after the initial SLS launch to complete and test the reconstructed tower.
The reconstructed tower? Speaking of fusterclucks, we've talked about this one before. The second tower is overdue (late) and over budget. When you go down that road you come across screw-up after screw-up. The original estimate for the second mobile launch tower was $383 million. The current estimate is $960 million. The job has gotten so bad that NASA has removed work from the prime contractor's (Bechtel) contract, while continuing to pay them as if they were on schedule.
Launch schedules were different then, and (of course) the delays and cost overruns for ML-2 hadn't happened yet. So here they needed to save $100 million and it seemed like they could do it by moving this handful of avionics boxes - two dozen - from the first flight of their spacecraft to the second. They estimated they'd need two years to re-certify the flight hardware.
By not needing to build two dozen avionics boxes for the second flight of Orion, the program closed the $100 million budget hole. And schedule-wise, they would have nearly a year to spare while work was being done on the launch tower.
But because the goals for the program were being constantly rearranged, none
of this proceeded as planned.
There's much more to this story and it's not exactly a straight line. By all means, read the whole thing. NASA has been funding
the development of Orion since 2005 and the SLS rocket since 2011. After more
than a decade, they finally have taken flight together. It's a major
achievement, but projects go better, achieve better results, wasting less time
and money if they have a clear objective and don't change that objective
constantly. That's largely the problem with Artemis, SLS and Orion. The projects weren't aimed at the moon or Mars; they were aimed at shoveling money into different congressional districts. If progress happens, it's almost an accidental byproduct.
The Orion capsule captures a selfie with the moon and Earth in the early days of the mission. NASA Photo. | aerospace |
https://www.canadianparvasi.com/two-canadian-military-evacuation-flights-grounded-in-sudan-following-shooting-on-runway/ | 2024-03-02T17:17:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475833.51/warc/CC-MAIN-20240302152131-20240302182131-00079.warc.gz | 0.97482 | 245 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__63025260 | en | Two Canadian Military Evacuation Flights Grounded in Sudan Following Shooting on Runway
Amid the violence in Sudan, two Canadian military evacuation flights have been grounded. Gunfire on a runway near Khartoum stopped one of the flights from taking off and even though the runway has been reopened, it is unclear when the flight will be allowed to leave.
According to a new report citing sources, two Canadian military evacuation flights have been grounded in Sudan because one of them had a mechanical issue while the other is waiting for clearance after a Turkish evacuation plane was shot at. Sudan’s army has reportedly accused the Rapid Support Forces of opening fire on the Turkish aircraft as it landed at Wadi Seidna airport outside Khartoum.
According to sources, the runway has been opened but it is unclear when the flights will be cleared for take-off. It is also unclear if these flights will be allowed to leave first or sent to the back of the line. The situation has become more complicated since the Canadian military is already operating in a volatile situation in Sudan.
Neither of the two planes have taken off yet and is it unknown if they will be able to leave the country on Friday as scheduled. | aerospace |
https://blog.covingtonaircraft.com/tag/dash-7-pt6a-50/ | 2023-02-05T08:37:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500250.51/warc/CC-MAIN-20230205063441-20230205093441-00699.warc.gz | 0.960824 | 207 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__185724110 | en | During the 1950s and 1960s, the aircraft manufacturer De Havilland Canada (DHC) acquired extensive experience in the construction of small and medium capacity transports with short takeoff & landing (STOL) capabilities, such as the “Otter”, “Twin Otter”, “Caribou”, and “Buffalo”. In the early 1970s, DHC decided to create a four-engine turboprop medium STOL airliner, which emerged as the “DHC-7” AKA “DASH-7”. The DASH-7 was only built in modest numbers, though it did prove useful as a military surveillance platform. DHC followed it with a twin-turboprop airliner, the “DHC-8” AKA “DASH-8”, which proved much more successful. This document provides a history and description of the DASH-7 and DASH-8. | aerospace |
https://bodymindbeautyhealth.com/qa/quick-answer-which-plane-is-better-f22-or-f35.html | 2021-01-23T09:01:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703536556.58/warc/CC-MAIN-20210123063713-20210123093713-00713.warc.gz | 0.914951 | 1,575 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__139132531 | en | - Is the F 22 the best fighter in the world?
- Is f35 better than f16?
- Why was f22 Cancelled?
- What is considered the best fighter jet in the world?
- What will replace f22?
- Which country has best air force?
- What is the best fighter jet in the world 2020?
- Can the F 35 Dogfight?
- What makes F 35 so special?
- Is f22 faster than f15?
- What would win in a dogfight F 22 vs F 35?
- Which is the most advanced fighter jet in the world?
- What will replace the f16?
- Why is the f35 so slow?
- What is the deadliest fighter jet?
- Who is the most dangerous fighter in the world?
- How much does a f22 pilot make?
Is the F 22 the best fighter in the world?
In other words, the F-22 is arguably the best fighter in the world when it comes to air-to-air combat.
But the Raptor proved too pricey, at around $412 million per plane (today’s F-35 will cost around $100 million per aircraft)..
Is f35 better than f16?
Standard logic says that of course the F-35 is the better aircraft – brand new, advanced stealth and avionics, heightened tactical capabilities – but don’t count the F-16 out just yet. Although the Fighting Falcon is long in the tooth, it still holds its own in certain aspects when comparing the F-35 vs F-16.
Why was f22 Cancelled?
In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012.
What is considered the best fighter jet in the world?
Sukhoi Su-35 advanced multiroleSukhoi Su-35 advanced multirole air superiority fighter is one of the best fighter jets in the world. Image courtesy of Sukhoi Company (JSC). An F/A-18E/F Super Hornet from the US Navy prepares to land on the aircraft carrier USS Nimitz (CVN 68). US Navy photo by Mass Communication Specialist 3rd Class Chris Bartlett.
What will replace f22?
The F-22’s replacement, currently known as “Penetrating Counter Air,” will take shape in much the same way. It will likely be highly stealthy, carrying its weapons internally in order to minimize radar detection.
Which country has best air force?
11. Summary of top 10 strongest Air Force of the WorldS.No.Cities1United States Air Force-America2Russian Air Force-Russia3Israeli Air Force-Israel4Indian Air Force6 more rows
What is the best fighter jet in the world 2020?
Here in this post, we will see the top best fighter jet in the world today in 2020:Sukhoi Su-57.Chengdu J-20. … Boeing F/A-18E/F Super Hornet. … Sukhoi Su-35. … Eurofighter Typhoon. Origin: Germany. … Dassault Rafale. Origin: France. … General Dynamics F-16 Fighting Falcon. Origin: United States. … Mikoyan MiG-35. Origin: Russia. … More items…•
Can the F 35 Dogfight?
Berke said the video proves that the F-35 is a “highly maneuverable, highly effective dogfighting platform,” but even still, he wouldn’t use that exact maneuver in a real dogfight. The flat spin is “not an effective dogfighting maneuver, and in some cases, you would avoid doing that.”
What makes F 35 so special?
The F-35 combines 5th Generation fighter aircraft characteristics — advanced stealth, integrated avionics, sensor fusion and superior logistics support — with the most powerful and comprehensive integrated sensor package of any fighter aircraft in history. … It’s stealth and then the avionics and the fusion of avionics.”
Is f22 faster than f15?
The F22 has around ~70,000lbf thrust from its F119 engines, where as the F15 has around ~48,000lbf thrust from its F100 engines. But every metric I can find indicates that the top speed of the F15 is higher than the top speed of the F22 (though I have not found a concrete reliable source on either).
What would win in a dogfight F 22 vs F 35?
The answer is that the F-35 cannot match the F-22 as an air superiority fighter—it was never designed as such. The U.S. Air Force’s original plan was for the F-22 to be its high-end air superiority fighter while the F-35 was designed to be primarily an air-to-ground strike aircraft, but one which could defend itself.
Which is the most advanced fighter jet in the world?
Lockheed Martin F-22 RaptorAs of 2016, the Lockheed Martin F-22 Raptor is the only operational 5th generation fighter jet, worldwide. It is a stealth air superiority fighter and almost invisible to radars. The F-22 is not only the most advanced but also the most expensive production fighter aircraft to date.
What will replace the f16?
Three variants of the F-35 will replace the A-10 and F-16 for the U.S. Air Force, the F/A-18 for the U.S. Navy, the F/A-18 and AV-8B Harrier for the U.S. Marine Corps, and a variety of fighters for at least ten other countries.
Why is the f35 so slow?
The biggest reason is because it has relatively poor supersonic aerodynamics. By trying to make it a one-size-fits-all fighter, and include VSTOL capabilities for the US Marine Corps, they had to widen its fuselage to allow for the ducted fan.
What is the deadliest fighter jet?
7 of the Deadliest Fighter Jets Still in Active ServiceF-15 Eagle is a classic. … The Dassault Rafale is still formidable. … The Eurofighter Typhoon was a joint effort. … The F-18 Hornet/ Super Hornet still holds its own. … The controversial Sukhoi Su-35. … F-16 Fighting Falcon is very popular around the world. … 11 of the Deadliest Earthquakes of All Time.More items…•
Who is the most dangerous fighter in the world?
The 10 Most Dangerous Fighters in MMA HistoryFedor Emelianenko “The Last Emperor”Georges St. Pierre “Rush”Anderson Silva “The Spider”Lyoto Machida “The Dragon”Royce Gracie.Randy Couture “The Natural”Jon Jones “Bones”Chuck Liddell “The Iceman”More items…•
How much does a f22 pilot make?
For example, an F-22 pilot with six years active duty in the Air Force and the rank of captain received basic pay in 2015 of $5,469.60 per month. A lieutenant colonel with 20 years active duty got a monthly salary of $8,506.50. | aerospace |
https://craft.co/dji | 2017-11-24T10:49:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934807650.44/warc/CC-MAIN-20171124104142-20171124124142-00638.warc.gz | 0.898882 | 385 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__146081973 | en | DJI Innovations is a Chinese company that produces commercial and recreational unmanned aerial systems. Its product line covers the high-end UAV flight control system and ground control system, the professional film and TV aerial photography platform, commercial gimbal system, the high-definition long-range digital video transmission system, the professional level wireless remote control and imaging terminal as well as the most intelligent model aircraft products and the high-precision control module which are widely applied to flying toys.
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Trial and error has characterized much of the work so far around optimizing and regulating drone technology. With many of the initial questions and legal concerns around drone use finding resolution, the next frontier of the “internet of things” tool is in improving process for commercial use. One c…
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http://global.rakuten.com/en/store/tokeikan/item/cc1054-56e/ | 2015-09-03T16:06:56 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440645315643.73/warc/CC-MAIN-20150827031515-00073-ip-10-171-96-226.ec2.internal.warc.gz | 0.855454 | 875 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__129428069 | en | |Are released as the world's first model engrave an exact time received signals from the satellite time, anywhere in the world 'eco-drive satellite wave was well received all over the world. Becomes the second 'eco-drive satellite wave air' is further technological evolution and unknown territory and longing, dreams and reminiscent of design inspired by the 'wings' to or 'empty'.
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Start Date:03/08/2015 00:00 JST
End Date:30/10/2015 23:59 JST
Start Date:01/09/2015 00:00 JST
End Date:30/09/2015 23:59 JST
This product cannot be shipped to United States from the store.
Please contact the store for further information. | aerospace |
https://www.imoa.ph/update-us-navy-c-40-reported-flying-directly-over-taiwan/ | 2023-12-05T14:58:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.2/warc/CC-MAIN-20231205140836-20231205170836-00028.warc.gz | 0.927848 | 277 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__219696875 | en | TAIPEI (Taiwan News) — A U.S. Navy transport jet was sighted flying directly over Taiwan on Tuesday morning (June 9) and was last spotted flying towards Taiwan’s Dongsha Islands (Pratas Islands) in the South China Sea.
Aircraft spotting sites AirNav RadarBox and planefinder, in addition to Twitter user Golf9, spotted a U.S. Navy Boeing C-40a Clipper taking off from Okinawa, likely Kadena Air Base, at 8:53 a.m. Tuesday morning. The plane, which has the call number CNV7642, appeared to fly directly over northern Taiwan, turning south to flying along the island’s west coast.
The plane’s flight path took it over Keelung, New Taipei, Taipei, Taoyuan, Hsinchu, Miaoli, Taichung, Changhua, and Chiayi before exiting over Tainan and heading toward the open sea, according to AirNav RadarBox.
The jet was last spotted flying toward Taiwan’s Dongsha Islands (Pratas Islands) in the northern part of the South China Sea. When Golf9 spotted the jet, he wrote that its route directly over Taiwan’s west coast was a “rare flight course.” | aerospace |
http://www.thefreelibrary.com/Attack+aviation+fires+for+the+close+fight%3A+a+new+approach.-a098123573 | 2015-03-05T02:36:11 | s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936463679.20/warc/CC-MAIN-20150226074103-00150-ip-10-28-5-156.ec2.internal.warc.gz | 0.926536 | 4,291 | CC-MAIN-2015-11 | webtext-fineweb__CC-MAIN-2015-11__0__100012874 | en | Attack aviation fires for the close fight: a new approach.
The new structure of the opposing force (OPFOR) for the contemporary operational environment (COE) is in Battle Command Training Program (BCTP) exercises and National Training Center (NTC) rotations at Fort Irwin, California. This COE OPFOR increases the value of employing aviation in the close attack while simultaneously reducing the high-value targets in the division's deep attack battle-space of 15 to 30 kilometers beyond the forward-line-of-own-troops (FLOT). Army aviation now faces OPFORs with more air defense systems of higher quality, increasing the risks of employing aviation beyond the FLOT.
Fire support doctrine for supporting aviation operations has not kept pace with changes in aviation operations, equipment or threat. Changes in the means and objectives of divisional deep attacks, the advent of aviation close attack operations and the fielding of the AH-64D (Longbow) alter both the missions assigned to attack helicopter battalions and aviation brigades and the tactics, techniques and procedures (TTPs) they employ. Fire support TTP also must evolve to account for these changes and leverage the increased capabilities of the advanced FA tactical data system (AFATDS).
The 3d Infantry Division (Mechanized), Fort Stewart, Georgia, recently experienced all these changes. The 1st Battalion, 3d Aviation Regiment (Attack) fielded the AH-64D Longbow in March 2001. The division artillery fielded AFATDS in the fall of 2001. The division participated in a BCTP Warfighter exercise facing the COE OPFOR in January 2002. These changes enabled a substantial shift in aviation operations and demanded a similar shift in our fire support planning and execution in support of those operations.
AH-64D Longbow. The AH-64D is a remarkable weapon that brings a new suite of capabilities to the attack helicopter battalion. Its multi-functional displays, active fire control radar (FCR) and passive radar emission detection systems provide a quantum leap forward in situational awareness (SA) and target attack options. Its digital communications equipment enables the AH-64D to exchange information with other Longbow helicopters and link with its battalion fire support element (FSE) via AFATDS. This enhanced SA fundamentally alters the way the attack battalion fights. (See Figure 1.)
Lacking these on-board SA capabilities, AH-64A battalions conduct detailed planning before execution to compensate for its inability to detect changes in the threat and adapt the plan significantly while en route. The battalion's standard tactics for near-FLOT and cross-FLOT operations center on high-speed flight down an established air corridor under radio listening silence to minimize its emissions signature.
Fire support for these tactics reflected this approach. Suppression of enemy air defenses (SEAD) was conducted at the time of attack along the ingress and egress routes using a time-driven fire plan. Deception SEAD was recommended doctrinally but rarely conducted, usually because of limitations in the number of firing units available.
In contrast, the AH-64D Longbow leverages its increased SA in ways that significantly alter such tactics. Extensive planning is still conducted before launch, but flexibility is built into the plan, reflecting the anticipated increase in SA. Scout aircraft teams move ahead of the main body of aircraft. Aircraft with the FCR are in the formation to ensure all-around scanning and early warning. Designated teams identify and attack air defense threats acquired en route. Lead elements "paint" the engagement area (EA) before the main body arrives and pass the EA digital picture back to the rest of the attacking unit, complete with assigned sectors of fire and target priorities. In effect, the unit transforms what was once an air movement into an air maneuver.
These tactics alter the standing operating patterns of the battalion. Elements move from air checkpoint (ACP) to ACP using formations similar to traveling overwatch and bounding overwatch. Aircraft speed up and slow down in response to the changing tactical situation. Air corridors now must be wider to enable teams to conduct air maneuver.
Operating under radio listening silence reduces combined arms coordination capabilities and flexibility. This is no longer as important because the AH-64D aircraft's signature already has been increased by its millimeter-wave radar emissions and digital radio transmissions.
Because attack aviation units no longer move using a rigid time line, time-driven SEAD techniques become too inflexible. Digital fire plans using only a time line cannot be altered once they are activated. An event-driven fire plan using separate targets and target groups provides the required flexibility. The SEAD plan retains a time line but is structured as discreet targets and target groups to maintain flexibility. En route communications are not required to keep the fire support plan synchronized with the movement of the attacking element.
Airspace Management. Fire support TTPs for airspace management require changes. Units conducting offensive and defensive air maneuver need broader and more flexible airspace management and fire support coordinating measures (FSCMs). These FSCMs enable air maneuver while protecting and deconflicting operations with the rest of the combined arms and joint team.
The aviation brigade's airspace is of interest to the fire support community. Preventing the simultaneous use of the same airspace by rotary- and fixed-wing aircraft and artillery rockets, missiles and projectiles is as critical a deconfliction function for the aviation FSE as FSCM management and clearance of fires is for the ground maneuver FSE. While there is a formal process and channel for divisional airspace command and control ([AC.sup.2]) planning and execution, the aviation FSEs play a critical role in execution. The ground maneuver and aviation FSEs enable both forces to establish and revise airspace management measures and deconflict airspace rapidly during execution.
AFATDS provides a means of rapidly building and disseminating supporting FSCMs that help airspace management. For each air route, restricted operating zone (ROZ), forward arming and refueling point (FARP), hold area (HA), battle position (BP) or attack-by-fire position (ABF), the FSEs must enter an appropriate FSCM.
Doctrinally, several airspace management measures have no clear impact on fire support operations. A ROZ, for example, deconflicts airspace between aircraft but is not doctrinally recognized as a FSCM. A BP or ABF can be entered into AFATDS as a graphic control measure and will appear on the display screen. However, they do not generate a requirement message to deconflict fire missions into that area.
This oversight must be countered by translating airspace management measures and graphic control measures into appropriate FSCMs. Aviation ROZs become airspace coordination areas (ACAs) established at the same locations and altitudes as the ROZs. Air routes become air corridors segmented at each set of ACPs to align the affected airspace with the exact length, width and altitudes of the route. FARPs, BPs and ABFs all have ACAs established from one foot above ground level (AGL) to the maximum altitude at which the aviation unit expects to operate for the mission; this creates a three-dimensional "buffer" within the airspace and applicable ground battlespace used by the aviation unit that signals the need for a coordination requirement before executing fire missions in that battlespace.
These measures are built and disseminated in a planned status. The FSEs activate them as required by aviation operations, and the FSEs deactivate them as soon as possible to minimize the impact on FA fires. AFATDS makes dissemination and activation/deactivation faster and simpler than older, analog methods, particularly when operating in a tactical local area network (LAN).
A review of firing table data for multiple-launch rocket systems (MLRS) and 155-mm cannons reveals that as long as aviation units remain 2,200 meters from the firing point and impact point of a fire mission, the ordnance will pass above the aviation unit operating at 200 feet AGL and below. This careful application of FSCMs supporting aviation operations, when paired with proactive deconfliction of position areas for artillery (PAAs) with airspace control measures during operations planning and execution, results in minimal impact on either community. (See Figure 2.)
Fire Support for Attack Aviation in the Close Fight. Army aviation is returning to its roots with its doctrinal move toward employing attack helicopter in attacks close to or in support of a BCT. This type of mission harks back to the advent of the armed helicopter and maximizes several of its characteristics that make it uniquely qualified for this role.
One approach to these close attacks is to employ the attack battalion or company in an operational control (OPCON) relationship to a BCT. While reducing the aviation brigade's role in planning and execution, this relationship is critical to greatly simplify mission planning and on-the-ground coordination. Working through the aviation brigade liaison officer (LNO) assigned to each BCT, the attack battalion or company commander coordinates the unit's role in the BCT's scheme of maneuver. Attack battalion tactical command posts (TACs) can collocate with ground maneuver brigade tactical operations centers (TOCs) or TACs, further improving coordination.
Attack helicopter units generally continue to operate from the aviation brigade assembly area for protection and maintenance support. They frequently establish FARPs and occasionally HAs in the brigade support area or an area nearby to ensure more responsive support to the BCT commander if a second or third turn of aircraft is required.
Each BCT FSE and its direct support (DS) FA battalion integrate the attack battalion's fire support requirements and essential fire support tasks (EFSTs) into the fire support plan. The BCT's DS and reinforcing (R) artillery are the primary units to provide SEAD while division artillery general support (GS) assets remain prepared to fire SEAD if the DS assets are insufficient or over-tasked at the time aviation is committed to the close fight. (See Figure 3.)
The attack battalion FSE becomes a subordinate maneuver FSE to a BCT FSE when fighting close. The aviation brigade FSE provides continuous air defense artillery (ADA) targeting support, airspace coordination and FSCM support, and planning assistance to the BCT and attack battalion FSEs.
There are several considerations associated with planning fire support for attack aviation in the close fight within minimal time. If a current ADA picture is available and pre-established air routes meet mission requirements, the attack battalion and FSE still require 30 to 45 minutes notification before launching aircraft. This allows the FSEs to refine the final SEAD target list, allocate firing units to the fire plan, finalize the situational and mission briefings for the aircrews, and coordinate for and clear the airspace and battlespace.
The maneuver forces must refine the target list before the aircraft are launched in the close fight. Electronic intelligence (ELINT) and imagery intelligence (IMINT) provide a relatively accurate picture of the ADA threat five kilometers behind the FLOT and beyond. ADA located beyond the five-kilometer zone move less often and, therefore, can be located and engaged with high confidence using intelligence that is one to two hours old. ADA elements at or near the FLOT (up to about five kilometers) move constantly and are time-sensitive targets that cannot be accurately engaged by intelligence that is one to two hours old. This area also contains the vast majority of man-portable air defense systems (MANPADS) with infrared (IR) homing that are the most difficult to locate using ELINT/IMINT. When the BCT FSE and attack battalion FSE use the aviation brigade FSE ADA target list and target updates as a start point and refine it with bottom-up additions and corrections, units have their best effects.
The usual targeting process is to have the attack battalion FSE build the SEAD target list from aviation brigade and BCT FSE target lists and then transmit a finalized target list to the BCT FSE for target clearance, firing unit allocation and execution. The BCT FSE clears all targets and sends it to the DS FA battalion to resource as much of the fire plan as it can. Targets that cannot be fired by DS and R units are transmitted to the division artillery for engagement by GS units.
Execution is a combined effort by all parties. The attack battalion FSE establishes triggers for executing the SEAD plan and announces when the attack battalion meets the triggers. The FSE also activates and deactivates airspace control measures and FSCMs. The BCT FSE and DS battalion fire direction center (FDC) control the execution of SEAD fires and synchronize any close air support (CAS) employed in concert with the attack helicopters, passing CAS terminal guidance responsibility to the air mission commander, if appropriate. The aviation brigade FSE monitors the operation and relays any immediate ADA threat indicators that develop in the area of the operation.
SEAD in this type of environment is not a one-time event. The suppressive effects of a SEAD plan are temporary unless a sufficient volume of fire is generated to neutralize or destroy ADA systems. This is the appropriate approach if target location is accurate and sufficient firing units are available. ADA systems are thin-skinned vehicles with delicate exterior armament and equipment and do not require large quantities of munitions to neutralize or destroy them.
Air defense systems are highly specialized and a limited commodity. There is little likelihood the OPFOR can replace these assets rapidly, if at all.
If an FSE elects to fire suppressive effects only, that FSE will have to repeat the SEAD in the general area of the operations every five minutes. As the engagement continues, additional firing requirements begin to build as functional ADA systems have moved quickly after taking indirect fire and are firing again.
A partially effective or an ineffective SEAD plan usually results in either aircraft losses or mission failure. Even if aircraft are not shot down or damaged, ADA threats that remain operational force aircrews to divert ordnance to killing ADA rather than the tanks, infantry fighting vehicles (IFVs) or artillery they were sent to kill.
The AH-64D is quite capable of conducting self-SEAD or, as the aircrews call it, destruction of enemy air defenses (DEAD). The drawback of self SEAD is that aircrews expend their time and ordnance on targets that do not directly help the ground maneuver commander achieve his mission.
Daytime missions are particularly dangerous as ADA gunners can acquire their Apache targets visually and orient MANPADS IR missiles and air defense guns to those targets. Daytime missions require more detailed SEAD plans and more firing units to achieve even suppressive effects.
Issues Ahead. The Army's use of aircraft and airspace is currently undergoing transformation. The Army Aviation Transformation Plan will alter attack, assault and general support aviation operations and tactics. The reduction in the number of helicopters in an attack and lift company, for example, will have a direct impact on the number of aviation units or sub-units required to complete mission profiles. Further proliferation of unmanned air vehicles (UAVs) will increase the type and quantity of management measures needed to deconflict a more crowded airspace.
Air defense measures continue to develop. These already formidable weapons and networks will continue to rise to the challenge presented by US air dominance and our expanding use of Army aviation for attack, intelligence surveillance and reconnaissance (ISR) and movement. Ultra-modern ADA surface-to-air systems, such as the SA-11 and SA-12, are already being upgraded and replaced by new systems, such as the SA-17 and SA-20. The deadly game of action, reaction and counteraction continues.
With every change in air maneuver operations and the threats to them, fire support TTPs must evolve similarly. Tactics that support today's operations against today's threats will inevitably fail to optimally support those of tomorrow. Just as Field Artillerymen constantly reevaluate TTPs to support ground maneuver operations, we must constantly reevaluate our TTPs to support air maneuver operations.
The combination of lethal and nonlethal indirect fires paired with fixed- and rotary-wing observation and attack aircraft remains one of the Army's most potent joint/combined arms teams. The proper employment and synchronization of this team has become one of the lynchpins of division operations and is becoming more crucial to brigade operations. The fire support community must maintain its effectiveness in support of that lethal team.
* Speed is life.
* It moves at high speeds at low altitude between air checkpoints (ACPs).
* Its routes are aligned by terrain and air defense threats to maximize protection.
* It has a relatively fixed schedule for movement supported by suppression of enemy air defenses (SEAD) and based on an H-Hour or F-Hour time line.
AH-64D (Longbow) Helicopter
* Knowledge is power.
* It moves at moderate speeds at low-altitude maneuver between ACPs and can support infiltration by a team, platoon or company.
* Its routes are aligned by terrain and air defense threats to maximize protection while taking advantage of its fire control radar (FCR) and increased situational awareness (SA) to conduct traveling overwatch and bounding overwatch maneuvers.
* It has less of a fixed time schedule for movement as the unit will respond to new information acquired en route to its target area. This requires an alternative form of SEAD fire planning: event-driven SEAD (single targets or groups of targets) vice a fixed, time-driven SEAD plan.
Figure 1: Air Movement vs Air Maneuver: The AH-64A vs the AH-64D (Longbow)
Airspace Management for the AH-64D (Longbow). The use of these Measures and required altitudes reduces the amount and duration of airspace restricted during aviation operations. Artillery is only restricted when/if aircraft fly across the gun-target line within 2,200 meters of the multiple-launch rocket system (MLRS) or 155-mm howitzer firing point or the target area and only when the airspace/ fire support coordinating measure (FSCM) is activated.
Battle Position (BP) or Attack-by-Fire Position (ABF) Airspace Coordination Area (ACA)
* It is at least 1 foot above mean sea level (MSL) to 200 feet above ground level (AGL).
* The ACA dimensions match the BP or ABF.
* Rule of Thumb: The ACA is 2 x 2 kilometers with an attitude along the orientation of the BP or ABF to the engagement area (EA).
Air Corridar and ACA ACtivation
* The air corridor is segmented by air checkpoints (ACPs).
* The advanced FA tactical data system (AFATOS) only allows segmented air corridors, so they are used in lieu of ACAs.
* The width of the air corridor matches the route's actual maneuver space.
Route and Air Corridor
* The altitude must be at lease 1 foot AGL and up to 200 AGL.
* The width must be a minimum of 3 kilometers (1.5 kilometers from the center line); the preferred width is 4 kilometers wide (2 kilometers from the center line).
Major Brooke H. Janney, US Army Reserve (USAR), until recently was on active duty in the 3d Infantry Division (Mechanized), Fart Stewart, Georgia, where he last served as the Aviation Brigade Fire Support Officer (FSO). He has left active duty to pursue a doctorate in National Security-Studies. Also with the 3d Division, he was the Assistant Fire Support Coordinator (AFSCOORD) while deployed to Bosnia-Herzegovina. Other assignments include serving as the Battalion Fire Direction Officer (FDO) and Battalion Task Force FSO in the 2d Battalion, 7th Field Artillery and Commander of A Battery, all in the 10th Mountain Division (Light Infantry), Fort Drum, New York; in the latter position, he deployed to Haiti as part of Operation Uphold Democracy. Major Janney also deployed to the Gulf for Operations Desert Shield and Storm as the S1 and S4 with 1st Battalion, 27th Field Artillery, 41st Field Artillery Brigade, VCorps, Germany. He is a graduate of the Air Command and Staff College, Maxwell AFB, Alabama, receiving a Master of Military Operational Arts and Science from the Air University there.
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|Author:||Janney, Brook H.|
|Date:||Jan 1, 2003|
|Previous Article:||Recognition of combat vehicles [ROC-V] training.|
|Next Article:||Paving the way for air maneuver: defeating COE OPFOR air defenses.| | aerospace |
http://pedroamaral.com/bur2.html | 2017-07-26T02:26:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549425751.38/warc/CC-MAIN-20170726022311-20170726042311-00349.warc.gz | 0.871294 | 173 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__237563082 | en | Anatoly Semenovich Levchenko
Picture autographed by Anatoly Levchenko
(Civilian Buran Cosmonaut #2)
||21 May 1941
Buran Team in:
|Left Buran Team in:
||Died of brain tumor, 6 Aug.
||Civilian Test Pilot
Captain Soviet Airforce Res.; graduated from Chernigov Higher
Air Force School, 1964; pilot in the Soviet Air Force; later civil test pilot in
for Soviet Air Force Ministry; was selected as cosmonaut on 30.07.1980 (LII-1);
OKP (cosmonaut basic training): 12/78 - 7/80; test pilot for the Soviet
Shuttle-program; was assigned as double for the first Buran test flight; died on
the complications of a brain tumor. | aerospace |
http://groups.csail.mit.edu/locomotion/perching | 2013-06-20T06:16:09 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368710366143/warc/CC-MAIN-20130516131926-00040-ip-10-60-113-184.ec2.internal.warc.gz | 0.90865 | 1,199 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__130297624 | en | The Perching Glider
A smoke visualization still of the actual vortex wake behind our glider during a free-flight high angle of attack landing.
Image Courtesy of Jason Dorfman (MIT/CSAIL).
Rick Cory is awarded the 2010 Boeing Engineering Student of the Year at this years Farnborough Airshow in Hampshire, England, for his work on the perching glider.
Project Overview video available here.
Birds routinely execute post-stall maneuvers with a speed and precision far beyond the capabilities of our best aircraft control systems. One remarkable example is a bird exploiting post-stall pressure drag in order to rapidly decelerate to land on a perch. While it is tempting to attribute this agility to the intricate morphology of the wings, tail, feathers and overall sensory motor system of the animal, it turns out that even a simple fixed-wing foam glider made out of rigid flat plates and controlled by a single motor at the tail, is capable of executing a highly-dynamic and accurate bird-like perching maneuver. Moreover, because it can take advantage of post-stall pressure drag to stop, it doesn't require a propeller at all.
Landing Like A Bird
Bird landings are a fantastic demonstration of agility and accuracy. During a perching maneuver a bird will flare its wings and tail as it orients its entire body to an extremely high angle of attack. This intentional transition to "post-stall flight" causes the airflow around the wings to separate, meaning the air fails to smoothly follow the contour of the wing, detaching at the leading edge and creating unsteady, low-pressure pockets of air immediately behind the wings. These post-stall aerodynamics induce a strong pressure drag, which, in combination with viscous drag forces, create a powerful set of aerodynamic brakes for the bird allowing it to rapidly decelerate and execute impressive short-landings. Even more impressive is the fact that most birds can land with extreme precision at low air speeds, despite inevitable disturbances from the wind.
This video beautifully captures a Eurasian Eagle owl landing on a perch (shot at 1000 fps). Notice the ruffling of the feathers as it approaches the perch, indicating the airflow is anything but smooth and steady.
A Simple Fixed-Wing Glider
In order to understand the fundamentals of a perching maneuver, we use a simple glider (i.e. no propeller) with only a single motor for the tail. It is made out of RC foam and carries a small battery, radio receiver, and a few small motion capture markers, and weighs approximately 90 grams total. Although our glider has nowhere near the mechanical and sensing capabilities of a real bird, it allows us to strip down the problem to its most basic level. We ask the question: Can this simple fixed-wing glider execute a short point landing by exploiting post-stall pressure drag, similar to a bird-like perching maneuver?
The Perching Maneuver
A cartoon of a basic perching maneuver for our glider is shown above. The glider is launched at a random initial speed that ranges anywhere from 6.0 to 8.5 meters per second (13.5-19 mph) and begins 3.5 meters (12 ft) away from the perch. It must then quickly decelerate to a near stop before making the point landing, by attaching a small hook under its belly to the perch. In order to slow down fast enough, the glider must orient its entire body to a high angle of attack, allowing it to exploit both viscous and pressure drag for braking. The entire maneuver last just a fraction of a second and is computer-controlled by varying the angle of the tail.
Below is a high-speed video of our computer controlled glider landing on a suspended string perch. The autopilot (designed through an optimal control procedure) is consistently able to accurately execute the point landing to within a few centimeters, from a fairly large set of initial launching speeds. Here, the glider is launched at approximately 7 meters per second and the video is slowed down approximately 15 times. The second video is a different glider with a slightly different trajectory slowed down approx. 11 times. The third video is a head on shot of the perching maneuver slowed down 33 times. (Click images to load video, or download videos here: perching1, perching2, perching3)
Using our own free-flight wind tunnel (shown below) we were able to capture beautiful images of our glider's actual vortex wake during the high angle of attack phase of the perching maneuver. These images clearly demonstrate that our glider is influenced by very complicated aerodynamics before landing.
Images Courtesy of Jason Dorfman. (click to see larger images)
Rick Cory and Russ Tedrake. Landing on a dime: Control of bird-inspired perching maneuvers for fixed-wing aircraft. Submitted to Bioinspiration & Biomimetics, Special Issue on Bioinspired Flight. Under Review, 2010.
Rick Cory. Supermaneuverable Perching. PhD Thesis, MIT, June 2010. [ pdf ]
John W. Roberts, Rick Cory, and Russ Tedrake. On the controllability of fixed-wing perching. In Proceedings of the American Control Conference (ACC), 2009. [ pdf ]
Rick Cory and Russ Tedrake. Experiments in fixed-wing UAV perching. In Proceedings of the AIAA Guidance, Navigation, and Control Conference. AIAA, 2008. [ pdf ]
Russ Tedrake, Ian R. Manchester, Mark M. Tobenkin, and John W. Roberts. LQR-Trees: Feedback motion planning via sums of squares verification. To appear in the International Journal of Robotics Research, 2010. [ pdf ]
Project Contact Info | aerospace |
https://www.wheelers.co.nz/books/9780760354186-spacecraft-100-iconic-rockets-shuttles-and-satellites-that-put-us-in-space/?bic=ttds&dateRange=recent | 2019-09-16T08:48:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514572516.46/warc/CC-MAIN-20190916080044-20190916102044-00554.warc.gz | 0.927207 | 749 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__120446493 | en | Spacecraft: 100 Iconic Rockets, Shuttles, and Satellites That Put Us in Space
Spacecraft takes a long look at humankind's attempts and advances in leaving Earth through incredible illustrations and authoritatively written profiles on Sputnik, to the ISS, and beyond.
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|Library of Congress
||Launch vehicles (Astronautics) - History
||Engineering & Technology: Textbooks & Study Guides
Description of this Book
Spacecraft takes a long look at humankind's attempts and advances in leaving Earth through incredible illustrations and authoritatively written profiles on Sputnik, to the ISS, and beyond. In 1957, the world looked on with both uncertainty and amazement as the Soviet Union launched Sputnik 1, the first manmade orbiter. Sputnik 1 would spend three months circling Earth every 98 minutes and covering 71 million miles in the process. The world's space programs have gone far (literally and figuratively) since then, and the spacecraft they have developed and deployed represent almost unthinkable advances for such a relatively short period. This ambitiously illustrated aerospace history profiles and depicts spacecraft fromSputnik 1, through the International Space Station, and everything in between, including concepts that have yet to actually venture outside the Earth's atmosphere. Illustrator and aerospace professional Giuseppe De Chiara teams up with aerospace historian Michael Gorn to present a huge, profusely illustrated, and authoritatively written collection of profiles depicting and describing the design, development, and deployment of these manned and unmanned spacecraft. Satellites, capsules, spaceplanes, rockets, and space stations are illustrated in multiple-view and sometimes cross-section, and in many cases shown in archival period photography to provide further historical context. Dividing the book by era, De Chiara and Gorn feature spacecraft not only from the United States and Soviet Union/Russia, but also from the European Space Agency and China. Authoritatively written and profusely illustrated with more than 200 stunning artworks, Spacecraft: 100 Machines That Put Man in Space is sure to become a definitive guide to the history of manned space exploration.
Awards, Reviews & Star Ratings
||Spacecraft: 100 Iconic Rockets, Shuttles, and Satellites That Put Us Into Space is THE book to get for obtaining keen awareness and a deep understanding of how humans became space explorers, rocketry evolution, the science of space and the politics which drove the aforementioned. Gorn's clear and entertaining writing in concert with De Chiara's expressive and adept art work make this a book filling that important, though empty, library niche. * SeattlePi.com *
||Bertrams Star Rating: 2 stars (out of 5)
A federal historian of nearly 30 years, Michael H. Gorn spent 13 of those years at NASA. He is the recipient of numerous awards and fellowships for his aerospace writing, and has been featured in interviews on BBC, History, and the Discovery Channel. Gorn lives in Simi Valley, California.Giuseppe De Chiara is an accomplished aerospace professional who began his career as a designer of Parabolic Flights facilities. He later was assigned to the ISS program as a training expert and operations leader. In 2003 De Chiara began a second career as a professional aerospace illustrator, with his work appearing in several books and publications. De Chiara lives in Caserta, Italy. | aerospace |
https://straightnews.org/nasa-hits-new-milestone-during-australian-launch/ | 2024-02-27T05:07:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474670.19/warc/CC-MAIN-20240227021813-20240227051813-00418.warc.gz | 0.923693 | 363 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__43975822 | en | NASA Rocket BLASTS OFF From Special New Location
(StraightNews.org) – The National Aeronautics and Space Administration (NASA) has been hard at work discovering all it can about the final frontier. From returning to the moon to understanding what makes a planet inhabitable, it hopes to learn more about our universe in the coming years. Its latest venture took off in Australia’s Northern Territory and marks the nation’s first-ever commercial space launch.
Just after midnight on Monday, June 27, a rocket took off from the Arnhem Space Centre on the Dhupuma Plateau in Australia. The land is home to the Gumatj Aboriginal people who are excited to see the partnership between the oldest living culture and space exploration. The event made history as NASA’s first launch from a commercial facility outside of the US.
History made ✅
It’s Australia’s 1st commercial launch & NASA’s 1st from a commercial facility outside the US.
This is a milestone moment for our 🇦🇺 space sector 🚀 pic.twitter.com/oVnAeRNfzH
— Australian Space Agency (@AusSpaceAgency) June 26, 2022
NASA will launch two additional rockets from the spaceport tasked with measuring UV light and the shape and structure of stars on July 4 and 12. When they return to Earth, NASA has promised to clean up all the debris and bring it back to the US for disposal.
This launch was not the first time NASA partnered with Australia in such an endeavor. In 1995, the US agency launched rockets from the Royal Australian Air Force Woomera Base in the southern part of the country.
Copyright 2022, StraightNews.org | aerospace |
https://vanquishair.com/ | 2023-02-01T06:17:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499911.86/warc/CC-MAIN-20230201045500-20230201075500-00121.warc.gz | 0.939027 | 252 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__188625026 | en | The mission of Vanquish Air is to empower, enable, and refine national defense air assets to defend our interests for future generations.
Vanquish Air is a Veteran-Minority Owned company, employing among the very best subject matter experts in aerospace defense and engineering & technology.
Vanquish Air was formed as a merger of a long-established flight test company and an adversary air company. Our pilots and engineers have long worked on bomb and missile testing, and have contributed to National Defense as way of life.
We are honored to have the opportunity to continue to serve our Nation by supporting the development and fielding of advanced flight systems, hardware, and weapons components and systems.
Keeping our defense air assets sharp and prepared for war takes preparation, dedication, and resilience. Our team engages each and every day to provide the highest level of execution for our defense customers: We serve them because they serve us.
We perform Developmental and Operational Test services for major weapons acquisition programs.
We perform prototyping and commercialization of aerospace products, airframe modifications, external carriage assets, and weapons systems.
We execute programs to develop and sharpen our military flight personnel for the future of national defense. | aerospace |
http://rqcourseworkzkzx.canon7d.info/development-of-the-space-shuttle-essay.html | 2018-10-15T23:59:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583509958.44/warc/CC-MAIN-20181015225726-20181016011226-00427.warc.gz | 0.903235 | 800 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__213925149 | en | Nasa space shuttle news reference and video of the space shuttle program atlantis photo essay from bostoncom software development for the space shuttle. National aeronautics and space administration: nasa, independent us governmental agency established in 1958 for the research and development of vehicles and activities for space exploration. Agricultural development the real change-makers why saturn v rocket apollo space shuttle ssme hubble space guide othello essay questions and answers atampt.
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Space travel has become much safer as scientists have overcome potential problems, but it’s still dangerous it’s also very expensive in order for a space shuttle to break free of earth’s gravity, it has to travel at a speed of 15,000 miles per hour. Some of the arguments for and against funding a national space program with space exploration (advantages vs disadvantages of the space shuttle. Ap® english language and composition 2009 scoring guidelines ap® english language and composition 2009 about space travel while this essay.
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Space safety » space disasters » challenger disaster » challenger: a management failure the space shuttle challenger disaster was probably the most significant event, in terms of its impact on the us space program, in the history of spaceflight. 1163 words essay on space research (free to read) the first space shuttle, 1069 words essay on rural development in india. For nasa, past cutting-edge technology investments led to design and flight of the apollo missions, the space shuttle, the international space station and a myriad of robotic explorers that allowed us to reach destinations across our solar system and peer across the universe.
Such as the space shuttle program and human space essay and a to space development by leading the dc-x program and. Speech on space research in india (11924 words) space shuttle: the primary vehicle the thrust in the tenth plan was on the development of space. When the decision was made in the early 1970s to develop the space shuttle and end production of all other us launch vehicles, that also constituted a decision to end development of rocket engines other than that required by the shuttle. Ending nasa space shuttle the star horse project attempts my paramount concern is to prevent others from filing patents that could block development of. | aerospace |
https://klews39.wordpress.com/athena/ | 2018-07-19T02:20:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590443.0/warc/CC-MAIN-20180719012155-20180719032155-00401.warc.gz | 0.929745 | 2,902 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__192010100 | en | God of Science and Astronomy
Space Junk – An Overlooked Resource and Business Opportunity
Orbital debris is a growing problem and poses a serious hazard to astronauts, satellites and future space missions. It is estimated that more than 100 million pieces of space junk (6800 tons) are currently in Low Earth Orbit (LEO) traveling at speeds up to 17,500 MPH. and The Department of Defense Space Surveillance Network tracks 15,000 cataloged objects and there are hundreds of collisions every year. With decreasing launch prices and expanding multinational government and private launch capacity, the amount of space debris can be expected to multiply. As current and planned satellites become obsolete, deplete propellant or simply fail, there will be a steady supply of material joining the orbiting canopy of space debris.
Today, it costs $10,000 to put a pound of payload into Earth orbit. It was only by the uncommon exertions of costly rockets, fuel and a complex physical and institutional infrastructure that this orbiting material was released from the pull of Earth’s gravity to become a weightless menace. Proposed space junk disposal systems, such as the NASA ‘Laser Broom’, the Japanese Kounotori ‘Integrated Tether Experiments’ (KITE) and the Surrey Space Center’s ‘Remove DEBRIS’ are all based on deorbiting the junk and having it burn up in the atmosphere. Deorbiting and vaporizing this material disregards the effort and expense previously expended to put the materials into orbit.
Reprocessing scrap metal has always been less energy intensive than refining from natural, raw materials. Consisting mostly of metals, glass, ceramics and plastics, space junk possesses innate value primarily because of its propitious location. Recognizing the inherit value of this orbiting debris as the raw material of a future space manufacturing industry might alone be enough to transform our perception of it from dangerous trash to a useful resource. Implementing such a transformational cognizance might only require an injection of NASA or European Space Agency R&D funding and expertise for proving the feasibility of a Medium Earth Orbit (MEO) or Earth-Moon L4-L5 scrap storage facility. Such a study into space scrap storage technology could initiate a profitable, self-supporting commercial space cleanup, recycling and manufacturing industry. Space Drone tugs, built by London-based Effective Space, may be capable of moving dead satellites to this safe storage point.
Developing the initial design and engineering concepts could spur private and public funding for the construction, launch and implementation of a MEO storage facility. Additional funding for development and maintenance of a central storage facility could be generated with an imposed fee on those who profit from commercializing space or otherwise contribute to LEO space litter. And it is precisely these players who have the most to gain from a cleanup and the most to to lose from ignoring the problem. These include governments, militaries, launch services and satellite companies. Such a fee might also encourage vehicle and satellite designs that would minimize space clutter, incorporate a propellant system to move expended craft to the MEO scrap collection point and make separation, sorting and component recycling easier.
Once a MEO scrap storage facility was operational and the feasibility for scrap recycling realized, the commercial opportunities presented should spur the development of competitive proprietary methods to capture, agglomerate, contain and transport space debris. The next phase would consist of moving space debris to this single collection point in MEO. Transfer of some orbiting materials to the MEO location might be accomplished with NASA Laser Broom technology used to divert or increase orbital velocity.
Once MEO agglomeration of scrap material was initiated, the removal of dangerous debris from LEO would not only make launch and orbiting safer but should generate private sector awareness for the opportunities in related space industries. Eventually the potential value of this growing material resource would become commercially attractive and exploited. The collected availability of unprocessed scrap and other manufactured materials in space would ultimately set the stage for the recycling, production and assembly of finished glass, ceramic, plastic and metal construction products.
Recycling this reservoir of space scrap might then begin by shredding, pulverizing, liquefying or vaporizing the material and sorting the aggregate by magnetism, reflectivity, spectrography and centrifugal mass separation. The resulting metal. plastic, glass and ceramic powders could be directly used in additive manufacturing such as 3d printing, selective laser sintering and fused deposition modeling. Refined powders could then be smelted with solar furnaces for production of wire, sheet and plate products. Sheets and plates can be further fabricated for assembly with digital controlled laser or plasma cutting systems. Finished products created by additive manufacturing, such as sheet, rod, structural beams and tubing, could become the building blocks for a new generation of large-scale space structures. Made In Space’s Archinaut Ulisses proposes robotic, additive manufacturing for large space structures. The availability of sorted and refined materials in space would set the stage for the development of zero g material manufacturing and ultimately the assembly of large-scale structures.
Heat energy for liquefying, smelting, extruding and rolling can be obtained with focused solar energy furnaces. Robotic machinery, powered by solar electric, can be controlled and monitored from an Earth based command center. The scale of the refining operation might be contained in a very modest (possibly tabletop size) area; not nearly the scale of earth based factories. With continuous operation outside of the Earth’s shadow, even a concept demonstration prototype system would steadily accumulate usable ingots, powder and wire. The robotic-operated shredders, smelters and extruders should require infrequent visits for maintenance and upgrades. Working in the vacuum of space would have the additional advantage of minimizing oxidation and other contamination during smelting and shaping of high purity metal and alloys.
The constrained physical capacity imposed on launch vehicle payloads has always made large space structures uncommon. In-space manufacturing and assembly then presents the next best way to create large orbiting constructs. Space ports, interplanetary ships, orbiting hotels and extra-terrestrial habitat could be assembled (at least structurally) from the ever replenished supply of orbiting space junk. With a space manufacturing infrastructure established, the growing demand for raw materials, combined with more efficient collection systems, could make the collection of ever smaller debris economically advantageous. Improved methods of collection combined with the continual resupply of readily processed orbiting material, might forestall the necessity of more costly and energy intensive asteroid mining for raw materials.
Thus a multinational government investment in the development of an MEO space debris storage facility, while immediately mitigating the existing and growing population of space junk, could promote the re-use of available orbiting materials. A collection of orbital scrap could incentivise commercial collection and transport of LEO debris while fostering a profitable recycling system for shredding, pulverizing and reprocessing to provide structural components for the next generation of large-scale, space assembled structures.
Once space manufacturing and the assembly of large-scale structures become a functional reality, a natural demand for resources such as orbital scrap materials would be created at which time the removal, storage and recycling of space debris will become a profit driven, competitive, commercial enterprise.
Relativism of a Straight Line
Consider a simple problem about centrifugal force. Imagine you stood at a pole of the earth, say the North Pole and constructed a wheel whose axis extended from the calculated axis of the earth. (This wheel would spin parallel to the plane of the equator.) Imagine that this wheel contained a precision force gauge whose output you could remotely read as the centrifugal force at the wheel’s rim.
You spin the wheel clockwise (from the top view) and recorded the force at the wheel’s rim. By spinning in the clockwise direction the wheel would be spinning opposite that of the earth’s rotation. Would the rotation of the earth, in effect, be subtracted from the spin of the wheel? Would the centrifugal force readout be higher if the earth did not rotate?
Now you stop the wheel and spin it in the opposite direction, i.e. counter clockwise at precisely the same speed (RPM) relative to you standing on the earth. Again you read the output of the force gauge and record it. In this direction would the earth’s rotation add to the wheel spin? Will the output of the second (counterclockwise) spin have an added centrifugal component that would show up on the force gauge? Or will the wheel produce the same centrifugal force? Does your effort, imparting a force in the wheel, somehow create it’s own frame of reference relative to you (the force) and the wheel? Or could the proximity of the wheel to the earth’s gravity somehow envelop and include the wheel in its rotational motion allowing the two opposite direction spins to produce an identical force output?
The speed of the wheel obviously depends on where you stand when you determine the wheel speed. If you float in space above the pole you will see the wheel spinning at different speeds. The counter clockwise wheel spin being 2 Revolutions per day (RPD) faster than the clockwise direction. And from that point of view you would expect the centrifugal force to be higher in the counterclockwise direction. If you took the remote readout of the force gauge in space above the pole, would the readout be different?
Centrifugal force is derived from the inertia of an object in motion (which prefers to travel in a straight line). Inertial resistance to that ever-changing circular motion produces the force. It is technically called angular momentum. Also, the velocity of that body in motion determines the amplitude of that force. So the question boils down to the immediate straight line moment of velocity of a point on the rim. However, this brings us back to the original problem. If you measured the moment of velocity at a point on the rim standing at the at the earth’s pole (or anywhere on the earth), it would again be the same in both directions. If you measured the moment of velocity from space, it would again be higher in the counter clockwise direction. It seems simple Newtonian motion is relative to the observer’s position and motion.
Our individual motion standing on the earth is far from simple. We are not only moving on a spinning earth but also orbit around the sun, which is moving through the galaxy. This galaxy is spinning around its center and moving relative to the local cluster. And this cluster is moving relative to the more distant background galaxies. So even the task of throwing a ball in space, which would appear to the thrower to go in a straight line, (producing no force of angular momentum) would not be moving in a Newtonian straight line if observed from, for instance, the moon.
So is the straight line motion of the ball solely determined by the force applied, from the point of applied force? If so the wheel would produce the same centrifugal force in both directions as the applied force is equal (though opposite). If the motion of a thrown ball is not a universal straight line but follows the curves and spins of an orbiting earth and moving sun, then the centrifugal force of the wheel will be different between a clockwise spin and a counter clockwise spin.
If the observer’s motion determines weather a line of motion is straight or curved, then consider an observer above the earth, watching a bullet fired from the equator to the north pole. It will naturally take the shortest path, (a straight line for us watching on earth). To eliminate any confusion about following the curvature of the earth I have will make the northern hemisphere a cone with the equator as the base and the north pole the apex and removed the attraction of gravity. From the firing position on the equator the bullet would describe a perfect straight line. From space above the rotating cone the path of the bullet would describe a tightening spiral. So the outside observer would see the bullet traveling a curved path and therefore assume that some outside force was causing the mass to travel a path other than a straight line. They would also assume that there was a side force on the projectile produced by the angular momentum. They would expect anyone traveling inside the bullet to experience this side force as one in a car when turning a corner.
So where lies this frame of reference for determining what is a straight line? The answer could come from the measurement of centrifugal force itself. It could be determined by performing our original experiment of spinning a wheel. If the centrifugal force is identical with both spins, the frame of reference is the wheel itself. If it is additive and subtractive by the earth’s rotation, the frame of reference then occurs in a larger context beyond the earth’s influence.
If the later was true, this experiment on a larger scale could determine the absolute frame of reference for all motion. It would be possible that the reference frame could be the universe and with a large enough wheel we could determine if the universe itself is in relative motion. We could measure this by a series of wheel spins (or tethered weight spins) in space with a precise force sensor. By changing the orientation and speed we could find the condition of zero angular momentum, when the wheel is at rest relative to the universe. The wheel speed and orientation would match the rotation and orientation of the universe. This would also mean that our universe not self contained but part of a larger framework possibly containing other multi-verses.
However, if the reference frame is that of the point of origin of the applied force, then every moving object in the universe determines its own straight line. And producing a universal straight line would be impossible. It would mean that straight line inertial motion is as relativistic as the speed of light. That any straight line motion is determined by the last applied motion changing force. Traveling in space (away from any influencing source of gravity) you would know that you were going in your own straight line but it would be impossible to prove it by observing outside motion. | aerospace |
https://topaces.us/company | 2023-06-01T08:17:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647639.37/warc/CC-MAIN-20230601074606-20230601104606-00133.warc.gz | 0.958452 | 760 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__200178998 | en | Top Aces is changing the face of defense training with its unparalleled safety record, innovative technology, highly experienced team and an industry-leading 100 000 hours + of operational training flown in support of its customers worldwide. Top Aces has the experience that matters.
Top Aces is a privately owned company that provides advanced adversary air (ADAIR) and joint terminal attack controller (JTAC) technology and training to NATO and allied forces around the globe, including the United-States, Canada, Germany and other European countries. We employ a growing team of 450+ highly skilled personnel based in the geographies where we serve our clients, including an elite team of fighter pilots, many of whom are US Air Force Weapons School graduates or experienced USAF Aggressors.
The specific focus of Top Aces Corp., whose F-16 Center of Excellence is based in Mesa, Arizona, is to serve and provide mission-critical training to the active military branches of the United States, namely the USAF. In August 2022, Top Aces Corp. was selected under the US Air Force (USAF) Combat Air Force Contracted Air Support program to provide advanced adversary air training with its F-16 fleet to pilots at Eglin Air Force Base (AFB) in Florida and Luke AFB in Arizona. Top Aces began training in support of USAF F-35A and F-22 fleets in October 2022. Valued at up to $175 million USD, this five-year contract will significantly enhance the training of fifth generation combat pilots.
Prepare the next generation of combat leaders.
We pride ourselves on living our values:
Service – Integrity – Excellence – Together
“The Top Aces commitment to the success of Ex DESERT RAM was clearly demonstrated through the obvious effort and time dedicated to supporting the exercise. I have no doubt the training audience benefited greatly from the aircrew’s professionalism and dedication to task.”
“Top Aces is providing a variety of services to CUTLASS FURY 16, from electronic warfare to the simulation of fighter jets and missiles. These contracted services allow for a realistic training environment that enhances the skills of all participants.”
“Your flexibility in accommodating our training needs displays what a top notch organization Top Aces is. Your training is far superior to the simulated training we normally get.”
“It is my distinct pleasure to thank the men and women of Top Aces for their outstanding support to our exercises held in Wainwright, Alberta. […] In the words of my air staff, Major André Lessard, who was responsible to coordinate your participation: the exposure received by the Forward Air Controllers and the Tactical Air Control Party hugely increased their confidence and ability to employ air assets. In and of itself, this achievement can make the difference in our ability to influence the battle space and effectively eliminate a threat to our soldiers in theatre, which translates into saving lives.”
“I am writing to thank you very much for the support Top Aces gave to Exercise MEDMAN 4-09 from 26 – 30 September 2009. The Commander of the 2nd Battalion the Royal Welsh Battlegroup has told me that his troops very much appreciated the extra realism that live air brought to their training. […] The professionalism and flexibility of you and your staff made a valuable contribution to what was a very successful exercise.”
Vice President of Program Operations
Vice President of Finance and Program Support
Vice President of Operations/Chief Pilot
Vice President of Maintenance and Supply Chain
Sr. Director of Human Resources
Senior Director of Business Development
Chief of Safety
Looking forward to joining us? Or simply want to explore more from Top Aces? Stay updated from us! | aerospace |
https://dimensionextreme.com/tag/resilience | 2021-09-17T09:36:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055632.65/warc/CC-MAIN-20210917090202-20210917120202-00140.warc.gz | 0.912626 | 181 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__111779818 | en | The next astronauts who will launch on a SpaceX capsule to the International Space Station looked to the present, rather than the past or the future, to select the name for their spacecraft.
NASA astronaut Michael Hopkins, commander of SpaceX’s Crew-1 mission to the space station, joined his three crewmates in revealing their ship’s call sign during a NASA press briefing held on Tuesday (Sept. 29).
“We’re excited about the opportunity to name our vehicle,” Hopkins said, speaking on behalf of he fellow Crew-1 astronauts, Victor Glover and Shannon Walker of NASA and Soichi Noguchi of the Japan Aerospace Exploration Agency (JAXA), at NASA’s Johnson Space Center in Houston. “The Crew-1 Dragon capsule, no. 207, will henceforth be known by the call sign ‘Resilience.'” | aerospace |
https://www.jobsinaviation.com/jobs/aviation/146909/bush-fit-technician-in-greater-london-lufthansa/ | 2022-10-04T06:52:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337480.10/warc/CC-MAIN-20221004054641-20221004084641-00695.warc.gz | 0.856213 | 769 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__171388552 | en | Bush Fit Technician
- Lufthansa - 522 jobs https://www.jobsinaviation.com/jobs/aviation/lufthansa/ https://www.jobsinaviation.com/Images/Default/recruiters/Thumbnail/253c86a5-69a7-460d-887a-c091b0a3d853131305099052685562.png
Greater London, England
Your main tasks include, among others:
- Check component and bush log for accuracy.
- Install bushes / bearings. Check bushes dimensionally. Using workshop manuals and drawings.
- Using imperial calibrated measuring equipment.
- Swage bushings with the suitable method (pressure ,roller, stake, material displacing).
- Wire lock bolts / bushes.
- Use of cryogenics / ovens.
- Assist with on wing support when trained.
- Carry out hardness checks of components.
- To maintain knowledge of HPA's working procedures pertinent for the job function.
- Performance of tasks delegated by the Area Supervisor.
- Hone bushes to final size.
- Carry out hardness tests using appropriate machine.
- An awareness and understanding of responsibilities outlined in the Company's environmental procedures.
* All other duties as assigned or required.
Free parking, Flight privileges, Discounts / shopping, Health Plan, Lockers for cyclists / sportsmen
Behind the scenes
Come and join the fascinating airline industry!
Join our growing team of professionals in a dynamic working environment!
The ideal Bush Fit Technician must fulfill the following requirements:
- Equivalent to GCSE A-C grades.
- It would be advantageous but not essential that the applicant would have served an apprenticeship within a mechanical assembly/disassembly environment.
- Knowledge and experience of use of hand tools.
- Knowledge, awareness and understanding of PPE.
- Previous use of overhead cranes and forklifts would be preferable.
- Experience working in an aerospace environment desirable.
- Ability to use precision instruments.
- Working with liquid nitrogen.
- Training and use of overhead cranes.
- Understand manual handling.
- Use of hand tools and power tools.
- Lifting heavy aircraft components.
* Please apply by sending your CV and Cover Letter to Apply
* Must be willing to work shifts.
* Must possess a legal work permit in U.K.
About Lufthansa Technik Landing Gear Services UK
Lufthansa Technik Landing Gear Services is part of the Lufthansa Technik Group - the world's leading provider of maintenance, repair and overhaul services as well as modifications to the civil aviation industry. With tailor-made maintenance programs and advanced repair techniques, we ensure the reliability and availability of our customers' aircraft fleets. We are independent of aircraft manufacturers and licensed internationally as a repair, manufacturing and development organization. With more than 26,000 employees and over 30 international subsidiaries, the Lufthansa Technik Group offers a full range of services in the fields of maintenance, overhaul, component support, engines, landing gears, VIP services, innovation and digital fleet solutions to around 800 customers worldwide. Lufthansa Technik Landing Gear Services is located in London and has over 300 employees. Our success is built on our people who are fundamental to our organization.
- Full time
Posted 8 Sep 2022
Closes 8 Oct 2022
This job was posted to: Aircraft mechanic | aerospace |
https://alliedinter.com/products/ | 2020-04-10T01:41:26 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371883359.91/warc/CC-MAIN-20200410012405-20200410042905-00276.warc.gz | 0.817753 | 464 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__205245393 | en | AEVA is the European market leader for turbine ignition system, and a major provider of braking control units, cockpit panel indicators and sensors.
Exxelia Custom and off the shelf plastic film, tantalum, ceramic and electrolytic capacitors for high end applications
Spherical , high load, plain and Dyflon self lubricating for aerospace, naval, nuclear applications from RBC Southwest Products.
DEF FAST FILL
Components for Diesel Exhaust Fluid handling applicable to locomotives and heavy equipment. Originally designed for and currently used on locomotives with Caterpiller Diesel engines.
MILITARY SPECIFICATION QPL AND COMMERCIAL GRADE HARDWARE
- Mechanical: Aerospace grade fasteners, black oxide metric fasteners, GSE fluid quick disconnects also known as hydraulic couplings, airport refueling valves, nozzles and hydrants.
- Electronic: thermostats, relays (MIL-PRF-83536), acceleration switches, precision aerospace limit switches, Mil spec EMI, wire (MIL-C-27500), flexible EMI IP68 conduit, connectors, gaskets, pins conduit and backshells. Our supplier factory is open. We can cross many competitors backshells.
EXXELIA EMI-RFI low pass filters as well as EMC (tempest, IEMN) filters based on capcitor and magnetics expertise
High precision electromechanical acceleration switches for aircraft crash detection, rocket stage separation and safe/arm applications from Inertia Switch Inc.
Electromechanical limit switches for rugged environment applications like jet engine thrust reversers and helicopter landing gear designed by Inertia switch.
Intelligent optionally force proportional and/or position sensitive man machine interface devices for extreme environments such as battlefield and underwater from Bokam
Flexible hose and electrical conduit for aircraft, naval, and offshore applications
28 and 270 VDC output 400 hz AC input unregulated transformer rectifier units (TRU) and 28 VDC bus hold up uninterruptible power supplies with surge protection for rotary and fixed wing aircraft from Champion Aerospace.
High precision inductors and transformers for high-performance applications in high grade electronics from Exxelia | aerospace |
https://www.alpinepainting.com/blog/protect-your-aircraft-with-industrial-coatings-for-your-hangar | 2024-02-27T19:59:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474686.54/warc/CC-MAIN-20240227184934-20240227214934-00775.warc.gz | 0.92859 | 788 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__201492634 | en | Protect Your Aircraft With Industrial Coatings for Your Hangar
Posted Oct 25, 2021 by Dave Scaturro
Whether you have a state of the art jet or a small hobby aircraft, the hangar where you keep your aircraft will always be one of your most important investments. When not in use, your aircraft's longevity and maintenance will be determined by the conditions inside its hangar.
With FAA regulations as strict as ever, safety remains a top priority for everyone – from commercial pilots to hobby aviators. So what's the most cost-effective way to protect your airplane or helicopter while in its hangar? In many cases, the answer is: protective industrial coatings.
Apply Protective Coating in a Strategic Way
Protective coatings enhance the performance qualities of the treated substrate. They can defend a facility from corrosion, temperature extremes, chemical spills, and much more.
Many of today's specialty protective coatings were first developed for aerospace applications, so they have a proven track record. While much attention is given to the hangar floor, there are powerful coating products that work throughout your demanding hangar environment.
Selecting Specialty Coatings for Your Hangar
Here are just some of the ways specialty coatings can contribute to a high-performance environment:
1. Concrete Sealing
Even a small amount of excess humidity can prove dangerous to your aircraft. Concrete sealing is a must as part of an overall waterproofing strategy. Appropriate concrete sealant is cost-effective and easy to apply. Water-repelling sealant can also be designed to resist corrosion and intrusion of industrial oils.
2. Electrostatic Painting
Electrostatic painting is used to coat grounded metal surfaces with positively charged paint particles. Particles are discharged from a specialized applicator gun and wrap around the component on contact. The charge ensures strong attraction between the coating and substrate, making it ideal for equipment in your hangar.
3. Rust Prevention
Preventing corrosion is much easier than treating it, and aircraft corrosion is one of the biggest risks to surface integrity recognized by the Aircraft Owners and Pilots Association. Many premium anti-corrosion coatings are rated for use on modern aircraft and should also be applied to vulnerable surfaces and equipment.
Key Benefits of Aircraft Hangar Floor Coatings
Of course, we cannot forget the needed attention your hangar floor needs. Without a safe, reliable hangar floor, getting into the air is impossible. Your hangar floor may be subject to massive pressures from your aircraft and other equipment, but the right coatings can keep it in great shape:
Although standard polished concrete may improve the longevity of the concrete slab, it is too slippery for safe hangar operation. Both major airlines and the military prefer epoxy floor coatings especially since materials can be added to adjust traction characteristics.
Coatings must improve the ability to remove fuels, lubricants, and highly corrosive liquids from the floor with no staining. This will ensure regular cleanup is efficient, making it much easier to maintain surface integrity over time.
Coatings that offer high levels of visibility and reflectivity will promote workplace safety in hangar operations. A coating with an included UV inhibitor can prevent yellowing. This is helpful in hangars that utilize white paint to draw attention in a standard color scheme.
4. Abrasion Resistance
Epoxy floor systems have the potential to increase compressive strength and safeguard against abrasions. If an abrasion occurs, it is relatively easy to fix. Abrasion resistant elements should be part of any hangar's flooring mix.
Contact Us Today
Just like your aircraft, industrial coatings are required to perform every time. From floor to ceiling, your hangar can do even better with the right coatings. Contact Alpine Painting and Sandblasting today to discuss how protective industrial coatings can lower maintenance costs and add many more flight years to your favorite aircraft. | aerospace |
http://us.battle.net/wow/en/forum/topic/7811652536?page=7 | 2015-11-28T10:02:35 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398451872.11/warc/CC-MAIN-20151124205411-00106-ip-10-71-132-137.ec2.internal.warc.gz | 0.945841 | 440 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__89279958 | en | Okay time to clear up some misocnception, when it comes to military technology, dwarves are in the fore-fromt. Now before I hear crying about gnome-tech take this into considreation.
Dwarves invented gun-powder, dwarves unvented guns, dwarves invented tanks. And while gnomes did invent the first flying machines the dwarves are also building tehir own flying machines and have been since the before the third war.
If you go on the wowpedia page for gnome-ish flying machines you get this
Dwarven tinkers improved on this technology after the Second War, first by creating dwarven gyrocopters and then later the upgraded dwarven flying machines.
Now if you go to the dwarven flying machine page you get
A dwarven improvement on helicopters built by their gnomish cousins, and their own Dwarven Gyrocopters, the flying machine is a heavily armed, flying gun platform. Thick armor protects the daredevil pilots who pilot the flying machines, but the armor also slows the vehicle considerably.
Perhaps the most unusual — or insane — warrior in the entire Alliance is the dwarven flying machine pilot. This captain of the skies performs everything from reconnaissance to bombing missions, fearing nothing (except perhaps a passing dragon).
Also it is mentioned on wowpedia that theer is quite a bit of dwarven engineering in the sky-ships as well.
So to sum it up, gnomes built the first flying machines. Dwarves then made their own version the gyrocopter. Dwarves then made the Dwarven flying machine during the 3rd war which was an upgrade to the gryrocopter as well as taking ideas from gnomish machines and improving them.
So dwarves have guns, mortars, tanks, gryphon riders, better militarily suited aircraft, arguably the finest forged arms and armor on azeorth, extremely tough and hardy soldiers as well as the strongest and most defensible City and Region (khaz'Modan).
Not to mention out of all the single races of the alliance they are arguably the largest and strongest military force. | aerospace |
https://quwa.org/2016/12/20/chinas-avicopter-ac352-conducts-maiden-flight-with-wz-16-engine/ | 2024-02-24T09:54:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474526.76/warc/CC-MAIN-20240224080616-20240224110616-00466.warc.gz | 0.939567 | 585 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__8778024 | en | The Avicopter AC352, which was jointly developed by the Aviation Industry Corporation of China (AVIC) and Airbus Helicopters, recently conducted its maiden test flight using the WZ-16 turboshaft engine, which was jointly developed by France’s Safran Group and Aero Engine Corporation of China (AECC).
In an official press release by Safran Helicopter Engines, the WZ-16 powered AC352 was flown in Harbin on Tuesday, 20 December. As per Safran, the WZ-16 “met all performance targets set” for the test flight.
As per Safran, the WZ-16 (also designated Ardiden 3C) is a “new-generation turboshaft in the 1,500 to 2,000 shp power class. It features a remarkably compact modular architecture, a best in class power to weight ratio with a low cost-of-ownership.”
The EVP of Safran Helicopters Engines, Cyrille Poetsch, added that the test-flight “marks a major milestone in [Safran’s] partnership with China’s aerospace industry.”
Notes & Comments:
Airbus Helicopters already manufactures the AC352 under the H175 designation, but unlike the AC352, which will support China’s vast civil aviation needs, the H175 is powered by a Pratt & Whitney PT6C-67E. The Safran-AECC WZ-16/Ardiden 3C is slightly more powerful, but its principal value rests in the reality that China, via its newly formed aero-engines firm AECC, will have ownership and control over the engine.
The WZ-16/Ardiden 3C will be certified by the European Aviation Safety Agency (EASA) and Civil Aviation Administration of China (CAAC) in 2017 and 2018, respectively.
The AC352 is a seven-ton multi-purpose utility helicopter currently marketed for civil aviation roles, such as search and rescue and transport, among others. Capable of ferrying up to 18 passengers, the AC352 will serve as one of AVIC’s leading civil aviation products for China’s domestic market, which is expected to generate considerable demand in the government and private sector.
The AC352 joins the AW139 and S-70i in the utility helicopter space. It is not clear to what extent AVIC will market the AC352 considering Airbus Helicopters, the co-owner of the platform, is marketing the H175. With demand from the Chinese market alone, the AC352/H175 platform could become quite prolific, which will be a necessity to scale the development overhead (which includes the aircraft and its engine) and reduce the unit-cost. | aerospace |
https://www.whitmarshresearchgroup.com/a-near-miss-this-time/ | 2020-05-27T20:52:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347396163.18/warc/CC-MAIN-20200527204212-20200527234212-00275.warc.gz | 0.958953 | 833 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__149109889 | en | A Near Miss This Time?
We were lucky this time because there was high-end security in place. An overhead helicopter was already on alert to track a non-traceable Drone. However there was not just one drone incident, there were two. With the country’s heightened alert due to recent terrorist activities abroad, we are seeing an increase in security and many preventive measures are being taken to prevent terrorist attacks. For ten years Whitmarsh Research Group has been researching the many uses of rogue drones and how to create a protective shield around high-value targets, protective methodologies for individuals and property, and automated response for security systems.
We got lucky this time. As the drone industry begins to grow there are many ideas and ideologically limited solutions for mainstreaming drones from the hobbyist to commercial, unfortunately, those solutions as self-geo-fencing, or software control geo-fencing, or self-policing the users who control the drones will find sooner or later that all these temporary solutions will create situations that will endanger property, lives, and interfere with privacy. The policy makers for the drones are expecting that drones users will follow a good behavior policy. Unfortunately, the reality is that good behavior is as good as the drone user and the way the user can manipulate the drone to make it work the way they want it too, whether it’s within the legal constraints that are established by whatever agency that establishes the controls and regulations of drones or the straight out defiance of the laws that are created. The band-aid solutions will fall short of insuring or guaranteeing security, privacy and safety to property and individuals.
Is there a solution? Whitmarsh Research Group (WRG) has been testing several processes that will aid in creating a safer drone flyway system. Also, we’re experimenting on processes that will aid in the ability to define the mannerisms and intent of drones in flight. WRG sees the drone as an object that flies within an airspace that can be populated by other UAVs or UAS; it occupies space over individuals, properties, and infringes on the security of other apparatuses in-flight or on the ground. WRG research and experiments evidence suggest that all the UAV and UAS need to be regulated and certain controls need to be placed that are similar to the methodology and regulations used for a car, plane, or boat. A regulation that is stiff but flexible that is a deterrent but operational with safety as the priority in flying and controlling of the drone. A good guideline is the FAA aviation standard regulations to establish a good foundation to built on for future expansion and growth. The creation of a strong safety fail-safe system foundation is important to implement the great possibility that the drone technology brings to all types of industries. The ability to enforce federal penalties for infringing on similar rules as those that exist in aviation is a good deterrent in managing illegal flights. With drones not being able to be tracked by radar and the ability to travel in a stealth mode becomes a major concern in controlling the drones flight. The ability to find a drone in flight is difficult and they can appear as fast as they can disappear, allowing for a higher possibility of manifesting chaotic mayhem events.
In our research at Whitmarsh Research Group, we have found the probability of Drones levels of infringing on security, safety and privacy increasing at an 85% probability and as the growth of the drone industry grows the probability will increase for a catastrophic event to occur whether by intent or by accidental means, the end result will be the damage to property, death and injury of individuals, and infringement of privacy that may lead to violent encounters. Drones need to be viewed and treated on the same level as aviation vehicles. We were really lucky this time. We need better established controls and regulation solutions that will protect lives, protect properties, and enforce penalties for privacy and security infringements, WRG plans to introduce working models that will illustrate proactive solutions to several of the problems arising from the need to increase Safety and Security. WRG plans to introduce these products in 2016 before catastrophes occur. | aerospace |
https://debatepost.com/space-travel/2021/07/06/blue-origin-jeff-bezos-announces-giant-reusable-rocket/ | 2021-07-24T08:53:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046150134.86/warc/CC-MAIN-20210724063259-20210724093259-00468.warc.gz | 0.971993 | 394 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__33032905 | en | The space company of Amazon founder Jeff Bezos wants to build a huge rocket with “New Glenn”, in which important parts can be reused. This should significantly reduce space travel costs and also create serious competition for SpaceX. Elon Musk’s company has already re-landed parts of the rockets in several commercial launches, but only lost a rocket a few days ago. Bezos then seems to have his own plans from which the Washington Post cited to refer to when explaining that one has to go step by step to be successful.
After Blue Origin has so far only developed and tested a comparatively small rocket with New Shepard, “New Glenn” should be ready by 2020 and be almost as big as the Saturn V. It was once used to shoot the US astronauts to the moon. This would also make it larger than the Falcon Heavy that SpaceX is working on and which will one day be used for Mars missions. Much more than these size comparisons – based on a graphic which Jeff Bezos tweeted – and the rather vague schedule does not currently exist. In any case, “New Glenn” is supposed to be an important step towards colonizing space in the not too distant future.
“Slow is fast”
In the race for private rocket companies, Jeff Bezos’ Blue Origin has always been behind SpaceX. While Elon Musk’s company almost regularly brings satellites into space and tests the reusability of its Falcon 9 rockets, Blue Origin has so far only had the New Shepard. It barely reaches space and is supposed to transport six passengers as space tourists who experience weightlessness for a few minutes. Building on this, the aim is to revolutionize space travel with “New Glenn” – which is to be available in two differently sized versions. You work step by step to be successful, because “slow is smooth and smooth is fast,” as Bezos puts it.
(Bild: Blue Origin) | aerospace |
https://entrepreneur.ca/gadgetstechnology/microsofts-new-data-center-in-a-box-will-use-spacex-starlink-broadband/50119/ | 2021-05-11T17:18:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991648.10/warc/CC-MAIN-20210511153555-20210511183555-00508.warc.gz | 0.906902 | 297 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__190930448 | en | Microsoft’s new data center in a box will use SpaceX Starlink broadband
Microsoft today unveiled a modular data center that can be deployed to remote areas, as well as a partnership with SpaceX to connect those data centers to the Internet with Starlink satellite broadband. Microsoft said the Azure Modular Datacenter (MDC) is “for customers who need cloud computing capabilities in hybrid or challenging environments, including remote areas” for scenarios such as “mobile command centers, humanitarian assistance, military mission needs, [and] mineral exploration.”
The MDC is “a self-contained datacenter unit” that “can operate in a wide range of climates and harsh conditions in a ruggedized, radio frequency (RF) shielded unit,” Microsoft said. It can be deployed in areas “where temperature, humidity, and even level surfaces” would normally pose a big problem.
Microsoft’s Azure Modular Datacenter. [credit:
Bringing Internet connectivity to remote areas is often a challenge, and that’s where SpaceX comes in. Microsoft is also using SES satellites as part of what it calls a “multi-orbit, multi-band, multi-vendor” approach to connectivity. MDCs will be able to use satellite service either as a backup or as the primary Internet connection.
Source : https://arstechnica.com/?p=1715927 | aerospace |
https://www.montgomeryadvertiser.com/story/news/education/2016/08/10/tuskegee-legacy-lives-youth/87548946/ | 2023-06-03T22:08:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649343.34/warc/CC-MAIN-20230603201228-20230603231228-00339.warc.gz | 0.96241 | 682 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__246261338 | en | Tuskegee legacy lives on in youth
Dozens of aspiring young pilots took to the skies in true Red Tail fashion with the Legacy Flight Academy in Tuskegee.
The flight academy is an annual summer program – however, this class was especially significant. It coincided with the 75th anniversary of the birth of the Tuskegee Airmen, the first African-American fighting group during World War II, and the first African-American aviators in the United States Armed Forces.
Tuskegee Airmen land in Tuskegee 75 years later
Basing their curriculum on the history of the Tuskegee Airmen, Legacy Flight Academy celebrated the 75th anniversary by hosting a summer camp where minority students could learn more about the multitude of opportunities available in the field of aviation.
Sixth-grade students from Montgomery's faith-based all boys school, Valiant Cross Academy, also took part in the program.
Valiant Cross Academy: 'Always lead with God'
Melody Winston, whose father, Bill Winston, grew up in Tuskegee, was mentored by some of the original Tuskegee Airmen and later become a fighter pilot for the Air Force, came out to visit the group of youth for the anniversary.
She and her father have funded the Legacy Flight Academy since its inception in 2012.
"This class was especially significant," Melody Winston said. "With every day that passed, we got closer and closer to the July 19 date, which was the first graduating class of Tuskegee Airmen. That memory was heavy on our hearts and we wanted to honor the Tuskegee Airmen in a big way."
At Moton Field, where the academy takes places, there is a section of concrete on the runway that was poured while the original Tuskegee Airmen were training there. Those original pilots and crew decided to leave their footprints, hand-prints and signatures in the wet concrete.
It is now called, "Footprints in the Sand." To pay homage, this year's academy replicated the monument by pouring their own concrete and leaving behind their names and prints in similar fashion.
Afterward the class held a moment of silence for the fallen airmen, which was "empowering" for the youth, Melody Winston said.
"The students felt invincible," she said.
In total there were about 18 graduates to complete 12 hours of flight and 60 hours of in-class instruction.
Both graduates, Valiant Cross scholars and other visitors had a chance to talk with Oscar Lawton Wilkerson, one of the original Tuskegee Airmen, and climb aboard a T-16 vintage training aircraft.
“I always encourage young people to follow their dreams,” said Wilkerson, who served as a bomber pilot with the Tuskegee Airmen and mentors LFA students. “By sharing the struggles we faced as African-American pilots, I am able to connect with the new generation and rally them on to persevere and work hard.”
The goal of Legacy Flight Academy is to encourage students of color to think about the aviation industry as a viable career option. It also teaches young people about aircraft maintenance, management and of course flight.
For more information visit www.legacyflightacademy.org. | aerospace |
http://bodylaw.ru/tag/research/ | 2020-07-11T23:44:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657129257.81/warc/CC-MAIN-20200711224142-20200712014142-00178.warc.gz | 0.898576 | 195 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__241932524 | en | Morning sun gleams in this image taken in Greenland by our IceBridge mission, an airborne survey of polar ice. This image was taken over the Helheim/Kangerdlugssuaq region of Greenland on Sept. 11. Greenland’s Steenstrup Glacier can be seen, with the the Denmark Strait in the background. IceBridge completed the final flight of the summer campaign to observe the impact of the summer melt season on the ice sheet.
The IceBridge flights, which began on Aug. 27, are mostly repeats of lines that the team flew in early May, so that scientists can observe changes in ice elevation between the spring and late summer. For this short, end-of-summer campaign, the IceBridge scientists flew aboard an HU-25A Guardian aircraft from our Langley Research Center in Hampton, Virginia.
#nasa #space #ice #icebridge #earth #climate #melt #greenland #research | aerospace |
https://acemaxsindonesia.com/4k-advanced-airlines-beechcraft-350-king-air-phx-hhr/ | 2022-10-05T12:27:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337625.5/warc/CC-MAIN-20221005105356-20221005135356-00345.warc.gz | 0.697844 | 402 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__72727259 | en | Advanced Air Beechcraft 350 King Air (B300)
N395AV (FL-375) Built 2003
Seat: 1C (throughout most of the video)
Philip Rushmore ( & I decided to fly BUR to PHX on the airlines…just to catch this gem back to SoCal. I had flown on a private King Air C90 back in the 90’s, so I needed to give a newer model a shot, and I was not disappointed.
King Air Info:
Total One-Way Fare: $99 (including taxes & fees)
For those that appreciate my content, you can donate, if you choose. Any funds would be used for future flight bookings. Thank you so much!
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https://www.execujet.com/news/execujet-middle-east-mebaa-2022-dubai/ | 2023-11-28T11:15:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099281.67/warc/CC-MAIN-20231128083443-20231128113443-00470.warc.gz | 0.935068 | 511 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__231805558 | en | ExecuJet Middle East, a proud member of the Luxaviation Group, is excited to be participating in the prestigious Middle East and North Africa Business Aviation Association (MEBAA) event from 6-8 December 2022 at Dubai Al Maktoum International Airport (DWC)
Representatives from ExecuJet Middle East are eagerly anticipating engaging with event attendees to showcase their newly refurbished FBO facility at Dubai International Airport (DXB) and share exciting details about the forthcoming official opening of the new ExecuJet facility at DWC, scheduled for 2023.
Dumani Ndebele, Regional FBO Director at ExecuJet Middle East, expressed his enthusiasm, stating, "After a successful show in 2019, the ExecuJet team is thrilled to return to MEBAA. We consider it a privilege to provide exclusive insights about our new facilities at the most prominent aviation event in the Middle East, highlighting our dedication to delivering top-tier luxury services across the region."
“We made the decision to upgrade our existing facility at DXB to enhance a sense of comfort and familiarity for our guests. We now offer a range of improved entertainment amenities, with the option to personalize the lounge experience. At DWC, our team is looking forward to unveiling the new 33,000 sqm development to the world. The facility will cater to every possible requirement an aircraft operator, broker, or private flyer could need.
“For over 20 years we have been operating in the Middle East and during this time the business aviation market has evolved into the dynamic and thriving industry we see today. Establishing two leading facilities that cover everything from aircraft handling to concierge services, commercial flight transfers to aircraft hangarage, as well as aircraft management and charter services, ExecuJet is well placed to support growing demand. More than this, we promise an unrivaled luxury experience for guests and crew alike.”
The new ultra-luxury FBO at Dubai Al Maktoum will set a new standard in private aviation. At the beginning of 2023, ExecuJet Middle East will have two dedicated aircraft hangars across both facilities, making ExecuJet the leading provider of aircraft hangarage in the region.
Gavin Kiggen, President of Aircraft Sales, Luxaviation, and Phillip du Preez, Director of Aircraft Sales and Acquisitions, Luxaviation, will be attending MEBAA from 6-8 December, alongside the ExecuJet Middle East team. | aerospace |
http://quecimon.c0.pl/flying-cop-car-3d-2hv2po.php | 2019-04-24T10:26:22 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578640839.82/warc/CC-MAIN-20190424094510-20190424120510-00145.warc.gz | 0.842756 | 505 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__101227492 | en | |Requirements:||Android 2.3.3 and up|
Today I want to share a great andriod game that name is Flying Cop Car 3D (latest version) Andriod Game.
Flying Cop Car with exceptional 3D simulation is a perfect car driving game for you to catch high profile city criminals in a super electrifying futuristic flying car. The fast and furious criminal chase in a flying police car will land you to another level of adrenaline where you get once in a while chance to show your flying muscle skills with a fine car flight simulator sensation. Flying muscle cars are the new generation super machines which give you a true experience of a flying pilot sitting in a jet car. Now fly your police car like an airplane pilot and chase criminals in futuristic f6 flying car and discover unlimited flying opportunities. The new concept of future fly game is now looking to unfold its true prospects in which police driving is not limited to just drive on the land, but today’s flying muscular technologies are giving police one step ahead against gangsters and notorious sky criminals. Driving a flying police car is itself a great adventure, but when you confront criminals, one on one in the skies, the fun gets huge velocity by flying muscle cars. And like a flying pilot, this game lets you do whatever you want in the sky and give you a real thrill of a genuine car flight simulator enthusiast. Flying Cop Car 3D: Game Features
•Fully Improved Epic Flying Car Simulator
•Test Your Flying Game Gaming Skills like a Flight Pilot
•Car Driving in a Real Cop Muscle Vehicle
•Experience Futuristic Flying Car Driving with Stunning HD Graphics
•Realistic and Dynamic Car Flight Simulator Physics
•Flying Police Car will be a Fun Now
•Advanced Futuristic Flying Car Auto Play
•Sports Cop Flying Muscular Model
•Beautiful Jet Car on Mountains and Islands
•Never Seen a Car that can fly like a Futuristic f6 Flying Car
Sourse: Google Play - Flying Cop Car 3D
No change log.
Download Flying Cop Car 3D Unlimited MOD
- Download the file.
- If the file is archived (rar or zip) to extract data.
- Install the Flying Cop Car 3D.apk and place the "com.amazing.gamez.flying.cop.car" folder in sdcard/Android/obbacted folder.
- Launch the app 100% offline compatible google play installation and online data verification is not required. | aerospace |
https://www.naa.edu/ap-test-prep-course-for-experienced-military-vets-and-part-147-grads/ | 2024-02-25T15:55:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474617.27/warc/CC-MAIN-20240225135334-20240225165334-00458.warc.gz | 0.910486 | 409 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__59727661 | en | About Our 6-Day Aviation Maintenance Certification (AMC) Test Prep Course
Are you someone with qualifying experience looking to get Airframe and Powerplant (A&P) certified FAST? Good news! National Aviation Academy (NAA) now offers a 6-day A&P test prep course for those who meet experience requirements.
Our AMC Course is a test preparation, continuing education course designed to help individuals with eligible aircraft maintenance experience get A&P certified!
All candidates must have documentation of aviation maintenance experience to be eligible to test for Federal Aviation Administration (FAA) aviation maintenance exams. This includes:
- Military Veterans with eligible hands-on experience who possess an 8610-2 based on qualifying experience signed and approved by an FAA Representative
- Part-147 school graduates with a graduation/completion certificate
- 6 Days of Comprehensive FAA A&P Test Preparation
- All Training and Test Prep Materials
- FAA Written Exams & Availability to Test on Campus
- Mentorship from industry-experienced, A&P certified Instructors
Once you’ve completed the AMC course, we can assist you in locating a Designated Mechanic Examiner (DME) in your area to schedule your Orals and Practicals.
How Should You Prepare for the AMC Course?
We want to see you successfully test and become a certified A&P Mechanic!
- Review your provided General, Airframe, and Powerplant study guides prior to beginning the course
- You’ll need your own laptop or tablet to access the test prep software
At NAA, we’ve been training aviation maintenance technicians since 1932. With a rich history as a reputable A&P school, our goal is to provide you with the highest-quality training, at the best value, in the shortest time. Less than a week is hard to beat!
To learn more about the AMC course, entrance requirements, and applying to the program, visit the website or request more information below! | aerospace |
http://dailygadgetandgizmosnews.com/volansi-protection-subsidiary-joins-the-usaf-skyborg-mission/ | 2021-03-07T18:25:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178378043.81/warc/CC-MAIN-20210307170119-20210307200119-00103.warc.gz | 0.944897 | 266 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__66042567 | en | “Rather than placing a winner-take-all contract, AFLCMC has created a pool of knowledgeable companies that they can rely on to address various parts and problems,” said Hannan Parvizian, CEO and co-founder of Volansi. “When you put these together, the net result will be a portfolio of innovative, state-of-the-art solutions for AFLCMC to draw from.”
Leveraging the skills and strengths of fourteen best-in-breed aviation companies and integrating them into a powerful unmanned systems foundation could be critical not only for the Air Force but also for the industry.
For Volansi and the Volansi defense subsidiary VDS, this is a big win. “In collaboration with companies like Boeing, General Atomics Aeronautical Systems, Kratos Unmanned Aerial Systems and Northrop Grumman, Volansi’s participation in Skyborg could open up new opportunities outside of the project,” says Parvizian.
“This is a great opportunity to recognize our unique defensive skills,” said Parvizian. “I am confident that by working with Skyborg we can expand our range of services in terms of design, development and production.” | aerospace |
http://www.nwaero-defense.com/ | 2013-12-05T20:41:58 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163047545/warc/CC-MAIN-20131204131727-00055-ip-10-33-133-15.ec2.internal.warc.gz | 0.896373 | 382 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__8352022 | en | Northwest Aerospace Defense Symposium
Small businesses, government entities, and defense contracting firms looking to learn more about partnering with major primes and business leaders with in the defense community.
THE SYMPOSIUM - May 22
At this year's symposium we will be discussing program and defense updates with a focus on how to survive sequestration. Leading industry speakers will discuss the challenges of sequestration, and provide survival tips so that your company can get ahead of the competition and thrive even in lean times.
DEFENSE DAY - May 21
*Registration for this event will close on May 16 at 3pm
Take this unique opportunity to come and spend the day at
Joint Base Lewis McChord!
This event will give guests the opportunity to participate in a C17 tour, and hear mission briefings from the Command Staff.
The Pacific Northwest Defense Coalition and the Pacific Northwest Aerospace Alliance would like to invite you to attend our
NW Aerospace & Defense Symposium on May 21-22.
Come join PNDC and PNAA at this two day defense and aerospace symposium. At this year's symposium we will be discussing program and defense updates with a focus on how to survive sequestration.
Guest will also have the opportunity to enjoy a half day at Joint Base Lewis McChord they can participate in a C17, flightline, hangar, and heritage aircraft tours.
The symposium includes networking breaks, lunch and two networking receptions.
at Joint Base Lewis McChord
at Hotel Murano in Tacoma, WA.
PNDC and PNAA are not affiliated with the U.S. Air Force or the federal government. No federal endorsement implied.
*REGISTRATION FOR THE MAY 21 DEFENSE DAY TOUR AT JOINT BASE LEWIS MCCHORD WILL CLOSE ON THURSDAY, MAY 16 AT 3PM! | aerospace |
https://faustasblog.com/2008/09/russian-bombers-going-bye-bye/ | 2021-05-14T03:15:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991737.39/warc/CC-MAIN-20210514025740-20210514055740-00368.warc.gz | 0.966531 | 239 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__129970590 | en | Remember those two Russian Blackjacks that are flying from Venezuela at Hugo’s invitation?
Two Russian long-range bombers will return to base from Venezuela in four days after a visit designed to show off Moscow’s military strength and build ties with a foe of the United States.
The bombers, known in the West by the NATO codename “Blackjack”, are capable of carrying nuclear weapons but were not doing so during the flight to South America. They will return to Russia on September 15, Air Force commander Vladimir Drik told Interfax news agency.
It doesn’t sound as if Hugo had a chance to ride in one of them, never mind “fly one of those beasts:”
When asked to comment, the head of the Russian Air Force’s long-distance command, Pavel Androsov, said that any requests would be considered positively.
“If they ask us, then fine, if they give us such an order, we will safely transport him (Chavez) and show him the Caribbean from above,” Androsov was quoted as saying by Interfax.
Reuters video here: | aerospace |
https://heliflightpty.com/en/servicio/air-taxi | 2024-03-04T07:08:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476432.11/warc/CC-MAIN-20240304065639-20240304095639-00045.warc.gz | 0.938195 | 177 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__156932629 | en | About Air Taxi
Aircraft rent for commercial and industrial services, In-line maintenance. Helix Craft strategically ventured into the business of renting helicopters to large corporate customers, who signed long-term contracts to ensure aircraft availability as well as charter flights within Panama. Some of the main operations offered are longline precision cargo, oil and gas and photographing.
The Air Taxi operates a fleet of 10 helicopters (Airbus and Robinson) with its own crew as well as other 5 from third party providers. The main areas of service are passenger and external cargo transfers for corporate customers, and charter flights for private customers. We provide comprehensive support to charter operators, including fueling, ground handling, and maintenance services.
Please feel free to contact us for a price quotation and delivery terms.
Helix Craft offers a breath taking city tours of Panama City, the bay as well the Panama Canal | aerospace |
http://www.oldprops.ukhome.net/York.htm | 2023-03-29T19:55:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949025.18/warc/CC-MAIN-20230329182643-20230329212643-00336.warc.gz | 0.974922 | 395 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__160853142 | en | |York G-ANTK is a former Dan-Air machine and is now on display at the Imperial War Museum after restoration by the Duxford Aviation Society. It is one of only two survivors.|
|The Avro 685 York was developed as a simple military
transport for the Royal Air Force and flew for the first time at
Manchester's Ringway airport on July 5, 1942. The design relied heavily
on the company's Lancaster bomber, using the same wing, Merlin engines
and dual tail assembly arranged around a larger, box-like fuselage.
The type was designed quickly but was a low prority aircraft and few were built until the end of World War II in 1945. When production ended in 1948, 256 had been built and these contuned in military service until the mid 1950s.
The first civil Yorks were five RAF machines allocated to BOAC as 12-seat passenger/cargo aircraft, with which the arline began a London to Cairo service in April 1944. BOAC went on to operate 43 Yorks, including 19 acquired from British South American Airways after that company folded in 1949. Most had an 18-seat layout, although some were 12-berth sleeper transports.
Other overseas operators included FAMA of Argentina and South African Airways, while Skyways in Britain also built up a large fleet for charter work.
The type was retired from RAF srevicer in 1956, with BOAC following suit a year later. The type continued in service with Skyways, Dan-Air and Hunting Clan in 1960 but these were retired within a few years.
There are only two survivors, one with the RAF Museum at Cosford and another in Dan-Air markings at the Imperial War Museum, Duxford. Another wrecked aircraft survives within the Arctic Circle in Canada, with long-term plans to recover it.
|Contents||Photos and census||Update| | aerospace |
https://www.vicksburgpost.com/2022/03/18/jet-formation-clinic-coming-to-southern-heritage-air-foundation/ | 2022-12-05T14:14:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711017.45/warc/CC-MAIN-20221205132617-20221205162617-00659.warc.gz | 0.946402 | 431 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__110934708 | en | Jet formation clinic coming to Southern Heritage Air Foundation
Published 1:45 pm Friday, March 18, 2022
Vintage military jets will soon be seen and heard in the skies over Warren County, when the Classic Jet Aircraft Association holds its annual Jet Warbird Formation Clinic & Convention at the Vicksburg-Tallulah Regional Airport on March 30 through April 3 at the Southern Heritage Air Foundation Museum and Hangar.
The event is not open to the public and the foundation’s museum will be closed for tours during the clinic.
“We are extremely excited to have this new clinic in our area,” said Patty Mekus, president of the Southern Heritage Air Foundation. “These warbird training jets are quite different from the World War II warbirds that attend our formation clinic in October.”
Some of the planes expected to participate in the clinic include the Russian MiG 15, which flew in combat during the Korean War; the MiG 17, which was flown in Vietnam by North Vietnamese pilots; L-29 and L39 trainers; the Lockheed T-33 “Shooting Star” trainer; Jet Provost trainer and the S-211 trainer.
Because of the speed, type of jet aircraft and the current concerns facing the U.S. and other countries, Mekus said the foundation thought it was important to let the community know ahead of time that these aircraft may be flying over the city.
“The Southern Heritage Air Foundation has taken the initiative to inform local law enforcement, Fire and (Vicksburg Warren) E-911 that these jets will be flying overhead on these dates, in the event someone calls 911 out of concern,” she said.
The CJAA has pilots from all over the United States and is headquartered in Maryland. Many of the CJAA members have multiple memberships with many other aviation organizations.
“We hope the community will welcome these clinic attendees and their families, who will be staying in the city, patronizing the shops and eating in community restaurants,” said Dan Fordice, chairman of the Southern Heritage Air Foundation. | aerospace |
https://www.fox44news.com/news/local-news/local/baylor-scott-white-helicopter-unveiled/ | 2022-11-29T21:13:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710711.7/warc/CC-MAIN-20221129200438-20221129230438-00710.warc.gz | 0.931309 | 192 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__129660673 | en | Baylor Scott & White “introduced” their new emergency medical services helicopter Tuesday morning.
The helicopter is part of expanded aeromedical transport capabilities they are providing for Central Texas.
The new helicopter, branded as EC-135, is operated by PHI Air Medical and made its appearance by landing at the ground helipad at the Scott & White Medical Center on South 31st Street after making a few fly-by’s.
The expanded service capability will enhance our health system’s ability to provide advanced, high-quality rapid transport for all patient populations throughout the Central Texas Division,” said Terry Valentino, vice president of the trauma program and EMS operations for Baylor Scott & White.
The new EC-135 helicopter, branded with Baylor Scott & White logos, will allow pediatric, neonatal and now adult transport teams to travel farther, faster and safer using the EC-135’s enhanced navigational system. | aerospace |
https://spaceanddefense.io/singapore-airshow-2018-preview/ | 2024-02-23T06:05:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474361.75/warc/CC-MAIN-20240223053503-20240223083503-00074.warc.gz | 0.936158 | 1,247 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__77681529 | en | The event takes place against a backdrop of rising regional tensions and concerns about insurgency, with countries increasingly looking to modernise military aerospace capability as part of wider efforts to secure territory and enhance internal stability.
With Southeast Asian countries placing increasing emphasis on air force modernisation over the coming few years, the Singapore Airshow 2018 offers major opportunities for local and global defence companies to showcase their capabilities and position themselves for future growth in both Singapore and regional markets.
In the previous Singapore Airshow in 2016, more than 1,000 exhibitors from nearly 50 countries attended the event, including 65 of the top 100 global aerospace companies.
Underscoring the importance of the event, Jane’s analysis shows that countries across Southeast Asia will spend more on modernising their respective air forces over the next few years than they will on naval and land forces. Rising capability requirements are also spurring a high level of corporate competition, with military aerospace manufacturers from all corners of the world looking to expand regional market share.
According to Jane’s Defence Budgets, total defence investment funding (comprising defence procurement and research and development spending) in Southeast Asia during the 2018–2022 period will be nearly $40 billion, with around $13 billion — or 33 percent — spent on air forces. Navies will receive 30 percent of the investment funding, while armies will be allocated about 25 percent, with the remainder directed to cross-force priorities.
Jane’s statistics also show that Singapore will be Southeast Asia’s biggest air force investor, allocating about $4.2 billion during 2018–2022, or 34 percent of total regional air force modernisation funds during this timeframe. Given the scope of requirements, capability targets for Singapore and other regional air forces during this period include enhancing air combat, patrol, logistical, search and rescue, and force-projection capabilities.
Kelvin Wong, Senior Defence Technology Reporter
The Singapore Airshow 2018 will take on special significance given that it coincides with the 50th anniversary of the Republic of Singapore Air Force (RSAF)’s founding. The Ministry of Defence will take this opportunity to mark the start of a nine-month long celebration to recognise the service and achievements of its servicemen and servicewomen since it came into being as the Singapore Air Defence Command in September 1968.
President Halimah Yacob will officially launch the celebrations, which will be known as RSAF50, and unveil a specially painted F-15SG combat aircraft that commemorates the service’s milestone on 7 February.
The RSAF static display area will also feature twice the number of assets as compared to past events, with highlights including a runway mock-up with airfield landing aids, aircraft and weapon system simulators, and an aircraft arming demonstration. The aerial display will feature one F-15SG and two F-16Cs.
It will also receive a boost from new rotary aircraft — the Airbus H225M medium-lift and Boeing CH-47F heavy-lift helicopters — under contracts announced in late 2016.
Singapore has also embarked on an upgrade programme for its F-16C/D fleet, which is expected to be completed by 2023 and enable the RSAF to operate these aircraft out to 2030. The defence ministry has been studying the Lockheed Martin F-35 Joint Strike Fighter for years although it has remained coy about plans for the aircraft thus far.
Potential acquisitions in the near future include new maritime patrol aircraft (MPA) to replace its Fokker 50 Enforcers and new multirole transport aircraft to replace its fleet of Lockheed Martin C-130 Hercules medium lifters.
Ridzwan Rahmat, Senior Naval Reporter
In line with the rapid proliferation of underwater fighting platforms in the Asia-Pacific region is a growing requirement for aerial submarine prosecution capabilities. These include fixed-wing maritime patrol aircraft, and naval helicopters with anti-submarine warfare (ASW) sensors, and their associated sub-components and systems.
A number of Southeast Asian states have now either received or confirmed contracts for combat-capable submarine fleets. These include Malaysia, with its fleet of two Scorpène-class platforms, Vietnam, which is now operating six Kilo-class boats, and Thailand, which has confirmed a contract with China for an initial order of one S26T boat.
Indonesia has also received the first of three new Type 209/1400 newbuilds from South Korea’s Daewoo Shipbuilding & Marine Engineering, and is considering the acquisition of more boats from Russia, France or Turkey. This proliferation has led to several outstanding requirements, such as Malaysia’s programme for at least two ASW-capable MPAs.
As such, offerings by defence contractors to address this emerging requirement provide an additional focus to the multirole combat aircraft platforms that can be expected at the Singapore Airshow.
Mathan Gopalakrishnan, Senior Forecast Analyst, Military Communications/Command and Control
The Singapore Airshow will offer the manufacturers of military communication equipment a major platform. Jane’s Markets Forecast data indicates that the global military communications market is valued at $295.5 billion for next 10 years, and the Asia Pacific region represents 29.3 percent ($86.9 billion) of that market value.
In Singapore, major programmes include armed forces tactical network communications ($250 million) and FlexNet-1 radios ($134 million). Other regional states have even larger programmes in progress, most notable India, which is investing $1 billion for its army static switched communication network (ASCON), and $554 million for advanced very low frequency (VLF) receivers, with over $1 billion dollars forecast for tactical communication systems.
Meanwhile, Vietnam is expected to spend around $400 million on manportable and multi-platform radios, Indonesia $225 million on PR4G F@stnet radios and Pakistan spending hundreds of millions of US dollars on buying manportable radios.
Jane’s Markets Forecast data indicated that there are over $500 million of opportunities for Singapore over the next decade. | aerospace |
https://bohemionews.com/2019/07/crew-capsule-created-to-take-u-s-astronauts-back-to-moon/ | 2020-01-27T00:32:14 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251694071.63/warc/CC-MAIN-20200126230255-20200127020255-00143.warc.gz | 0.959765 | 790 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__8319190 | en | The spacecraft was now unpowered and travelling up Earth's gravity well, decelerating all the way until it got close enough to the Moon for the Moon's own gravity to take over and accelerate the craft towards it.
In addition to the more obvious representations featured in the logo, NASA has also revealed that the "A" extends past the Moon as a nod to the program's goal of going beyond the Moon to Mars.
When Apollo 11 neared its destination, taking nearly three days for the near quarter million mile journey; the astronauts performed a braking manoeuvre to slow the craft and place it in lunar orbit.
Following two initial missions-Artemis 1 (uncrewed) and Artemis 2 (crewed)-Artemis 3 will launch the next American moonwalkers into "a new era of exploration", NASA said.
Vice President Mike Pence confirmed Saturday the US first will return to the moon, and then Mars, in upcoming space travel.
After Neil Armstrong became the first man to walk on the Moon, the initial craze for lunar exploration waned.
The UK Space Agency is already bidding for a role on the proposed Lunar Orbital Platform - an outpost which will serve as a base for astronauts exploring The Moon.
World Cup glory for New Zealand's netball Silver Ferns
The match was the sixth world cup final in a row between Australia and New Zealand over the past 20 years. Team England were also victorious in their third-place play-off game, beating South Africa 58-42.
Missing French submarine in 1968 discovered off southern coast: minister
A French submarine - with 52 crew on board - that went missing more than 50 years ago has been located in the Mediterranean Sea. A mystery that lasted for five decades has been solved after a missing French submarine was located off the coast of France .
There's a cold front coming! It's a rare sight for July
However, these rain showers will become more widespread and heavier throughout Monday afternoon and evening. The skies will clear Tuesday but the mild temperatures will remain as highs stay in the 70s.
The climax of that programme came almost 50 years ago when two astronauts landed on the Moon as part of the Apollo 11 mission, which cost $6 billion at the time, equivalent to $30 billion today.
Apollo 11 astronaut Buzz Aldrin is not one to mince words, and now the American hero defined why, 50 years on from the history-making mission, he's "disappointed" with NASA.
NASA has had this opportunity, off and on, presented and taken away from it for the past 15 years. Four days later, Aldrin and Armstrong touched down on the lunar surface. We landed on the moon with 250 million Americans watching our backs.
These landers will have many other customers as well, if all goes according to plan: Companies such as Astrobotic, Moon Express, Blue Origin and ispace envision significant and diverse demand for their lunar-transportation services.
"Standing before you today, I am proud to report, at the direction of the President of the United States of America, America will return to the moon within the next five years", Pence said earlier in the speech. The capsule on deck for the program's first operational mission in 2022 was sitting beside the stage.
"When we go to Mars, we're going to have to be there for a long period of time, so we need to learn how to live and work on another world", he said. I'll be walking along down my street at night, when it's starting to get dark and I sense something over my right shoulder and I look up and see that little silver sliver up there and think, 'Oh that's the Moon!
The issue came up again Friday, when Collins and Aldrin met with the president, vice president and NASA Administrator Jim Bridenstine in the Oval Office. | aerospace |
https://www.kw.jonkerweb.net/index.php/en/aircraft | 2023-05-28T19:53:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644506.21/warc/CC-MAIN-20230528182446-20230528212446-00787.warc.gz | 0.837465 | 90 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__230623214 | en | You are here: Home Aircraft
Nederlandse Modelbouw en Luchtvaartsite
Dutch Modelling and Aviation
Via this page it is possible to find informatie about Dutch military aircraft.
You can perform a quick search by clicking in the main menu on the option with the first letter of the aircraft factory and next look in the list for the type of aircraft you are loooking for. | aerospace |
http://digital.library.unt.edu/search/?q=%22Miller%2C%20Roy%20G%22&t=dc_creator | 2016-12-04T23:07:52 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698541426.52/warc/CC-MAIN-20161202170901-00293-ip-10-31-129-80.ec2.internal.warc.gz | 0.869855 | 108 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__248986137 | en | Date: June 1923
Creator: Miller, Roy G & Brown, D T
Description: The "Turkey Buzzard" is a semi-internally braced monoplane (Fig. 1). The wing is placed above the fuselage for two important aerodynamical reasons: first, because this position minimizes the mutual interference between the wing and the fuselage, and, second, useful lifting surface is utilized with the wing passing over the fuselage instead of through it.
Contributing Partner: UNT Libraries Government Documents Department | aerospace |
https://arts.eu/blog/blog-3?date_begin=2017-12-01&date_end=2018-01-01 | 2020-04-06T04:53:21 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371618784.58/warc/CC-MAIN-20200406035448-20200406065948-00080.warc.gz | 0.939472 | 327 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__168545413 | en | - Patrick Holland-Moritz
ARTS Blog & Press
Antennae: Research into greater safety and security in aviation
Antennae used in aircraft must operate reliably under extreme conditions. To achieve this, researchers carry out measurements in anechoic chambers – and, from time to time, even draw inspiration from the natural world.
- Industry Innovation
- Enrico Kabbe
Cold weather, ice and snow in industry - The unique challenges posed by winter
Trains are cancelled or delayed, aircraft need to be de-iced, cars won’t start and machinery everywhere is pushed to the its operational limits: the challenges of the cold weather are particularly noticeable in the transportation sector but also demand creative solutions from all kinds of industries. At the same time, low temperatures, ice and snow represent a great deal of potential opportunity for countless different industries, from automotive technology to the chemical industry.
- Icons of Industry
- Enrico Kabbe
William Bushnell Stout and his achievements on the way to developing the “Ford Trimotor” passenger aircraft
With revolutionary aircraft designs and engine constructions, William Bushnell laid the groundwork for the triple-engined Ford Trimotor passenger plane. This rugged range of aircraft was very popular with pilots due to its easy to handle flying dynamics and became known as the “Tin Goose” due to its corrugated metal cladding. The engine concept, which was highly unconventional at the time, lived on in many further models in the Ford Trimotor series and bore witness to Stout’s engineering and technical achievements. | aerospace |
https://freetvonline.live/pilot-died-as-a-result-of-emergency-landing-of-military-helicopter-in-india/ | 2021-05-14T14:19:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989526.42/warc/CC-MAIN-20210514121902-20210514151902-00165.warc.gz | 0.987638 | 134 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__19154382 | en | As a result of crash landing of the military helicopter in India’s Jammu and Kashmir region the pilot was killed, the second one is in serious condition. This was reported by the Hindustan Times newspaper.
An army Dhruv helicopter made an emergency landing near Lahanpur. The two injured pilots were taken to a military hospital. It was later learnt that one of the pilots died in hospital. According to the publication, the other pilot is on artificial respiration.
The cause of the incident is currently being determined.
On 20 January, three people were killed in a military helicopter crash in the U.S. state of New York. | aerospace |
http://consumertraveler.com/today/what-were-reading-jetblue-app-suggestions-air-on-planes-isnt-safe-passenger-detained-at-laguardia/?pfstyle=wp | 2016-02-11T10:43:38 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701161942.67/warc/CC-MAIN-20160205193921-00255-ip-10-236-182-209.ec2.internal.warc.gz | 0.928223 | 286 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__66397242 | en | JetBlue Airways calls all customers to help design next tablet app in new ThinkUp campaign
JetBlue is asking its customers to tell them what features the next tablet app should have.
Starting today through Dec. 2, 2012, customers can submit their ideas for what features should be included in the airline’s new tablet app by visiting Facebook.com/JetBlue and clicking on the ThinkUp tab.
Retired BA pilot claims air on passenger jets isn’t safe
A retired British Airways pilot says that air on jets isn’t always safe.
[T]he research of Professor Clement Furlong, an expert in biochemistry and organophosphates at the University of Washington in Seattle, showed that there are more potentially dangerous toxins in jet engine oil than previously thought. These can cause nausea, dizziness and long-term psychological damage.
Passenger detained at LaGuardia for alleged threat on Spirit Airlines flight
A passenger aboard a Spirit Airlines flight was detained after he made a threat to the flight crew.
Spirit Airlines Flight 197 was preparing to depart New York City’s LaGuardia Airport for Fort Lauderdale, Fla., on Monday morning when “a customer would not comply with instructions to turn off his cell phone and made a threat to the flight crew,” according to an airline spokesperson.
(Photo: mrkathika/Flickr Creative Commons) | aerospace |
https://norcalaerospace.org/education/ | 2021-10-25T11:26:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587659.72/warc/CC-MAIN-20211025092203-20211025122203-00568.warc.gz | 0.92234 | 604 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__293210118 | en | The NCAI Education and Enrichment Committee manages programs and events that expose local students and residents to interesting facets of aviation and space careers. Past initiatives include: the 2016 and 2018 Van’s Aircraft Toolbox Build series for middle- and high school students; collaboratingto create the new AeroSTEM Academy STEM charter school in Yuba City; helping establish Experimental Aircraft Association (EAA) Chapter 1593 in Marysville and Yuba City; and piloting the Yuba Sutter LSA Teen Build program with local high school students building a Van’s Aircraft RV-12 Light Sport Aircraft.
NCAI has several exciting education and enrichment programs starting in 2019! January saw the kickoff of our new speaker series, “Yes you can!” with the first panel discussion “Build an Airplane” and future topics ranging from becoming a pilot to learning about agriculture aviation. In March 2019, we send three local high school students to the Women In Aviation International conference in Long Beach, CA. Anticipating the completion of the LSA Teen Build RV-12 airplane in Spring 2019, we are looking at whether there is interest to continue the program again with a larger group of student builders.
Yuba Sutter LSA Teen Build
NCAI’s flagship education and enrichment initiative began in 2016 as a pilot program for ten students working with adult mentors to build a two-seat airplane called the Van’s RV-12. Projected to finish in the first half of 2019, this airplane (registered N112YS) represents 30 months of learning metalwork and shop skills, reading technical plans, teamwork, and leadership by our students.
Yuba Sutter LSA Teen Build Steering Committee
A sub-committee of NCAI’s Education and Enrichment Committee. Lessons learned from the pilot airplane build program may be applied to a future, expanded program that allows 16-24 student builders and a more streamlined process in a larger facility. In conjunction with regional and national career technical education partners, the steering committee is exploring whether there is demand for a skilled manufacturing enrichment program built around a sustainable youth airplane building program.
2019 Conference Scholarship
NCAI kicked off its annual scholarship program by selecting three Yuba-Sutter area high school students to attend the 2019 Women in Aviation International Conference in Long Beach, CA. This is anexciting opportunity for these aspiring aviators to interact and establish contact with industry leaders in a professional conference settting.
Youth Van’s Aircraft Toolbox Workshops
In 2016, NCAI hosted a series of free metalworking seminars for students interested in building an airplane to learn basic shop skills by constructing a toolbox using aircraft manufacturing tools and materials. Our 2018 toolbox series was done in partnership with the Sutter Buttes Ninety Nines (women pilot’s organization) and the Sutter Yuba Community Foundation, focusing on girls and Camptonville Middle School students. | aerospace |
https://cape02.com/infinity-beyond-africas-space-boom/ | 2022-05-22T16:52:03 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545875.39/warc/CC-MAIN-20220522160113-20220522190113-00377.warc.gz | 0.939731 | 708 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__246279753 | en | Across Africa‚ countries are increasingly turning to the skies in order to solve problems on the ground.
“Africa has experienced somewhat of a boom in space activity over the last few years with several countries establishing national space agencies‚” said Peter Martinez‚ a professor of space studies at the University of Cape Town.
A number of countries across the continent have declared their growing space ambitions with projects in recent years.
In January‚ Ethiopia announced plans to launch a satellite in three to five years to better predict weather conditions.
In 2013‚ the Kenyan government reported it had found two aquifers that could supply the country with water for 70 years via satellite.
Nigeria aims to put an astronaut in space by 2030 and has used satellites to assist in locating Boko Haram insurgents.
But this boom is not the space race of yesteryear‚ when the United States and the Soviet Union competed for prestige.
Rather‚ Martinez said‚ this space rush is largely fuelled by much lower barriers to entry than ever before.
“In the Cold War days‚ the main actors were superpowers. They were the gatekeepers as to which countries got into space‚” he said.
Now‚ as more countries recognise the importance of satellite technology‚ the prevalence of space technology in modern society makes it much easier to launch satellites into space.
Calestous Juma‚ a Harvard professor who specialises in space programs in developing countries‚ cautions against picturing fantastical and lofty projects when discussing African space programs.
“The space programs are largely about satellites technology and not sending humans into orbit‚” he wrote in an email.
“It is important to clarify this because…it makes it look like Africans are wasting money on lofty projects that should be left for the rich countries. This image is as wrong as it is misleading.”
Indeed‚ most space agencies today do not focus on putting a person on the Moon or flying someone to Mars; instead‚ countries use satellites to mine data that can be used to benefit their citizenry.
“Satellites are used to support sustainable development in a number of ways‚” Martinez said.
He offers the example of disaster relief.
“In the immediate response to a disaster‚ the infrastructure is probably wiped out so satellites provide the only means for communication and navigation‚” he said.
For more day-to-day practicalities‚ satellites allow countries to develop better policies across a range of fields.
“The changing climate‚ weather‚ resource and environmental mapping‚ security and telecommunications are among the reasons for the growing interest‚” Juma said.
If Kenya can use its satellite data to better predict and ameliorate future droughts‚ then the savings in human lives could outweigh present financial costs.
Space programmes can also provide valuable‚ well-paying jobs in building infrastructure and research‚ as well as stimulate interest in science and technology for young people‚ which can yield unforeseen future advances‚ according to Juma.
Velcro is famously the result of work from the National Aeronautics and Space Administration in America.
“You can tell the robustness of a country’s space programme by looking at what is on the ground‚ not what is in the skies‚” he said. | aerospace |
https://www.biplaneforum.com/threads/tail-wheel-size.21811/#post-269054 | 2022-06-30T10:08:57 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103671290.43/warc/CC-MAIN-20220630092604-20220630122604-00743.warc.gz | 0.952559 | 131 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__98471114 | en | - Jan 20, 2022
- Reaction score
We picked up N249E yesterday which I recently purchased. I have a lot of training ahead. My instructor commented on the tailwheel being large and that affecting the angle of attack at landing making it more difficult to fully stall the plane before the tailwheel hits. His Starduster Too has the small solid tailwheel. So what is the right angle and where is it measured? I measured the angle on the stabilizer and our airplanes are about 1.5 degrees apart. Should I consider a smaller tailwheel? | aerospace |
http://charz.com.ua/en/aero_l-39_albatros | 2019-02-17T22:55:16 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247482788.21/warc/CC-MAIN-20190217213235-20190217235235-00177.warc.gz | 0.876401 | 1,246 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__30620917 | en | Aero L-39 Albatros
The Aero L-39 Albatros is a high-performance jet trainer aircraft developed in Czechoslovakia to meet requirements for a "C-39" (C for cvičný – trainer) during the 1960s to replace the L-29 Delfín. It was the first of the second-generation jet trainers, and the first turbofan-powered trainer produced, and was later updated as the L-59 Super Albatros and as the L-139 (prototype L-39 with Garrett TFE731 engine).
A further development of the design, the L-159 ALCA, began production in 1997. To date, more than 2,800 L-39s have served with over 30 air forces around the world. The Albatros is the most widely used jet trainer in the world; in addition to performing basic and advanced pilot training, it has also flown combat missions in a light-attack role. Atypically, it has never received a NATO reporting name.
L-39X-01 – X-07 Five prototypes plus two static test airframes.
L-39C (C for Cvičná – training) Standard basic trainer for Soviet Union, Czechoslovakia and export. Originally designated L-39, but renamed L-39C when later variants appeared. Two pylons under wing. Approximately 2,260 built.
L-39CM (CM for Cvičná modernizovaná – modernised training) Slovak upgraded C version.
L-39M1 Ukrainian upgraded C version with AI-25TLSh engines. The conversion is carried out by Odesaviaremservis and the first plane was ready in 2009. The upgrade of a further 7 L-39C's is planned.
L-39V (V for Vlečná – tug) Single-seat target tug version for Czechoslovakia. Equipped to tow KT-04 target on 1,700 m (5,600 ft) cable. Prototype plus eight production aircraft built.
L-39ZO (Z for Zbraně – weapons) Interim weapon trainer variant for export. Four pylons stressed for 500 kg (1,100 lb) (inboard) and 250 kg (550 lb) (outboard), with total external load of 1,150 kg (2,500 lb). First flew 25 June 1975, with initial deliveries to Iraq in 1977. 337 built.
L-39ZA Significantly upgraded L-39ZO for armed training and light attack, employing sturdier landing gear, a higher payload (total 1,290 kg (2,844 lb)) and notably provision for a GSh-23L 23 millimeter twin barreled cannon attached in a conformal pod under the pilots' compartment, having a 150 round magazine within the airframe. Outer pylons wired to carry K-13 or R-60 air-to-air missiles. Two prototypes, with first flying on 29 September 1976. 208 aircraft delivered.
L-39ZAM Slovak upgraded ZA version.
L-39ZA/ART Thai version of L-39ZA with Elbit avionics. 40 built.
L-39MS The Aero L-39MS Super Albatros is a second generation military trainer aircraft developed from the firm's earlier L-39. Compared to its predecessor, it featured a strengthened fuselage, longer nose, a vastly updated cockpit, and a more powerful (21.6 kN (4,850 lbf)) Lotarev DV-2 engine, allowing operation at higher weights and speeds (max speed 872 km/h (542 mph)). First flight on 30 September 1986. It was later designated as the Aero L-59 .
L-139 Albatros 2000 Revised version with western avionics and 17.99 kN (4,045 lbf) Garrett TFE731-4-1T engine. Single prototype built.
L-159 Further modernised advanced trainer/combat aircraft with more modern, western avionics and Honeywell F124 engine.
• Crew: 2
• Length: 12.13 m (39 ft 9½ in)
• Wingspan: 9.46 m (31 ft 0½ in)
• Height: 4.77 m (15 ft 7¾ in)
• Wing area: 18.8 m² (202 ft²)
• Airfoil: NACA 64A012 mod
• Empty weight: 3,455 kg (7,617 lb)
• Max. takeoff weight: 4,700 kg (10,362 lb)
• Powerplant: 1 × Ivchenko AI-25TL turbofan, 16.87 kN (3,792 lbf)
• Never exceed speed: Mach 0.80 (609 mph, 980 km/h)
• Maximum speed: 750 km/h (405 knots, 466 mph) at 5,000 m (16,400 ft)
• Range: 1,100 km (593 nmi, 683 mi) (internal fuel)
• 1,750 km, (944 nmi, 1,087 mi) (internal and external fuel)
• Endurance: 2 hr 30 min (internal fuel), 3 hr 50 min (internal and external fuel)
• Service ceiling: 11,000 m (36,100 ft)
• Rate of climb: 13.5 m/s (4,130 ft/min)
• Wing loading: 250.0 kg/m² (51.3 lb/ft²)
• Thrust/weight: 0.37
• Climb to 5,000 m (16,400 ft): 5 min
• Take-off roll: 530 m (1,740 ft)
• Landing roll: 650 m (2,140 ft)
• Up to 284 kg (626 lb) of stores on two external hardpoints
• 2× wingtip fuel tanks | aerospace |
http://quasar9.blogspot.com/2007/03/magnetic-carpet.html | 2017-04-29T07:25:47 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123318.85/warc/CC-MAIN-20170423031203-00642-ip-10-145-167-34.ec2.internal.warc.gz | 0.732394 | 138 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__58901048 | en | Cluster reveals how Solar Magnetic fields get reconnected in turbulent plasma
This image provides a model of magnetic fields at the Sun's surface using SOHO data, showing irregular magnetic fields (the ‘magnetic carpet’) in the solar corona (top layer of the Sun's atmosphere).
Small-scale current sheets are likely to form in such turbulent environment and reconnection may occur in similar fashion as in Earth's magnetosheath.
Credits: Stanford-Lockheed Inst. for Space Research/NASA GSFC
Structure Of The Sun's Magnetic Field by Science Daily source ESA
Cassini - Odd Hexagon at Saturn’s Pole from Centauri Dreams | aerospace |
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