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https://www.expatica.com/nl/general/pilot-hurt-as-dutch-apache-crashes-near-kabul-39692/ | 2023-12-10T14:33:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102469.83/warc/CC-MAIN-20231210123756-20231210153756-00731.warc.gz | 0.968177 | 309 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__307324470 | en | Pilot hurt as Dutch Apache crashes near Kabul
30 August 2004
AMSTERDAM — A Dutch Apache combat helicopter crashed in Afghanistan at about 3.30pm local time on Sunday, slightly injuring one of the two crew members, the Defence Ministry has said.
The helicopter went down near the Afghan capital Kabul and the two pilots were airlifted by US personnel attached to the Combat Search and Rescue squad to the US hospital at the Bagram air base. It is the first Dutch Apache to have crashed.
The cause of the crash is not yet known, but it has been confirmed that the helicopter was not brought down by enemy fire. It is considered probable that the crash was due to a technical glitch, news agency ANP reported.
The helicopter was involved in surveillance operations with another Dutch Apache in the skies above Kabul. After the crash, the other helicopter flew safely to the Bagram air base, before returning later to the Dutch air base.
Both Apaches are stationed at the Kabul International Airport and are involved in security operations with the ISAF international peacekeeping force.
The Royal Dutch Air Force deployed six Apaches to Afghanistan at the end of March and the Cabinet recently decided to extend the mission to the end of March 2005. About 110 personnel are serving with the Apache deployment.
The families of the two crew members have been informed and the crashed helicopter will be salvaged. The Dutch air force has launched an investigation into the incident.
[Copyright Novum Nieuws 2004]
Subject: Dutch news | aerospace |
https://www.sarikhobbies.com/product/rc1330-saab-safari/ | 2019-05-22T11:34:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256797.20/warc/CC-MAIN-20190522103253-20190522125253-00243.warc.gz | 0.879485 | 88 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__20169413 | en | 47in. (1194mm) wing span sport-scale model of the Swedish primary training aircraft. Simple sheet box fuselage construction and sheet balsa skinned semi-symmetrical wings. Pleasantly aerobatic on a 20 cu.in. (3.5cc) motor. 4 function.
Star Rating **
Please note that all plans are printed to order and as such we are unable to accept returns. | aerospace |
https://desis.osu.edu/seniorthesis/index.php/2023/09/12/the-wright-cycles-take-flight/ | 2023-11-28T23:11:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00875.warc.gz | 0.972084 | 199 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__56674172 | en | This new installation would be a group activity to help encourage physical exercise, remember the Wright Brother’s origins, and put into perspective the required power for the first flight. The first flight was powered by a custom made 12 horse power engine. With this interactive exhibit people can cooperatively pedal in attempts to generate enough power for the platform to lift a off the ground. Each bike will be modeled after the Wright Cycle.
This is a cool callback to the brother’s cycle shop and how the flyer was made, too. It is an exhibit that gets your body moving and your mind. Its hands on which is a change of pace for the park. Getting people involved in the learning process keeps them engaged.
The problem with this model is scope. This is a very large undertaking that requires a lot of engineering and safety measures to consider. This is also a space consuming exhibit. The park doesn’t have a lot of space to put a hydraulic lift of this size. | aerospace |
https://sandiwassmer.co.uk/rocket-report-spacex-launches-korea-to-the-moon-georgias-contentious-spaceport/ | 2022-08-08T14:23:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570827.41/warc/CC-MAIN-20220808122331-20220808152331-00148.warc.gz | 0.909008 | 945 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__100807964 | en | Welcome to the 5.05 situation of Rocket Report! Do not look now, however we might be lower than 4 weeks away from the launch of NASA’s Area Launch System rocket. I’ve lined this booster for a dozen years and I’m so prepared for this Lastly occur. I’ve quite a lot of protection deliberate for the following few weeks.
As all the time, we welcome reader submissions, and in the event you do not wish to miss any points, please subscribe utilizing the field beneath (the shape won’t seem on AMP-enabled variations of the location). Every report will embody info on small, medium and heavy payload rockets, in addition to a fast have a look at the following three launches on the schedule.
Georgia spaceport sues to pressure land sale. Early Camden County residents voted overwhelmingly towards a proposed spaceport in southeastern Georgia. Later, the proprietor of 4,000 acres sought by spaceport advocates stated he would finish a deal to promote the land to backers of the Spaceport Camden venture. Nonetheless, Camden County commissioners refuse to surrender on a dream of constructing a spaceport that native residents don’t desire and the landowner would not wish to promote for. So that they took the land proprietor, Union Carbide Company, to courtroom, News4Jax stories.
Ignoring the voters … Final month, in an announcement, Union Carbide stated, “Consequently (of the election), an Possibility Settlement now not exists between the County and UCC, and UCC doesn’t intend to convey possession to the County.” pursuant to the Possibility Settlement above.” In submitting the lawsuit, Camden County Authorities Administrator Steve Howard wrote, “Union Carbide most definitely has a contract with Camden. The county has indicated that it’s prepared, prepared and capable of shut. We hope that Union Carbide honor your contract.” compromises.” Sooner or later, it’s important to marvel why native officers are so hell-bent on constructing this spaceport. (Submitted by zapman987 and Ken the Bin)
Stable Rocket’s debut was successful. Chinese language launch service supplier CAS Area efficiently positioned six small satellites into orbit early Wednesday with the primary launch of the Lijian-1 stable rocket, Area Information stories. Lijian-1 is now the most important Chinese language operational stable launcher, and CAS Area can also be creating bigger rockets. The 30-meter-high Lijian-1 rocket can carry 1,500 kilograms of payload in a 500-kilometer sun-synchronous orbit.
by-product designs … CAS Area is a quasi-commercial spin-off of the Chinese language Academy of Sciences. Mother or father firm CAS develops a variety of spacecraft, together with Beidou satellites, and has beforehand launched sounding rockets. Though Wednesday’s orbital launch marks a serious step ahead, stable rockets seem like just the start of CAS Area’s ambitions. The corporate can also be engaged on reusable liquid engines with the aim of creating recoverable launchers. A brand new web site unveiled by the corporate just lately exhibits renders of launch autos much like the Falcon 9, Falcon Heavy, and New Shepard launchers. (hosted by EllPeaTea and Ken the Bin)
US firms full the launch of a palooza on August 4. Thursday was a giant day for US launch suppliers. Beginning at 05:00 UTC, Rocket Lab’s Electron automobile launched the NROL-199 mission into low Earth orbit for the US Nationwide Reconnaissance Workplace. Then, at 10:29 UTC on Thursday, United Launch Alliance’s Atlas V rocket despatched a space-based infrared system satellite tv for pc into orbit for the US Area Drive. Lastly, at 1337 UTC, Blue Origin’s New Shepard rocket launched the NS-22 suborbital area tourism mission.
Then SpaceX … On Thursday night time, consideration turned to SpaceX and its Falcon 9 rocket, which was to launch the Korea Aerospace Analysis Institute’s Korean Pathfinder Lunar Orbiter spacecraft to the Moon. The rocket launched at 23:09 UTC from Cape Canaveral, Florida, and was profitable. I am unable to keep in mind a time when 4 completely different US rockets have been launched throughout the identical calendar day, however this in all probability will not be the final time, given all the event of latest US boosters, huge and small. We’re actually coming into an period of launch abundance. (hosted by EllPeaTea and Ken the Bin) | aerospace |
https://physics.uu.se/calendar/event/?eventId=50344 | 2021-06-13T12:30:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487608702.10/warc/CC-MAIN-20210613100830-20210613130830-00113.warc.gz | 0.771266 | 174 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__73580112 | en | Seminar: The Philae Lander at Comet 67P
- Date: –16:15
- Location: Ångströmlaboratoriet, Lägerhyddsvägen 1 Polhem
- Lecturer: Hermann Boehnhardt, Max-Planck-Institut für Sonnensystemforschung, Göttingen, Germany
- Contact person: Sofia Ramstedt
How did the first landing on a cometary nucleus really work out? How was it planned and engineered? What science did it actually achieve? Hermann Boehnhardt, lead scientist for the Philae lander on Rosetta, will tell us the story of the lander and provide an overview of the science it did on the surface of comet 67P/Churyumov-Gerasimenko. | aerospace |
https://www.bartintl.com/mtu-maintenance-canada-signs-cf6-50-and-accessory-repair-contract-with-lockheed-martin | 2019-02-17T01:43:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247481428.19/warc/CC-MAIN-20190217010854-20190217032854-00184.warc.gz | 0.933424 | 255 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__173592285 | en | mtu maintenance canada signs cf6-50 and accessory repair contract with lockheed martin
MTU Maintenance Canada and Lockheed Martin have signed two contracts covering the maintenance, repair and overhaul of CF6-50C2 engines as well as accessory repair for the engines. Combined, the contracts have a value of around 135 million U.S. Dollars. These contracts support Lockheed Martin in their maintenance program for KC-10 Extender refuelling tanker aircraft program on behalf of the U.S. Air Force (USAF).
MTU Maintenance Canada is the MTU Maintenance group’s center of excellence for engine MRO in military applications in North America. “We are delighted to have signed these agreements with Lockheed Martin and hope this is the start of excellent, long-term cooperation,” said Michael Schreyögg, Chief Program Officer and Member of the Executive Board at MTU Aero Engines. “Our location in Vancouver has extensive experience and a great track record in supporting military programs.” Jack Turnbill, President Lockheed Martin Commercial Engine Services adds: “We are confident that MTU Maintenance Canada will be an invaluable partner to us in this program and look forward to great cooperation in the coming months and years.” | aerospace |
https://paramotornews.com/tag/apco/ | 2022-01-25T02:46:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304749.63/warc/CC-MAIN-20220125005757-20220125035757-00235.warc.gz | 0.939822 | 675 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__68607237 | en | we like this, easy to mount a camera to your fabric wing.
The bullet riser shown left has been designed to produce a reduced area to the direction of travel and airflow.
Bullet Riser – a revolutionary design of riser. (In the best APCO tradition thinking outside the box)
The riser which will set the future design for the industry – reduction of riser drag by 80% and more.
Its drop shaped branches produce only a fraction of the drag produced by regular risers. It is still made from the same 25mm. width webbing, butshaped into a tear drop profile – easy to understand and handle.
See the photos comparing the 2 risers and their frontal areas – on the left bullet riser, right side regular riser –
no further comments required! – A truly intelligent design.
It is a very effective way of improving performance without sacrificing safety, handling and integrity of the wing.
We like the idea and see its another step towards the future of flying.
APCO’s new 18 and 20m slalom racing wing.
from APCO “The APCO NRG is the “Bad Boy” in Apco’s Paramotor wings family. Like your kid brother, it’s small but with a lot of attitude. It is a specifically designed slalom racing wing that’s also fun to just play around with. Speed and handling characterize this wing but it’s real virtues are stability and safety in extreme maneuvers. We are proud of this wing and are sure you will be too..”
LIFT – Apco’s first all round purpose built Sports Class reflex wing for wide segment of pilots.
Conceived from Force, as a direct result of pilot demand and a worthy addition to our classic paramotor wing range. It is not a tuned down version of Force, but all in all a new wing, purpose built and designed to specific needs of wide range of pilots, targeting anyone who would like to fly easy rock solid reflex wing with excellent performance and speed.
LIFT does not sacrifice much on speed range and performance when compared to Force, but offers unmatched foolproof launch, dream-like handling and safety combined with ease of flying and reassuring comfort that will amaze you each time you take off.
LIFT is the perfect choice for every pilot who wants to enjoy flying long distances with no stress or is just playing around.
LIFT is ready in 2 sizes – S and M – covering weight range from 75kg.-165kg. The design brief ofLIFT aims to combine the best aspects of reflex wing with performance, handling and launch APCO is known for – perfectly blended into a well built, robust chute made to last.
Equipped with our unique SRS® system to allow for comfortable slow speed take-off and landing. HIT Valves® (APCO exclusive) incorporated to insure maximum stability and internal wing pressure at any angle of attack. Built-in Flexon battens® for perfect profile shape retention and long term consistent performance – maintenance free and great weight saver. We are proud to be the first and original innovators of all the above unique features – today finding their way into other brands designs too. | aerospace |
https://www.media.mit.edu/groups/beyond-the-cradle/workshops/ | 2024-02-23T03:55:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474360.86/warc/CC-MAIN-20240223021632-20240223051632-00020.warc.gz | 0.927035 | 890 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__199524427 | en | Dr. Dorit Donoviel
Executive Director, Translational Research Institute for Space Health
Location: E14-633 Lecture Hall
Join the Translational Research Institute for Space Health (TRISH) at the MIT Media Lab for a thought-provoking workshop discussing the pink and squishy parts of spaceflight. Leaders in microgravity human research delve into the intersection of public and private research funds and their impact on science and society. The interactive discussions explore the ethical considerations, benefits, and drawbacks that come with this emerging research model, and the role of humans in its future. What do we owe to future explorers? Don't miss this opportunity to engage with leading experts and contribute to the conversation on one of the most pressing issues of the next space era.
Facilitator: Lars Cromley, Technology Fellow at Deloitte
The barriers that prevent companies from seeing their connection to space, and how they can prepare their business to benefit as part of the maturing space ecosystem. Isn’t every company a space company? Maybe they don’t all produce rockets or satellites, but instead rely on GPS to improve logistics or weather data to inform operations. Maybe the cutting-edge consumer electronics they produce are also relevant to emerging space activities. Even tax companies are space companies when they help commercial space service providers navigate global tax requirements. Whether actively focused on space as a business, dependent on the many services space provides, or innovating in ways that can also benefit space systems, every company is a space company.
The trouble is companies often don’t see their connection to space, and consequently unaware of how they can contribute to the ecosystem of space. How can we improve the connection to space? How do we ensure companies aren’t just passively benefitting from space services but actively exploring their role in the ecosystem of space? In this workshop we’ll discuss common barriers and opportunities to ensuring every company sees themselves as a space company.
Project ICE-MELT addresses the loss of emotional connection between astronauts on deep space missions and their loved ones on Earth. The AI-enabled, time-shifted communication experience increases feelings of connection and mediates the effects of communication lag time (MELT). The time-shifting communication solution helps bridge the gap caused by the 40-minute round-trip latency between Earth and Mars, allowing astronauts to feel connected with their loved ones even in the isolated, confined, and extreme (ICE) conditions of space. The AI, referred to as the "Space Whisperer", facilitates interactive video dialogues that are delivered as experiential memories, helping to maintain strong relationships and contribute to the astronaut's emotional well-being.
The majority of earth bound Architecture is about building volumes. Architects use volumes to deploy forms that are systems of control into which a person’s body enters. But even the most celebrated architectural volumes tend to present themselves as universal in how they activate the body, thus reducing all of them to neutral architectural experiences. But what is volume? What is its potential for the body in the environment of weightlessness? How do we design for the lived experience of space? It is difficult to design for a volume that we do not have access to or that our bodies do not understand. The sensory feedback and spatial reference frames in the zero gravity environment is something unknown to most people. Is it possible to empower earth-bound people with the expanded consciousness enabled by the overview effect through thoughtful intervention in human reference frames? How can we consider new ways of creating meaning and being to expand spatial accessibility and inverse the current power structures affecting the cyborg-person?
Location: E14-6th Floor Silverman Skyline
AstroAccess is hosting a workshop to discuss the advantages of inclusive design in human spaceflight and specific methods/criteria for organizing this work and setting priorities. During the workshop, attendees will learn about AstroAccess' ongoing efforts to explore inclusive design strategies for microgravity environments. The discussion will focus on the benefits of designing for crew members with disabilities, which can improve the overall experience for all crew members. The workshop will cover topics such as system analysis, subsystem prioritization for missions/projects, co-design, and co-creation. Attendees will work with two examples: new interaction models for caution and warning systems, and designs for orientation and navigation in low-visibility scenarios. | aerospace |
http://thenigerianoracle.com/2012/06/13/aviation-authority-suspends-air-nigerias-operations/ | 2013-06-19T20:30:32 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709135115/warc/CC-MAIN-20130516125855-00078-ip-10-60-113-184.ec2.internal.warc.gz | 0.941045 | 297 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__1404668 | en | Aviation authority Suspends Air Nigeria’s Operations
June 13, 2012 in Nigerian Current Affairs
The Nigeria Civil Aviation Authority (NCAA) on Tuesday said that it had suspended the operations of Air Nigeria owing to the strike embarked upon by its engineers and pilots over poor welfare package.
Sam Adurogboye, the NCAA’s General Manager (Public Relations), confirmed the suspension, while responding to enquiries on the current state and performance of the airline.
“The suspension of the operations of Air Nigeria is a routine action that will to enable us (NCAA) to scrutinize the airline before allowing it to start operations again having being on strike for days,’’ he said.
“It is a normal exercise,’’ Mr Adurogboye added.
Isaac Balami, the National President of the National Association of Aircraft Pilots and Engineers (NAAPE), said he was aware of the suspension placed on Air Nigeria’s operations by NCAA.
“This will allow NCAA to carry out proper auditing of Air Nigeria, as the airline’s pilots and engineers have yet to receive their outstanding salaries.
“We called off the strike embarked upon by NAAPE members in Air Nigeria last week to allow the union and the management to resume negotiations on the contentious issues that led to the strike,’’ Mr. Balami said.
Source: Channels News | aerospace |
http://freerepublic.com/focus/news/2836708/replies?c=16 | 2013-05-24T10:20:01 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704517601/warc/CC-MAIN-20130516114157-00021-ip-10-60-113-184.ec2.internal.warc.gz | 0.858086 | 190 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__53321288 | en | To: Cyber Liberty
Biological: radiation hazard avoidance recommended for astronauts on EVA; passengers and crew in high-flying aircraft at high latitudes may be exposed to radiation risk.***
Satellite operations: single-event upsets, noise in imaging systems, and slight reduction of efficiency in solar panel are likely.
Other systems: degraded HF radio propagation through the polar regions and navigation position errors likely.
posted on 01/23/2012 1:02:46 PM PST
(An APPEASER is one who feeds a crocodile - hoping it will eat him last)
... radiation hazard avoidance recommended for astronauts on EVA ...
Thanks. I'll try to avoid that for the next couple of days.
posted on 01/23/2012 1:12:24 PM PST
(Corporate Profits are better than Government Waste)
FreeRepublic.com is powered by software copyright 2000-2008 John Robinson | aerospace |
https://brucesawfordlicensing.com/magazines/key-publishing/pc-pilot | 2023-12-05T08:27:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100550.40/warc/CC-MAIN-20231205073336-20231205103336-00189.warc.gz | 0.949854 | 82 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__89910118 | en | Founded in 1999, PC PILOT brings sense and expert opinion to the exciting and often daunting world of flight simulation. Contributors include many real-world pilots and aviation professionals.
Published bi-monthly, each issue of the magazine is packed with detailed news, advice, reviews, features and views on all aspects of flight simulation.
6 issues a year
You may also be interested in... | aerospace |
http://en.chinagate.cn/science/2008-04/24/content_15006548.htm | 2023-05-29T03:10:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644574.15/warc/CC-MAIN-20230529010218-20230529040218-00218.warc.gz | 0.951415 | 169 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__110330712 | en | Chinese scientists and engineers have built prototypes of the country's planned lunar rover module, the Science and Technology Commission of Shanghai Municipality said on Wednesday.
The city's lunar rover research team had completed models of different types of lunar rover and conducted feasibility and technological trials.
The Shanghai Academy of Spaceflight Technology had made significant progress in key technologies for the locomotion system, it said.
China successfully launched its first lunar probe, Chang'e-1, in October. The launch was the first step in China's three-stage moon mission, which includes the launch of a lunar rover for a soft landing and a second rover that is to collect lunar soil and stone samples for research.
China plans to land its first lunar rover on the moon in 2013.
(Xinhua News Agency April 24, 2008) | aerospace |
https://www.scdf.gov.sg/general/news/news-releases/2015/scdf-team-returns-fire-fighting-operations-indonesia | 2017-03-29T03:17:36 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190181.34/warc/CC-MAIN-20170322212950-00082-ip-10-233-31-227.ec2.internal.warc.gz | 0.964925 | 189 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__43448908 | en | Tuesday, 27 October 2015
SCDF Team Returns from Fire-fighting Operations in Indonesia
The six-man SCDF Disaster Assistance and Rescue Team (DART), deployed to assist in fire-fighting operations in Indonesia, returned to Singapore at about 3:30pm today, together with the SAF personnel deployed as part of Singapore’s offer of assistance to Indonesia. They were received at Paya Lebar Air Base by SCDF Commissioner, Eric Yap.
The SCDF DART team had been deployed to Indonesia for 2 weeks, since 10 October 2015. During their deployment, the team operated a 5000-litre heli-bucket for aerial fire-fighting operations with the assistance of an RSAF Chinook helicopter. The team operated under challenging conditions, with thick smoke and poor visibility. This deployment has validated the SCDF’s operational readiness and preparedness. The experience gained will be invaluable for any future operations. | aerospace |
https://english.nv.ua/nation/russian-invaders-lose-two-warplanes-in-ukraine-within-two-hours-50269784.html | 2022-10-06T00:21:30 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337680.35/warc/CC-MAIN-20221005234659-20221006024659-00726.warc.gz | 0.918005 | 243 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__285588380 | en | The Air Force of the Armed Forces of Ukraine shot down two Russian military aircraft within the space on only two hours on Sept. 13, the press service of the Air Force Command reported on Facebook.
It said Ukrainian defenders shot down one enemy drone and two planes from 2 p.m. to 4 p.m.
In particular, fighters of Odesa’s 160th anti-aircraft missile brigade of the Air Command South destroyed a Russian Su-24 attack aircraft jet in Kherson Oblast.
At the same time, anti-aircraft gunners of Shepetivka’s 11th anti-aircraft missile regiment of the Air Command West shot down a Russian Su-25 attack aircraft in Donetsk Oblast.
According to Ukraine’s General Staff, since the beginning of the full-scale invasion of Ukraine, Russia has already lost 244 planes, 213 helicopters, 904 drones, and 233 cruise missiles.
Yuriy Ihnat, the spokesman of the Air Forces of the Armed Forces of Ukraine, said in late August that Russian military aircraft had not entered the zone of damage of Ukraine’s air defense systems for more than three months. | aerospace |
https://www.tornasolbroadcast.com/2014/09/08/asteroid-mining-is-it-really-possible/ | 2023-09-23T16:53:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506528.19/warc/CC-MAIN-20230923162848-20230923192848-00261.warc.gz | 0.923389 | 628 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__18715640 | en | Space rock mining alludes to the extraction of crude materials and minerals from space rocks and minor sublime bodies and close earth objects. The materials and minerals that people are peering toward to endeavor from adjacent comets and space rocks incorporate water, oxygen, hydrogen, iron, nickel and titanium. Oxygen and water are incorporated on the grounds that these are important to help the lives of miner space explorers. Hydrogen and oxygen are additionally accumulated on the grounds that the space travelers need them for rocket fuel.
As indicated by masters, the world’s store for minerals like gold, copper, lead, silver, indium, zinc, and tin is exhausting, and they can conceivably get depleted 50 to a long time from now. These minerals, including cobalt, manganese, nickel, platinum, and an assemblage of different minerals really came to earth from a downpour of space rocks that happened four billion years prior. This shows that space rocks do contain metals and minerals.
Space rock Mining Prospects
Would-be space mineworkers are genuinely considering close Earth space rocks as potential competitors for this hello tech mining action. In this way, they have distinguished three sorts of space rocks as solid contenders for conceivable space rock mining endeavors. These are:
These radiant bodies are bounteous in water. Water is not a mining prospect, yet it is required to manage the individuals included in the undertaking. C-sort space rocks are additionally accepted to contain natural carbon and phosphorous which we could use as elements for manure.
These space rocks don’t hold much water, yet they are accepted to be stacked with metals including gold, nickel, cobalt, platinum and rhodium. It is said that a 10-meter S-sort space rock can contain an expected 1.4 million pounds of metal. Around 110 pounds of this is made up of uncommon metals, for example, gold and platinum.
These brilliant bodies are uncommon. They are exceptionally looked for after in light of the fact that they can contain up to 10 times more metal than S-sort space rocks.
Conceivable Mining Options
Space rock mining is a profoundly yearning objective, however as per a study directed by the Keck Institute for Space Studies (KISS) at the California Institute of Technology in Pasadena, it is very conceivable. The conceivable mining choices include:
1. Bringing crude space rock material to earth for handling;
2. Transport transforming offices to the site for crude materials to be handled. Just transformed metals and minerals are brought once more to Earth;
3. Bring the space rock to a safe circle either around the International Space Station, the moon, or the Earth where mining is carried out.
As should be obvious, the world’s requirement for minerals is expanding however our stores are lessening. Aside from reusing, we have to discover different intends to deliver the metals and minerals that we requirement for our commercial enterprises. This is the motivation behind why humankind is genuinely considering space rock mining. | aerospace |
https://headlinecode.com/iranian-flight-overshot-a-runway/ | 2022-10-05T02:52:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337531.3/warc/CC-MAIN-20221005011205-20221005041205-00229.warc.gz | 0.966568 | 349 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__46339541 | en | Iranian flight overshot a runway during its landing on Monday. No passenger is critical. The incident took place in the southwestern city of Bandar-e Mahshahr.
“Arriving at Mahshahr airport, the pilot landed the aircraft too late and this caused him to miss the runway,” the broadcaster quoted the head of Khuzestan province’s aviation authority as saying.
Mohammadreza Rezaeia added that next to the airport “this caused the aircraft to overshoot the runway and stop in a boulevard.”
The McDonnell Douglas jet was flying from Tehran’s Mehrabad Airport. It belongs to Iran’s Caspian Airlines. Around 135 passengers along with the crew were inside the flight. All of them reached safely without any injuries, State TV reported.
“The incident occurred as the Iranian Flight back wheel broke off, as we saw it was left on the runway”, a state TV reporter present in the flight stated.
He adds the “plane had been moving with no wheels before it ground to a halt”.
Iran’s aviation authority state, “the cause of the incident is being investigated”.
The replacement of the decrepit fleet is under plan by the Islamic republic. This is after US longstanding sanctions got lift due to the nuclear deal in 2015 between world powers and Tehran.
The treasury department withdrew Boeing and Airbus licenses. This is as Donald Trump pulled out the deal in 2018. This made economic sanction cripple. It also forced to sell all passenger jets to Iran.
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Apollo 15 was the ninth manned mission in the American Apollo space program, the fourth to land on the Moon and the eighth successful manned mission. It was the first of what were termed "J missions", long duration stays on the Moon with a greater focus on science than had been possible on previous missions. It was also the first mission where the Lunar Roving Vehicle was used.
Commander David Scott and Lunar Module Pilot James Irwin spent three days on the Moon and a total of 18½ hours outside the spacecraft on lunar extra-vehicular activity. The mission was the first not to land in a lunar mare, instead landing near Hadley rille in an area of the Mare Imbrium called Palus Putredinus (Marsh of Decay). The crew explored the area using the first Lunar Rover, allowing them to travel much farther from the Lunar Module lander than had previously been possible. They collected a total of 77 kg (170 lbs) of lunar surface material. At the same time, Command Module Pilot Alfred Worden orbited the Moon, using a Scientific Instrument Module (SIM) in the Service Module to study the lunar surface and environment in great detail with a panoramic camera, gamma ray spectrometer, mapping camera, laser altimeter, mass spectrometer, and lunar sub-satellite deployed at the end of Apollo 15's stay in lunar orbit (an Apollo program first).
Although the mission accomplished its objectives, this success was somewhat overshadowed by negative publicity that accompanied public awareness of postage stamps carried by the astronauts without authorization, who had made plans to sell them upon their return.
- 1 Crew
- 2 Mission parameters
- 3 Planning and training
- 4 Mission highlights
- 5 Hardware
- 6 Scandals
- 7 Mission insignia
- 8 Visibility from space
- 9 Depiction in popular culture
- 10 References
- 11 Sources
Crew[edit | edit source]
|Commander||David R. Scott
|Command Module Pilot||Alfred M. Worden
|Lunar Module Pilot||James B. Irwin
All three astronauts on the all-Air Force crew received either an honorary degree or Master's degree from the University of Michigan, including Scott's honorary degree, awarded in the spring of 1971, just months before the launch. Scott did attend the University of Michigan, but left before graduating to accept an appointment to the US Military Academy. The crewmen did their undergraduate work at the US Military Academy or the US Naval Academy.
edit Backup crew[edit | edit source]
|Commander||Richard F. Gordon, Jr.|
|Command Module Pilot||Vance D. Brand|
|Lunar Module Pilot||Harrison H. Schmitt|
Schmitt was the first member of Group 4 to be selected as either a prime or backup crew member for an Apollo flight.
Support crew[edit | edit source]
Flight directors[edit | edit source]
- Gerry Griffin, Gold team
- Milton Windler, Maroon team
- Glynn Lunney, Black team
- Gene Kranz, White team
Mission parameters[edit | edit source]
- Launch mass: 2,945,816 kg
- Total spacecraft: 46,782 kg
- CSM mass: 30,354 kg, of which CM was 5840 kg, SM 24,514 kg
- LM mass: 16,428 kg, ascent stage at lunar liftoff 4,951 kg
- Earth orbits: 3 before leaving for Moon, about one on return
- Lunar orbits: 74
Earth parking orbit[edit | edit source]
LM-CSM docking[edit | edit source]
- Undocked: 1971-07-30 - 18:13:16 UTC
- Docked: 1971-08-02 - 19:10:25 UTC
EVAs[edit | edit source]
- Scott - Stand up EVA - LM upper hatch
- Start Stand Up EVA: 1971-07-31, 00:16:49 UTC
- End Stand Up EVA: July 31, 00:49:56 UTC
- Duration: 33 minutes, 07 seconds
- Scott and Irwin - EVA 1
- EVA 1 Start: 1971-07-31, 13:12:17 UTC
- EVA 1 End: July 31, 19:45:59 UTC
- Duration: 6 hours, 32 minutes, 42 seconds
- Scott and Irwin - EVA 2
- EVA 2 Start: 1971-08-01, 11:48:48 UTC
- EVA 2 End: August 1, 19:01:02 UTC
- Duration: 7 hours, 12 minutes, 14 seconds
- Scott and Irwin - EVA 3
- EVA 3 Start: 1971-08-02, 08:52:14 UTC
- EVA 3 End: August 2, 13:42:04 UTC
- Duration: 4 hours, 49 minutes, 50 seconds
- Worden (Irwin - Stand up) - Transearth EVA 4
- EVA 4 Start: 1971-08-05, 15:31:12 UTC
- EVA 4 End: August 5, 16:10:19 UTC
- Duration: 39 minutes, 07 seconds
Planning and training[edit | edit source]
The crew for Apollo 15 had previously served as the backup crew for Apollo 12. There had been a friendly rivalry between that prime and backup crew on that mission, with the prime being all Navy, and the backup all Air Force.
Originally Apollo 15 would have been an H mission, like Apollos 12, 13, 14. But on September 2, 1970, NASA announced it was cancelling what were to be the current incarnations of the Apollo 15 and Apollo 19 missions. To maximize the return from the remaining missions, Apollo 15 would now fly as a J mission and have the honor of carrying the first Lunar Rover.
One of the major changes in the training for 15 was the geology training. Although on previous flights the crews had been trained in field geology, for the first time 15 would make it a high priority. Scott and Irwin would train with Leon Silver, a Caltech geologist who on Earth was interested in the Precambrian. Silver had been suggested by Harrison Schmitt as an alternative to the classroom lecturers that NASA had previously used. Among other things, Silver had made important refinements to the methods for dating rocks using the decay of uranium into lead in the late 1950s.
At first Silver would take the prime and backup crews to various geological sites in Arizona and New Mexico as if for a normal field geology lesson, but as launch time approached, these trips became more realistic. Crews began to wear mock-ups of the backpacks they would carry, and communicate using walkie-talkies to a CapCom in a tent. (During a mission the Capsule Communicators (CapComs), always fellow astronauts, were the only people who normally would speak to the crew). The CapCom was accompanied by a group of geologists unfamiliar with the area who would rely on the astronauts' descriptions to interpret the findings.
The decision to land at Hadley came in September 1970. The Site Selection Committees had narrowed the field down to two sites — Hadley Rille or the crater Marius, near which were a group of low, possibly volcanic, domes. Although not ultimately his decision, the commander of a mission always held great sway. To Dave Scott the choice was clear, with Hadley, being "exploration at its finest".
Command Module Pilot Al Worden undertook a different kind of geology training. Working with an Egyptian, Farouk El-Baz, he flew over areas in an airplane simulating the speed at which terrain would pass below him while in the CSM in orbit. He became quite adept at making observations as the object traveled below.
Mission highlights[edit | edit source]
Launch and outbound trip[edit | edit source]
Apollo 15 launches on July 26, 1971.Main article: Apollo 15, Outward journeyApollo 15 launched on July 26, 1971, at 9:34 AM EDT from the Kennedy Space Center at Cape Canaveral, Florida. During the launch, the second stage of the Saturn V ignited when still close to the first stage, which could have caused a catastrophic event in which the exhaust of the first stage engine would have been forced back into the engine. Despite this, the rocket nominally reached an orbit around Earth a short time later. A couple of hours into the mission, the S-IVB third stage of the rocket reignited to propel the spacecraft out of Earth orbit and on to the Moon.
A few days after launching from Florida, the spacecraft passed behind the far side of the Moon, where the Service Propulsion System engine on the Apollo Command/Service Module ignited for a six-minute burn to slow the craft down into an initial lunar orbit. Once the lowest point of altitude was reached in the orbit, the SPS engine was fired again to further stabilize the orbit of the Apollo CSM/Apollo Lunar Module stack and prepare for landing at Hadley.
Landing[edit | edit source]
The majority of the first part of the day after arriving in lunar orbit, July 30, was spent preparing the Lunar Module for the descent to the lunar surface later on that day. After preparations were complete, un-docking from the CSM was attempted, but did not occur because of the faulty seal in the hatch mechanism. Command Module Pilot Al Worden re-sealed the hatch and the LM then successfully separated from the CSM. Dave Scott and Jim Irwin continued preparations for the descent while Al Worden remained in the CSM, returning to a higher orbit to perform lunar observations and await their return a few days later.[ALSJ 1]
Soon thereafter, Scott and Irwin began the descent to the Hadley landing site on the surface. Several minutes after descent was initiated, at pitch-over and the beginning of the approach phase of the landing, the LM was six kilometers east of the pre-selected landing target. Upon learning of this, Scott altered the flight path of the LM and touched down at 22:16:29 UTC on July 30 at Hadley, within a few hundred meters of the planned landing site. While previous crews had exited the Lunar Module shortly after landing, the crew of Apollo 15 would be spending a substantially longer amount of time on the surface than previous crews. In order to preserve their sleep rhythm, the crew elected to spend the rest of the day inside the LM and wait until the next day to perform the first of three Extra-vehicular activities (EVAs), or moonwalks. Before beginning their sleep period, Scott performed a stand-up EVA, during which the LM was depressurized and the top docking hatch opened to allow him to photograph their surroundings.[ALSJ 1][ALSJ 2]
Lunar surface[edit | edit source]
Jim Irwin salutes the United States flag on the Moon on August 1, 1971.Throughout the sleep period, Mission Control in Houston monitored a slow but steady oxygen leak. The data output of the onboard telemetry computers was limited during the night to conserve energy, so controllers could not determine the exact cause of the leak without awaking the crew. Scott and Irwin were eventually awakened an hour ahead of schedule, and the source of the leak was determined to be an open valve on the Urine Transfer Device. After the problem was resolved, the crew began preparations for the first moonwalk.[ALSJ 3]
Four hours after ending their sleep period and the preparations for the moonwalk were complete, Scott and Irwin became the seventh and eighth humans to walk on the Moon, respectively. After unloading the Lunar Roving Vehicle (LRV), the two drove to the first moonwalk's primary destination, Elbow crater along the edge of Hadley Rille. Upon returning to the LM Falcon, Scott and Irwin deployed the Apollo Lunar Surface Experiments Package (ALSEP). The first EVA ended after about 6½ hours outside the LM.[ALSJ 4]
The target of the second EVA the next day was the edge of Mount Hadley Delta. There, the pair sampled boulders and craters along the Apennine Front. During this moonwalk, the astronauts recovered what came to be one of the most famous lunar samples collected on the Moon during Apollo, sample #15415, more commonly known as the "Genesis Rock". Once back at the landing site, Scott continued to attempt to drill holes for an experiment at the ALSEP site, which he had struggled with the previous day. After conducting soil mechanics experiments and erecting a US flag, Scott and Irwin returned to the shelter of the LM. They spent 7 hours and 12 minutes outside during EVA 2.[ALSJ 4]
During EVA 3, the third and final moonwalk of the mission, the crew again ventured to the edge of Hadley Rille, this time to the northwest of the immediate landing site. After returning to LM site, Scott performed an experiment with a feather and hammer to test Galileo's theory of objects in gravity fields in vacuums. To test this, he dropped the hammer and feather at the same time. Because of the vacuum present at the lunar surface, they hit the ground at the same time, confirming Galileo's hypothesis. Scott then drove the rover to a point beyond the LM to its final resting point, so the television camera on the rover could be used to observe the lunar liftoff. Scott set up a memorial nearby to the cosmonauts and astronauts who were known to have died up to that time, with a plaque bearing their names and a "Fallen Astronaut" statuette. The EVA ended after 4 hours and 50 minutes.[ALSJ 4]
In total, the two astronauts spent 18½ hours outside of the LM and collected approximately 77 kg (170 lbs) of lunar samples.[ALSJ 4]
Return to Earth[edit | edit source]
Apollo 15 descends with two good parachutes into the Pacific Ocean on August 7, 1971.Main article: Apollo 15, Return to Earth After lifting off from the lunar surface 2 days and 18 hours after landing, the LM ascent stage rendezvoused and re-docked with the CSM with Al Worden aboard in orbit. After transferring samples and other items from the LM to the CSM, the LM was sealed off, jettisoned, and intentionally crashed into the lunar surface. After completing more observations of the Moon from orbit and releasing the sub-satellite, the three-person crew departed lunar orbit with another burn of the SPS engine.
The next day, on the return trip to Earth, Al Worden performed a spacewalk in deep space, the first of its kind, to retrieve exposed film from the SIM bay. Later on in the day, the crew set an endurance record for Apollo program, becoming the longest Apollo spaceflight to that point.
On approach to Earth the next day, August 7, the Service Module (SM) was jettisoned, and the Command Module (CM) reentered the Earth's atmosphere. Although one of the three parachutes on the CM failed to deploy properly, only two were required for a safe landing (one extra for redundancy). Upon landing in the North Pacific Ocean, the crew were recovered and taken aboard the recovery ship, the USS Okinawa after a mission lasting 12 days, 7 hours, 11 minutes, and 33 seconds.
Hardware[edit | edit source]
Spacecraft[edit | edit source]
Apollo 15 used Command/Service Module CSM-112, which was given the callsign Endeavour, named after the HM Bark Endeavour and Lunar Module LM-10, callsign Falcon, named after the United States Air Force Academy mascot. If Apollo 15 had flown as an H mission it would have been with CSM-111 and LM-9. That CSM was used by the Apollo Soyuz Test Project but the Lunar Module went unused and is now on display at the Kennedy Space Center Visitor Complex. Apollo 15 SM SIM bayAfter re-entry, one of Endeavour's three main parachutes collapsed after opening. As it turned out, only two of the three parachutes were required for safe splashdown; the third was a contingency. Endeavour ultimately splashed down safely to end the mission.
Technicians at the Kennedy Space Center had many problems with the Scientific Instrument Module (SIM) bay in the Service Module. It was the first time it had flown and experienced problems from the start. Problems came from the fact the instruments were designed to operate in zero gravity, but had to be tested in the 1 g on the surface of the Earth. As such, things like the 7.5 m booms for the mass and gamma ray spectrometers could only be tested using railings that tried to mimic the space environment, and so they never worked particularly well. When the technicians tried to integrate the entire bay into the rest of the spacecraft, data streams would not synchronize, and lead investigators of the instruments would want to make last minute checks and changes. When it came time to test the operation of the gamma-ray spectrometer, it was necessary to stop every engine within 10 miles (16 km) of the test site.
On the Lunar Module, the fuel and oxidizer tanks were enlarged on both the descent and ascent stages and the engine bell on the descent stage was extended. Batteries and solar cells were added for increased electrical power. In all this increased the weight of the Lunar Module to 36,000 pounds (16,330 kilograms), 4000 pounds (1800 kg) heavier than previous models.
Lunar Rover[edit | edit source]
The Lunar Roving Vehicle, or Rover, had been in development since May 1969, with the contract awarded to Boeing. It could be folded into a space 5 ft by 20 in (1.5 m by 0.5 m). Unloaded it weighed 460 lb (209 kg) and when carrying two astronauts and their equipment, 1500 lb (700 kg). Each wheel was independently driven by a ¼ horsepower (200 W) electric motor. Although it could be driven by either astronaut, the Commander always drove. Travelling at speeds up to 6 to 8 mph (10 to 12 km/h), it meant that for the first time the astronauts could travel far afield from their lander and still have enough time to do some scientific experiments.
Lunar subsatellite[edit | edit source]
Artist's conception of subsatellite deploymentThe Apollo 15 subsatellite (PFS-1) was a small satellite released into lunar orbit from the SIM bay. Its main objectives were to study the plasma, particle, and magnetic field environment of the Moon and map the lunar gravity field. Specifically, it measured plasma and energetic particle intensities and vector magnetic fields, and facilitated tracking of the satellite velocity to high precision. A basic requirement was that the satellite acquire fields and particle data everywhere on the orbit around the Moon. The Moon's roughly circular orbit about the Earth at ~380,000 km (60 Earth radii) carried the subsatellite into both interplanetary space and various regions of the Earth's magnetosphere. The satellite orbited the Moon and returned data from August 4, 1971 until January 1973.
Releasing the subsatellite was the crew's final activity in lunar orbit, occurring an hour before the burn to take them back to Earth. A virtually identical subsatellite was deployed by Apollo 16.
Launch vehicle[edit | edit source]
The Saturn V that launched Apollo 15 was designated SA-510, the tenth flight-ready model of the rocket. As the payload of the rocket was greater, changes were made to its launch trajectory and Saturn V itself. The rocket was launched in a more southerly direction (80–100 degrees azimuth) and the Earth parking orbit lowered to 166 km (90 nautical miles) above the Earth's surface. These two changes meant 1100 pounds (500 kg) more could be launched. The propellant reserves were reduced and the number of retrorockets on the S-IC first stage reduced from eight to four. The four outboard engines of the S-IC would be burned longer and the center engine would also burn longer before being shut down (see Saturn V for more information on the launch sequence). Changes were also made to the S-II second stage to stop pogo oscillations.
Once all the various components had been installed on the Saturn V, it was moved to the launch site, Launch Complex 39A. During late June and early July 1971, the rocket and Mobile Service Structure were struck by lightning at least four times. All was well however, with only minor damage suffered.
Space suits[edit | edit source]
The astronauts themselves wore new spacesuits. On all previous Apollo flights, including the non-lunar flights, the commander and lunar module pilot had worn suits with the life support, liquid cooling, and communications connections in two parallel rows of three. On Apollo 15, the new suits, dubbed the "A7L-B," had the connectors situated in triangular pairs. This new arrangement, along with the relocation of the entry zipper (which went in an up-down motion on the old suits), from the right shoulder to the left hip, allowed the inclusion of a new waist joint, allowing the astronauts to bend completely over, and even to sit on the rover. Upgraded backpacks allowed for longer-duration moonwalks, and the command module pilot, who wore a suit with three connectors, would wear a five-connector version of the old moon suit — the liquid cooling water connector being removed, as the command module pilot would make a "deep-space EVA" to retrieve film cartridges on the flight home.
Scandals[edit | edit source]
Dave Scott's space suit on display at the NASM. Robbins Medallion from Apollo 15After a highly successful mission, the reputation of the crew and NASA was tarnished somewhat by a deal they made with a German stamp dealer. H. Walter Eiermann, an who had many professional and social contacts with NASA employees and the astronaut corps, arranged for Scott to carry unauthorized commemorative postal covers in his spacesuit. Eiermann had promised each astronaut US$7,000 in the form of savings accounts in return for 100 covers signed after having returned from the Moon. He told them that he would not advertise or sell the covers until the end of the Apollo program. Irwin wrote in his book To Rule the Night that the astronauts had agreed to the deal as a way to help finance their children's college tuition.
One final controversial event happened after the flight. The crew had contacted Belgian sculptor Paul Van Hoeydonck to create a small statuette to personally commemorate those astronauts and cosmonauts having lost their lives in the furtherance of space exploration. The small aluminum sculpture called "Fallen Astronaut" was left on the Moon next to the Rover at the end of EVA 3, along with a plaque bearing the names of 14 American astronauts and Soviet cosmonauts. Unknown at the time, two of the original selection of 20 cosmonauts were also deceased before Apollo 15: Valentin Bondarenko (fire during training, March 1961) and Grigori Nelyubov (train accident/suicide, February 1966). Therefore, their names were not included on the plaque. The memorial was left while the TV camera was turned off. Only Irwin knew what Scott was doing at the time. Scott told mission control he was doing some clean up activities around the rover so they wouldn't know what he was doing. They had agreed with Van Hoeydonck that no replicas were to be made. After mentioning the statuette during their post-flight press conference, the National Air and Space Museum contacted the crew asking for a replica made for the museum, and Van Hoeydonck subsequently advertised replicas for sale to the public. Under pressure from NASA, Van Hoeydonck withdrew the sale offer. NASA ultimately showed the monument on its Apollo 15 mission documentary, with no mention that it was unauthorized.
Mission insignia[edit | edit source]
The circular patch features stylized red, white and blue birds flying over the Hadley Rille section of the moon. Immediately behind the birds, a line of craters form the Roman numeral XV. The artwork is circled in red, with a white band giving the mission and crew names and a blue border. Scott contacted fashion designer Emilio Pucci to design the patch, who came up with the basic idea of the three-bird motif. The crew changed the colors from blues and greens to more patriotic red, white and blue.
Visibility from space[edit | edit source]
The halo area of the Apollo 15 Landing site, generated by the LM's exhaust plume, was observed by a camera aboard the Japanese lunar orbiter SELENE and confirmed by comparative analysis of photographs in May 2008. This corresponds well to photographs taken from the Apollo 15 Command Module showing a change in surface reflectivity due to the plume, and was the first visible trace of manned landings on the moon seen from space since the close of the Apollo program. This evidence is important due to accusations that the moon landings were staged.
Depiction in popular culture[edit | edit source]
References[edit | edit source]
- ^ Richard W. Orloff. "Apollo by the Numbers: A Statistical Reference (SP-4029)". NASA. Retrieved 18 July 2009.
- ^ "Apollo 15: 1971 Year in Review, UPI.com"
- ^ a b c d Woods, O'Brien. "Apollo 15 Flight Journal". Retrieved 14 July 2011.
- ^ a b c d e f Wade, Mark. "Apollo 15". Encyclopedia Astronautica. Retrieved 14 July 2011.
- ^ "Day 11: Al Worden's EVA Day". Apollo Flight Journal. Retrieved 14 July 2011.
- ^ a b c d "Apollo 15 Press Kit". NASA. Retrieved 14 July 2011.
- ^ "Apollo's most controversial mission". Light Years (blog). CNN. July 27, 2011. Retrieved 2011-07-27.
- ^ Apollo Lunar Surface Journal
- ^ The "halo" area around Apollo 15 landing site observed by Terrain Camera on SELENE(KAGUYA)
- ^ Light Flashes Experiment
Apollo Lunar Surface Journal[edit | edit source]
- ^ a b "Landing at Hadley". Apollo Lunar Surface Journal. Retrieved 14 July 2011.
- ^ "Stand-Up EVA". Apollo Lunar Surface Journal. Retrieved 14 July 2011.
- ^ "Wake-up for EVA-1". Apollo Lunar Surface Journal. Retrieved 14 July 2011.
- ^ a b c d "Apollo 15 Mission Summary". Apollo Lunar Surface Journal. Retrieved 14 July 2011.
Sources[edit | edit source]
|This article is part|
of a series on
|Return to Earth|
- NASA Apollo 15 press kit - July 15, 1971
- Chaikin, Andrew (1994). A Man On The Moon: The Voyages of the Apollo Astronauts. Viking. ISBN 0-670-81446-6.
- Harland, David M. (1999). Exploring the Moon: The Apollo Expeditions. Springer/Praxis Publishing. ISBN 1-85233-099-6.
- NASA Manned Spacecraft Center (1972). Apollo 15 Preliminary Science Report. Scientific and Technical Office, NASA.
- Lattimer, Dick (1985). 'All We Did was Fly to the Moon. Whispering Eagle Press. ISBN 0-9611228-0-3.
- Apollo 15 Flight Journal. Retrieved 17 June 2005.
- Apollo 15 Lunar Surface Journal. Retrieved 17 June 2005.
- Apollo By The Numbers: A Statistical Reference by Richard W. Orloff (NASA). Retrieved 17 June 2005.
- Moonport: A History of Apollo Launch Facilities and Operations. Retrieved 17 June 2005.
- Apollo 15 in the Encyclopedia Astronautica. Retrieved 17 June 2005.
- Apollo 15 | Endeavour in A Field Guide to American Spacecraft.
- Apollo 15 Launch Video
- Apollo Program Summary Report. Retrieved 17 June 2005.
- NSSDC Apollo 15 page. Retrieved 20 December 2007.
- NASA (1972-09-15). Articles Carried on Manned Space Flights. Press Release.
- Sieger Flown Moon Covers. Retrieved 18 June 2005.
- In the Mountains of the Moon, NASA film on the Apollo 15 mission (Part 1) (Part 2)
- Apollo 15 television transmissions ApolloTV.net Video
- Interview with Al Worden with Astrotalkuk.org recorded in London on 22 May 2011 | aerospace |
https://www.davestravelcorner.com/links/air-travel/other-airline-info/emt-jets-9689.html | 2022-10-07T00:14:50 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337889.44/warc/CC-MAIN-20221006222634-20221007012634-00687.warc.gz | 0.754816 | 154 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__35417176 | en | |Description||Emtjets a Global Leader in Jet Aviation, providing over 4,000 Aircraft Worldwide,
for Private Jet Charter, Air Charter Flights, Empty Legs, Air Freight and Aircraft Sales. Emtjets Charter Marketplace offers direct access to Brokers and Charter Companies Worldwide, reducing search time and offering substantial savings on Empty Jets of up to 25-50%.
|Views||375 views. Averaging 0 views per day.|
|Submission Date||Feb 27, 2010| | aerospace |
https://aviationa2z.com/index.php/2022/08/04/exclusive-go-first-flight-g8911-from-ahmedabad-chandigarh-diverted-back-after-being-hit-by-a-bird/ | 2023-11-30T01:20:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.15/warc/CC-MAIN-20231130000127-20231130030127-00543.warc.gz | 0.927152 | 313 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__262720344 | en | A Go First flight G8911 operating from Ahmedabad to Chandigarh was diverted to Ahmedabad after a bird hit the plane on Thursday, said aviation regulator Directorate General of Civil Aviation (DGCA).
As per the aviation regulator, Directorate General of Civil Aviation (DGCA), engine number 1 of flight G8-911 is suspected to be hit by a bird and an investigation has been initiated.
Multiple incidents of technical snags and diversion of flights have been witnessed in the last few weeks. As per government data, a total of 478 technical snags-related occurrences were said in the planes in the last year between July 1, 2021, and June 30, 2022.
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Directorate General of Civil Aviation
“During operations, an aircraft may experience technical snags due to malfunctioning of components fitted on the aircraft which require rectification action by the airlines for continued safe, efficient and reliable air transport service.
These technical snags are informed by the flight crew on receiving an aural/visual alert in the cockpit or an indication of a faulty system or while experiencing the problem in operating the aircraft,” the civil aviation ministry recently told the parliament.
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https://www.cummingsaerospace.com/Systems-Design---Analysis-10-67.html | 2022-09-25T16:59:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334591.19/warc/CC-MAIN-20220925162915-20220925192915-00022.warc.gz | 0.87421 | 317 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__177941024 | en | Our Aerospace Engineers perform Computational Fluid Dynamics (CFD) modeling of subsonic through hypersonic flows implementing structured and unstructured grid generation using in-house, government, and commercial solvers, and Euler, RANS, DES, and LES flow schemes. Our Advanced CFD post-processing includes automated convergence prediction, visualization, and data extraction methods. We possess extensive experience validating our CFD models using large-scale sub-, trans-, and supersonic wind tunnel testing
Cummings Aerospace GNC engineers are recognized experts in the field of autopilot design, vehicle stability analysis, and guidance and control algorithm development for missile system applications. Cummings Aerospace’s competencies in GNC systems span; stability analysis of guidance and control systems, detailed guidance algorithm development, missile flight software design and implementation, and Kalman Filter design for navigation and tracking systems.
Cummings Aerospace’s mechanical design experience includes concept development and design trade studies for aerospace systems. Using state-of-the-art tools and processes, Cummings Aerospace's mechanical engineers complete structural loads analysis and environments definition, as well as stress and dynamic response analysis. Cummings Aerospace mechanical design and analysis experience encompasses tactical ballistic missile flight hardware and ground support equipment, target and countermeasure systems, and radar systems.
Our electrical engineering capabilities encompass conducting design trade studies, and detailed electrical component design, electrical circuit simulation, RF systems analysis, and link margin analysis. Our experience spans electrical system and subsystem development for tactical missile flight hardware, ground support equipment, and radar systems. | aerospace |
http://volgaradio.ru/russiadating-space-1955.html | 2018-08-17T06:02:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221211719.12/warc/CC-MAIN-20180817045508-20180817065508-00224.warc.gz | 0.966925 | 353 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__2215569 | en | Russiadating space forms of relative dating
Further planned developments called for a manned Earth orbit flight by 1964 and an unmanned lunar mission at an earlier date.
—was charged to accelerate the manned program, the design of which was combined with the Zenit program to produce the Vostok spacecraft.
With the collapse of the Soviet Union, Russia and Ukraine inherited the program.
Russia created the Russian Aviation and Space Agency, now known as the Roscosmos State Corporation, The theory of space exploration had a solid basis in the Russian Empire before the First World War with the writings of Konstantin Tsiolkovsky (1857-1935), who published pioneering papers in the late 19th and early 20th centuries and in 1929 introduced the concept of the multistaged rocket.
Unlike the American space program which had NASA as a single coordinating structure directed by its administrator, James Webb through most of the 1960s, the USSR's program was split between several competing design groups.
The Americans had secretly moved most leading German scientists and 100 V-2 rockets to the United States in Operation Paperclip, but the Russian program greatly benefited from captured German records and scientists, in particular drawings obtained from the V-2 production sites.
they built a replica of the V-2 called the R-1, although the weight of Soviet nuclear warheads required a more powerful booster.
While the government and the Communist Party used the program's successes as propaganda tools after they occurred, systematic plans for missions based on political reasons were rare, one exception being Valentina Tereshkova, the first woman in space, on Vostok 6 in 1963.
Missions were planned based on rocket availability or ad hoc reasons, rather than scientific purposes. | aerospace |
https://soff.se/en/medlemsnyhet/saab-supplying-sweden-with-firefighting-capabilities/ | 2024-04-15T16:58:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817002.2/warc/CC-MAIN-20240415142720-20240415172720-00667.warc.gz | 0.947572 | 485 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__140975420 | en | Saab has received an order from MSB, the Swedish Civil Contingencies Agency, regarding Sweden’s aerial firefighting capabilities. The contract is valid during the years 2020-2023.
The order is for the capability to fight fires with two firefighting aircraft, from 1 April to 30 September, through to 2023. Under the contract there is also the opportunity to trigger an option for two more aircraft, beginning with the 2021 fire season. This resource will be available for Sweden and for EU. Saab has during a period of one year, established aerial firefighting capabilities, using the Air Tractor AT-802 F firefighting aircraft, with the associated pilot and technician skills, as well as the specific permits for their operation.
“We are part of Sweden’s national security and our specialist expertise and flight permits made it natural for us to complement our operations in Nyköping with aerial firefighting capabilities,” says Ellen Molin, Head of Saab’s Support and Services business area. “It is important to have a prompt national response to forest fires, and this service is going to help deliver that.”
The AT-802 F is a water-bombing aircraft that in the event of a forest fire can release 35,000-50,000 litres of water per hour. The firefighting aircraft will be based in Nyköping, where Saab already has aviation operations for, among other things, aerial target towing and support for the Swedish Coast Guard’s aircraft.
From Nyköping, firefighting aircraft can within two hours reach Copenhagen or eastern Finland and within three hours, Luleå in the north of Sweden. If necessary, the firefighting aircraft can be based at another location with advanced technical and maintenance resources. Rapid response to fires is crucial.
For further information, please contact:
Saab’s press centre
+46 (0)734 180 018
Follow us on Twitter: @saab
Saab serves the global market with world-leading products, services and solutions within military defence and civil security. Saab has operations and employees on all continents throughout the world. Through innovative, pragmatic and collaborative work, Saab constantly develops, adapts and improves new technology to meet the changing requirements of our customers. | aerospace |
https://www.digit.in/news/general/isro-successfully-launches-gslv-mk-iii-its-heaviest-rocket-yet-35474.html | 2020-11-30T15:06:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141216175.53/warc/CC-MAIN-20201130130840-20201130160840-00310.warc.gz | 0.898412 | 686 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__66485889 | en | This is the first developmental flight of the rocket and it carried a 3,136 kg GSAT-19 satellite to a Geosynchronous Transfer Orbit
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The Indian Space Research Organisation (ISRO) has successfully launched its heaviest rocket yet, the Geosynchronous Satellite Launch Vehicle Mark III (GSLV Mk III). The launch was the first developmental flight for the rocket and carried a 3,136 kg GSAT-19 satellite to a Geosynchronous Transfer Orbit (GTO).
The GSLV Mk III is an indigenously developed three-stage heavy lift launch vehicle that sports two strap-on solid rocket boosters, a core liquid booster and a cryogenic upper stage. The strap-on boosters are located on either side of core liquid booster. These are designated as S200 and each carries 205 tons of composite solid propellant, which will function for 140 seconds, after which they are separated. Its the ignition of these boosters that results in the rocket taking off. While the strap-ons are still functioning, the Vikas liquid engines of the L110 liquid core booster will ignite 114 seconds take off and augments the thrust of the vehicle. The two engines will work together till the boosters separate.
The GSLV Mk III is capable of carrying satellites up to 4,000 kg into Geosynchronous Transfer Orbit (GTO), or a 10,000 kg satellite into Low Earth Orbit (LEO). This about twice the capability of GSLV Mk II rocket. The success of the GSLV Mk III paves the way for even bigger space missions, possibly even manned missions in the future.
You can watch the launch video below, which was telecast live by Doordarshan. The launch of the rocket is around the 20 minute mark. The launch of the rocket also drew praise from the Indian President, Prime Minister, and Rakesh Sharma, the first Indian into space.
Heartiest congratulations to ISRO on the historic launch of GSLV-Mk III #PresidentMukherjee— President of India (@RashtrapatiBhvn) June 5, 2017
The GSLV – MKIII D1/GSAT-19 mission takes India closer to the next generation launch vehicle and satellite capability. The nation is proud!— Narendra Modi (@narendramodi) June 5, 2017
Congratulations to the entire team @ISRO for the latest GSLV III success. Thanks to all if you a proud Indian is prouder today.— Rakesh Sharma (@kiratsharma) June 5, 2017
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We are about leadership-the 9.9 kind! Building a leading media company out of India.And,grooming new leaders for this promising industry. | aerospace |
https://s3cur1tyguy.com/rocket-report-sls-has-technical-problems-vector-yes-vector-is-back/ | 2021-12-02T03:27:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964361064.69/warc/CC-MAIN-20211202024322-20211202054322-00011.warc.gz | 0.954152 | 258 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__149482324 | en | Welcome to Edition 3.23 of the Rocket Report! Times are good when SpaceX launches a rocket on Thursday evening and United Launch Alliance has the potential to break its streak of scrubs on Sunday. After that, the next big US launch will be the Crew-1 mission carrying four humans into space—the most people launching at one time in more than a decade.
As always, we welcome reader submissions, and if you don’t want to miss an issue, please subscribe using the box below (the form will not appear on AMP-enabled versions of the site). Each report will include information on small-, medium-, and heavy-lift rockets as well as a quick look ahead at the next three launches on the calendar.
Rocket Lab to attempt a first-stage recovery. Rocket Lab said Thursday it will attempt to recover the first stage of its Electron rocket for the first time with its next mission, scheduled for liftoff in mid-November. Company founder Peter Beck said he was not sure what Rocket Lab would fish out of the ocean. It could be a nearly intact first stage or, he admitted, “a smoldering stump.” The key with this test, he said, was to gather data about the parachute system, Ars reports. | aerospace |
http://lss.mes.titech.ac.jp/ssp/cute1.7/cute1.7-1/old_englishfiles/index_e.html | 2020-07-07T15:13:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655893487.8/warc/CC-MAIN-20200707142557-20200707172557-00028.warc.gz | 0.862089 | 1,532 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__208644153 | en | Cute-1.7 + APD Project
Cute-1.7 + APD project is a satellite development project mainly by students at Laboratory for Space Systems, Tokyo Institute of Technology.
To launch our satellite in 2006, the project has started in January, 2004. Our satellite, named Cute-1.7 + APD, will be 200mm x 100mm x 100mm in size.
Cute-1.7 + APD will be the second satellite made in Tokyo Institute of Technology after the first one, CUTE-I, was launched in June, 2003.
This project is based on the international CubeSat project.
Cute-1.7 + APD will be launched as a sub-payload on the 3rd stage of Japanese solid rocket M-V-8 on Feb. 18, 2006. Main satellite is ASTRO-F.
The planned orbit of "Cute-1.7 + APD " is 250-280km in perigee height and 750km in apogee height, so lifetime of "Cute-1.7 + APD " is estimated much less than one year for the shortest due to atmospheric reentry. The exact lifetime is dependent on the actual rocket flight condition and atmospheric density.
"Cute-1.7 + APD II" is a follow-on satellite to the "Cute-1.7 + APD," and much improvements will be conducted in many components of "Cute-1.7 + APD II", in particular, for amateur communications system, camera system, APD sensor and so on, based on the experiences acquired in the development and operation of "Cute-1.7 + APD."
The launch of "Cute-1.7 + APD II" is planned to 2006Q3.
The web site will be updated as progress is made on the development of this project.
The Goals of This Project
Project Overview PowerPoint(Created at 2004-01-25, subject to change)
Mission Scenario PowerPoint(in Japanese)
Details of Simple Radio Link Layer
Amateur Frequency Use
Cute-1.7 + APD project team proposes using an amateur radio frequency for communication between the satellite and its ground station. We will operate our satellite, recognizing that radio-frequency spectrum is a precious finite resource and that an amateur satellite should be operated for the purposes stated in IARU's guidlines, that is
About Cute-1.7 + APD's digipeater with store-and-forward functionality.
- To provide communication resources for the general amateur radio community and/or
- To conduct technical investigations in all respects consistent with the Radio Regulations.
Frequency coordination for Cute-1.7 + APD project was completed by IARU at December 5, 2004. Cute-1.7 + APD will use:
How to Receive
- 437.385MHz, CW Beacon
- 437.505MHz, GMSK or FM/AFSK AX25 Downlink
- 1268.500MHz, GMSK AX25 Uplink
*2 USSS: University Space Systems Symposium, Symposium by space engineering majors from Japan and US.
- Nov, 1999 Concept of CubeSat was presented by Prof. Twiggs, Stanford Univ. at University Space Systems Symposium*2
The concept is to gain frequent launch opportunities by making satellites in standardized size and mass.
- Fall, 2000 CUTE-I project started
- 2003-06-30 CUTE-I launched. (Still working in space as of Oct, 2004)
- 2004-01-14 Cute-1.7 + APD project started.
- 2004-02-21 Discussed the use of amateur frequency by Cute-1.7 + APD at JAMSAT's Tokyo Area Meeting.
- 2004-04-18 Presented a poster at JAMSAT Annual Symposium.
- 2004-04-21 Conceptual design review held.
- 2004-07-04 Radiation test at Research Center for Nuclear Physics in Osaka University
- 2004-08-12 Presented a paper at 18th AIAA/USU Conference on Small Satellites. (See Papers and Presentations section below)
- 2004-08-22, 22 Presented posters at Ham Fair 2004.
- 2004-09-25, 26 Presented a poster at Space Development Forum 2004.
- 2004-10-06 to 2004-10-10 Presented posters at Japan International Aerospace Exhibition 2004.
- 2004-12-05 Frequency coordination by IARU completed.
The name of this project is Cute-1.7 + APD Project.
You might think 'CUTE-II' seems suitable for the name of the second project after CUTE-I project.
But when a new idea of this project came up, there already existed CUTE-II project in progress, where a satellite will be larger and its launch date will be later. Because this project expected earlier launch date than CUTE-II, a number greater than one and less than two was needed. It was finally named as Cute-1.7 + APD, one with a lucky number seven.
Papers and Presentations
Katsutoshi Imai, Naoki Miyashita, Masafumi Iai, Kuniyuki Omagari, Masashi Asami, Wataru Miyazawa, Hideyuki Yabe, Kei Miyamoto, Takeshi Usuda, Ken Fujiwara, Shinji Masumoto, and Saburo Matunaga, Tokyo tech small satellite development projects -"Cute 1.7" and "TSUBAME," Workshop for Space, Aeronautical and Navigational Electronics, Daejeon, Korea, March 4, 2005. Conference Homepage
Masafumi Iai, Shinji Masumoto, Saburo Matunaga, "Electrodynamic Tether System of Pico-Satellites for Orbital Debris Mitigation," JSME 13th Space Engineering Conference, Tokyo, January 21, 2005. Conference Homepage
Masafumi Iai, Kazuya Konoue, Koji Nakaya, Kyoichi Ui, Naoki Miyashita, Masashi Asami, Wataru Miyazawa, Kuniyuki Omagari, Yusuke Funaki, Katsutoshi Imai, Kei Miyamoto, Hideyuki Yabe, Ken Fujiwara, Shinji Masumoto, Takeshi Usuda, "Tokyo Tech's second microsatellite, Cute-1.7," Mechanical Engineering Congress 2004 International Symposium, September 6, 2004. Conference Homepage
Masafumi Iai, Yusuke Funaki, Hideyuki Yabe, Ken Fujiwara, Shinji Masumoto, Takeshi Usuda, Saburo Matunaga, Jun Kataoka, Tatsushi Shima, "A PDA-Controlled Pico-Satellite, Cute-1.7, and its Radiation Protection," 18th AIAA/USU Conference on Small Satellites, SSC04-IX-8, Logan, USA, August 12, 2004.
Your comments and suggestions are welcome, please write to:
Masafumi Iai, Cute-1.7 Project Manager | aerospace |
https://www.thegossipmedia.com/blog/2020/06/30/astronaut-loses-a-mirror-in-the-center-of-a-spacewalk/ | 2021-01-23T22:50:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703538741.56/warc/CC-MAIN-20210123222657-20210124012657-00599.warc.gz | 0.926468 | 666 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__260077008 | en | Dropping a mirror on Earth is barely minor trigger for concern, maybe concerning the potential of some upcoming unhealthy luck.
Dropping a mirror whereas on a spacewalk means making a doubtlessly harmful new piece of area junk, all whereas 1000’s of individuals watch it occur, streaming stay.
A small mirror got here unfastened from Worldwide House Station Commander Chris Cassidy’s spacesuit at first of a spacewalk on 26 June 2020.
The mirror floated away proper after Cassidy emerged from the ISS in orbital darkness to start a six-hour EVA to improve energy techniques on the station’s exterior.
Spacewalking astronauts have mirrors on every sleeve to get higher views whereas working, for the reason that spacesuit helmets restrict the sector of view. The mirror is simply 5-by-Three inches (7-by-12 centimeters), and in accordance the Related Press, along with its band has a mass of barely one-tenth of a pound (50 grams).
Cassidy inspected his spacesuit sleeve later whereas in daylight however did not see any clues that may clarify why the mirror got here off. NASA stated later that the misplaced merchandise posed no danger to both the spacewalk or the ISS.
NASA lists greater than 20,000 items of particles bigger than a softball orbiting the Earth. There are 500,000 items of particles the scale of a marble or bigger and there are various thousands and thousands of items of particles which are so small they cannot be tracked.
All these items – whether or not intact satellites or elements of satellites or rockets are touring at speeds as much as 17,500 mph, which is quick sufficient for even a comparatively small piece of orbital particles to break a satellite tv for pc or a spacecraft. Tiny paint flecks can harm a spacecraft when touring at these velocities.
The truth is, a lot of area shuttle home windows wanted to get replaced due to harm brought on by materials that was analyzed and proven to be paint flecks.
“The best danger to area missions comes from non-trackable particles,” stated Nicholas Johnson, NASA chief scientist for orbital particles.
House junk continues to be an issue with no particular answer. There have been designs for area nets, harpoons or vacuums to assemble up small particles.
However some say the simplest approach to remedy the area junk downside is a world settlement to cost operators “orbital-use charges” for each satellite tv for pc put into orbit. No phrase on attainable “person charges” for any objects misplaced throughout a spacewalk.
Cassidy and astronaut Bob Behnken performed the primary of 4 spacewalks to work on upgrading the station’s energy system. Final Friday, the veteran spacewalkers spent six hours and seven minutes swapping out 5 growing old nickel-hydrogen (NiH2) batteries with two new lithium-ion (Li-Ion) batteries.
They are going to exit once more on Wednesday, July 1 beginning at 7:20 am EDT to swap yet another NiH2 battery for a Li-Ion battery on the Starboard-6 truss construction.
This text was initially revealed by Universe Immediately. Learn the unique article. | aerospace |
https://code1flighttraining.com/faq/what-are-my-career-opportunities-as-a-certified-pilot | 2021-07-30T03:17:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153931.11/warc/CC-MAIN-20210730025356-20210730055356-00336.warc.gz | 0.954432 | 112 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__201029350 | en | Airline hiring has increased dramatically in the past few years due to retirements and the growth of the airline industry in the United States. Although additional training is required to become qualified for corporate and airline positions, the first step is the Private Pilot Certificate, followed by an Instrument Rating and a Commercial Certificate – all offered by Code 1. This is an excellent time to pursue an aviation career!
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http://www.utsa.edu/calendar/event.cfm?eid=281109&id=482289&rid=12205219 | 2018-11-16T03:45:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742970.12/warc/CC-MAIN-20181116025123-20181116050246-00005.warc.gz | 0.707576 | 109 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__57239280 | en | ec 2017 Air Force ROTC Commissioning
|Day||Friday, December 15, 2017|
|Time||6:00pm - 10:00pm|
|Location||Main Bldg 0.104 - Auditorium (Tiered)
Fall Commissioning Ceremony for graduating UTSA Air Force ROTC Cadets to the rank of Second Leiutenant of the United States Air Force.
|Organization||Air Force ROTC (AFROTC, Detachment 842, DET 842) | aerospace |
https://msn.gamereactor.eu/microsoft-flight-simulator-reaches-over-two-million-players/ | 2021-06-15T03:19:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487616657.20/warc/CC-MAIN-20210615022806-20210615052806-00496.warc.gz | 0.978444 | 224 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__173368093 | en | When Xbox Game Studios finally decided to bring Microsoft Flight Simulator back, they spared no expenses to make it a stand-out game. It literally allows you to fly across the entire world, experience authentic weather, real physics and ground breaking graphics.
This led to some really high grades, and a bigger than expected audience for such a niche title. We reported back in September that the game had reached more than one million players, and since then the number has been increasing.
Now, Microsoft has announced that more than two million gamers have been flying somewhere since the launch - and that's for PC only as the Xbox Series S/X version isn't launching until summer. Microsoft flight simulator is also getting VR support on December 23, which is also expected to boost the number of players.
Here's an infographic shared by Asobo Studio and Microsoft that gives some insight about our flying habits. It seems like gamers still haven't been everywhere on the planet, that Heathrow is a very popular place to visit and that New York still is the city to fly to when we get the chance to go anywhere we want. | aerospace |
https://smawins.com/news/counterpoint-space-force/ | 2023-04-01T11:31:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949958.54/warc/CC-MAIN-20230401094611-20230401124611-00246.warc.gz | 0.972183 | 879 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__217215706 | en | Time for a Force for Space? Yes, But…
By Gregory F. Treverton
NOTE: The views expressed here are those of the authors and do not necessarily represent or reflect the views of SMA, Inc.
On its face, the idea of creating a sixth military service is appealing. There is little doubt that space is becoming more important and more contested. And there is also little doubt that the Air Force, dominated by fighter pilots and fixed on things that can be flown, will not pay enough attention to space. Already, as Dave Patterson lays out, the U.S. approach to space is scattered across all the military departments and a dozen civilian organizations, of which NASA is the most important.
So, some focal-point for the scattered military activities relevant to space would be welcome. That said, a fourth military department equal to the Army, Navy and Air Force is not likely to happen. The Air Force lobby in Congress is likely to ensure that. Moreover, any analogy with the creation of the Air Force in 1947 doesn’t work: then, the Army Air Corps was a service-within-a-service, much like the Marines now—only much bigger. Now, the constituent elements are mostly stepchildren in their respective services or commands.
In fact, the 2019 National Defense Authorization Act calls for a combatant command, not a new military department. It would recreate a separate U.S. Space Command—the earlier one was merged with the U.S. Strategic Command in 2002. That is perhaps a better model than a new department, even were the latter possible.
More specifically, perhaps the Special Operations Command (SOCOM) and its Pentagon connections, the assistant secretary for Special Operations and Low Intensity Conflict (SOLIC), constitute a model to emulate. It took time, but SOCOM has become all but another service with its own procurement budget. More important, it took another set of forces—the unconventional or special operators–that were stepchildren in their own services despite the appeal of SEALs and Green Berets in Hollywood, not to mention the hearts of grateful Americans.
It has become a truly inter-service operation. When Space Command existed, it was always commanded by an Air Force officer, who was dual-hatted as commander of Air Force Space Command. It was an Air Force show. In contrast, while most SOCOM commanders have been Army officers, several admirals and one Air Force general have also commanded. What is especially striking is that over the years personnel have come to identify with the command, in many cases more than with their “home” service.
Assembling a true joint space command will be no mean feat, and as the SOCOM experience shows, it will take some time. In one sense, putting together a space command will be harder than SOCOM, for it will need to build connections to the National Reconnaissance Office (NRO), which builds and operates intelligence satellites, and perhaps more important, to NASA and the dozen other civilian agencies with stakes in space, as well as the private sector. If space is becoming more contested, it is also becoming privatized. What was a government monopoly is no more. Already, government satellites are dwarfed in number by private ones. Of the nearly 400 satellites launched in 2017, most were small or cubesats, in contrast to the large multi-purposes—and therefore vulnerable—satellites deployed by defense and intelligence agencies.
SOCOM also provides a model for reaching out, especially across the public-private divide. Its affiliate, SOFWERX, describes itself as “a public facing intermediary to assist with collaboration, innovation, prototyping and exploration with industry, labs and academic partners.” It reaches out to partners in all those sectors, and it can do prototyping and proof of concept for ideas that emerge from the collaboration. The reach will be all the more important for Space Command given that to do its mission it will have to interact continually with both ideas and products in the private sector.
A dedicated, truly joint space command makes eminent sense. But it would be wise not to expect too much too soon. There are, however, precedents to draw on, and the experience of SOCOM is suggestive of a path for the space command. | aerospace |
http://apolyton.net/showthread.php/4158-Air-Warfare | 2013-12-07T15:40:59 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163054867/warc/CC-MAIN-20131204131734-00043-ip-10-33-133-15.ec2.internal.warc.gz | 0.935448 | 436 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__19197867 | en | How about having squadrons or groups of aircraft function as some sort of umbrella. If they have a lot of airpower, the umbrella extens up to the maximum range. If the group has a lot of mudmovers, enemy units under the umbrella suffer more damage per turn, or frienly units get a bigger bonus in ground attacts..
I think that one must make a clear difference between all the aspects of air-combat. 3 aspects come to mind:
1 Air control. Shooting down other aircraft, be they fighters or bombers, and escorting one's own bombers.
2 Tactical bombing. Ground forces are supported by medium bombers or mudmovers. Tactical bombers are probably not as vunderable to lack of good aircover than strategic bombers.
3 Strategic bombing. Bombing enemy cities, factories or transport lines. This probably requires direct player control, while the other aspects require only stationing of aircraft.
I can be somewhat more specific about the "umbrella" aproach. Fighters, strategic and tactical bombers each make their own umbrella's. These umbrella's perform seperately from eachother. Off course, fighters still need to protect the bombers, so the fighterumbrella should cover the theatres of operations of the bombers quite well.
Another important aspect is the intensity. To put it simply, more fighters mean more enemy aircraft shot down and less bombers lost due to enemy fighters. The umbrella indicates where aircraft perform their missions, while intensity indicates how often and how well they do their missions. Intensity means strengh and a greater distance means less intensity.
Final point/example. When building and managing fighters one has to look at 2 things. Fighting capability and range. The maximum range indicates the maximum size of the umbrella. So if no enemy fighters would impede our fighter, it could fly all the way to the edge of the umbrella to perform a mission. Fighting capability and numbers go hand in hand, together they make up for the intensity. Crap fighters don't shoot down other fighters well, however if you have loads of them, they might protect your bombers far enough to perform a mid range mission. | aerospace |
https://www.events.iop.org/e/the-science-of-the-exomars-rover-107061191/page.html | 2018-10-19T09:34:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512382.62/warc/CC-MAIN-20181019082959-20181019104459-00072.warc.gz | 0.802824 | 303 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__128683260 | en | University of Worcester, EEG089
St Johns Campus, Worcester, WR2 6AJ
(Follow signs from Reception)
Speakers: Dr Giuseppe N Montano, EADS, Ltd.
Free and open to all
Astrium Ltd. is developing the ExoMars Rover which will be sent to Mars in 2018. One of the objectives of the mission is to search for bio-signatures of life on the planet. In its 218-sol mission, the Rover will have to autonomously travel on the Mars landscape, identify scientifically relevant sites, safely navigate towards them and perform experiments. This talk will unveil the technology on-board the Rover that will make it accomplish its mission.
Event type: Lecture/Talk
Organised by: Hereford & Worcester Centre
Contact details: For an e-programme see: http://www.iop.org/publications/iop/2013/file_60993.pdf
For further information:
J E Beale 07801-365 204 firstname.lastname@example.org
Dr A C Smith 01684-569503 email@example.com
If you have an idea for a topic that you would like to hear about, then please get in touch.
Follow us on Facebook http://www.facebook.com/pages/Institute-of-Physics-Hereford-and-Worcester-Centre/107168469355072 | aerospace |
https://singhcolorlab.com/best-drones-for-indian-wedding/ | 2023-09-25T06:42:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506686.80/warc/CC-MAIN-20230925051501-20230925081501-00895.warc.gz | 0.951062 | 171 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__85642815 | en | Drones are a Aerial aircraft without pilot. drone with no limitation to fly only depend on fuel capacity or the battery it running through. Drones come in very handy these days in Indian wedding amazing still. For drones you need to have a open area with no aerial distraction. There are many type of drone launched in India recently one should be proper trained before flying a drone or else drones are very easy to get damaged. In Indian wedding drones are playing a vital role but can not be used nearby airports. Drone captures audio & video which might not be otherwise possible for human.Before the drones which were introduced needed a lot to work on it but the latest launches have made photographers job much easier.I am listing out the best drones which could play a vital role in videography & photography both. | aerospace |
https://www.ajs-support.net/caa/uk-caa-sn-2018-010-dji-battery-tb50-and-tb55/ | 2019-12-08T19:21:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540514475.44/warc/CC-MAIN-20191208174645-20191208202645-00367.warc.gz | 0.914332 | 1,203 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__11110964 | en | Notice To DJI Drone Operators
SN-2018/010: Small Unmanned Aircraft – DJI Battery TB50 and TB55 In-Flight Power Failures
For ease the original Safety Notice is extracted below but should be confirmed on the latest document available on the UK CAA website
1.1 This Safety Notice provides updated information regarding the points detailed in Safety Notice
SN–2018/009, which is now cancelled.
1.2 This Safety Notice applies to operators of multi-rotor small unmanned aircraft utilising
DJI battery model TB50 or TB55, including all DJI Matrice 200 series (which includes the 200,
210 and 210 RTK platforms) and the DJI Inspire 2 (the Affected SUA).
1.3 A small number of incidents have been recently reported where the aircraft has suffered a
complete loss of power during flight, despite indications that there was sufficient battery charge
still remaining. In each case, this resulted in the aircraft falling directly to the ground due to the
immediate loss of lift with the remote pilot unable to control its subsequent flight path. The small
unmanned aircraft were damaged upon impact, but the CAA has not received any reports of
injuries to people or other property.
1.4 Investigation by the manufacturer has stated that this issue is related to the battery firmware in
the TB50/55 series of batteries. Although the issue is still under review, the CAA has received
a technical update from the manufacturer which has enabled a review of the previously imposed
1.5 The purpose of thisSafety Notice is to highlight the requirement for the SUA operator and/or
remote pilot to be reasonably satisfied that the flight can be safely made (Air Navigation Order
2016 (ANO) article 94(2)), restrict overflight of persons at any height, to temporarily limit the
scope of certain operational authorisations issued to operators of the Affected SUA, and to
provide updated information regarding battery management requirements while the Affected
SUA are airborne.
2 Compliance/Action to be Taken
2.1 This Safety Notice requires the following actions to be taken:
a) Provisional Suspension of Operations
i) In accordance with Air Navigation Order article 257 operators of Affected SUA are
hereby directed not to permit any flight that involves overflight of any persons, whether
or not they are under the control of the operator or remote-pilot, at any height until further
ii) In accordance with Air Navigation Order article 253, any element of any permission
or exemption based on an Operating Safety Case, issued by the CAA to an SUA
operator which permits the operation of an Affected SUA to be operated:
• within 50 metres of any person;
• within 50 metres of any, vessel, vehicle or structure which is not under the control
of the SUA Operator or remote pilot of the SUA;
• over or within 150 metres of an open – air assembly of more than 1,000 persons;
is provisionally suspended until further notice. This does not affect the ordinary operation
of Article 95 of the Air Navigation Order.
Note: The previous suspension of permissions and/or exemptions involving operations
over or within 150 metres of a congested area (e.g. as stated within a Standard
Permission), or when employing Extended Visual Line of Sight techniques, are now
iii) These limitations will be subject to regular review. As soon as further updates have
been obtained from the manufacturer, and the CAA is satisfied that this has been
addressed in a satisfactory manner, the CAA will then issue a further update via the
SkyWise alerts portal on the CAA website.
b) Battery Management Guidance/aircraft operating limitations
i) SUA Operator and remote pilots must refer to the guidance and instructions
provided by the manufacturer on its website: https://www.dji.com/newsroom.
ii) If, at any time while the aircraft is in flight, the indicated voltage is displayed as 3.7
V or lower, the aircraft must be landed immediately, as recommended by the
manufacturer. Remote pilots should therefore plan their flights so that they can land
with a minimum of 3.7 V indicated (approximately 30% of full charge).
iii) Remote pilots must not rely on the state of charge only.
c) Emergency Services Operations
i) Due to the unique nature of emergency services operations, the privileges contained
within General Exemption E 4506 (ORS4 No. 1233) may continue to be exercised whilst
using the Affected SUA, provided that the potential risks highlighted in this Safety Notice
have been considered within the decision to proceed and the overflight of uninvolved
persons is minimised.
d) Occurrence Reporting.
Operators or remote pilots experiencing further occurrences, or related issues, should
report these directly to both the manufacturer and the CAA. Guidance on how to provide
reports to the CAA can be found at https://www.caa.co.uk/Blog-Posts/Mandatoryoccurrence-
3.1 Any queries as a result of this communication should be addressed to the following e-mail
address: firstname.lastname@example.org, with the subject line ‘Safety Notice – DJI Battery TB50 and
TB55 In-Flight Power Failures’.
3.2 Technical advice should be sought directly from the manufacturer.
4.1 This Safety Notice will remain in force until further notice.
#OSC, #Operating Safety Case, #Operations Manual, #PFCO, #CAA, #Drone, #RPAS, #FMECA #UK CAA, #SN-2018/008 | aerospace |
http://uavcamera.com.au/about/ | 2022-08-09T20:40:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571086.77/warc/CC-MAIN-20220809185452-20220809215452-00704.warc.gz | 0.852033 | 219 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__36271746 | en | Inside Outback Australia UAV Camera provides:
Servicing both the Film/TV Industry and Scientific Research Community.
- CASA Certified Operator of Unmanned Aerial Vehicles. Trained, skilled and agile UAV Pilot.
- Fluid motion achieved through the use of a 3-axis stabilised gyro assisted camera gimbal.
- Remote gimbal control, allowing Photographer/Cinematographer access to the camera gimbal, providing the ability to move the camera as a separate craft with visual real-time downlink for framing.
- Customised manufacture of UAV to job specifications. Ability to carry variable weights, cameras, and surveying equipment.
- Customised crafts manufactured using the latest technology and materials. Lightweight carbon fibre framing. Customised crafts are also available for purchase.
- Professional product and adherence to strict CASA safety, risk management and privacy protocols.
- Cost effective and time efficient solution to animal tracking and vegetation survey for scientific study.
- Public liability insurance coverage for all operations.
- Operating throughout Australia. | aerospace |
https://www.italianpost.news/space-leonardo-group-deploys-services-and-technologies-for-the-first-national-day/ | 2022-12-06T16:59:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711111.35/warc/CC-MAIN-20221206161009-20221206191009-00777.warc.gz | 0.918514 | 1,125 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__300084562 | en | Thales Alenia Space opens satellite integration center, Telespazio talks on social networks, e-Geos launches Love Planet Hearth 2022. Leonardo Foundation round table with Casellati in the Senate
Our aerospace giant Leonardo also deploys services and new technologies born from space activities to celebrate the first National Space Day established on December 16 by the Presidency of the Council of Ministers on the proposal of the Ministry for Technological Innovation and Digital Transition and coordinated by the Italian Space Agency. “Economic growth, the well-being of citizens, sustainable development, environmental protection and the international prestige of our country can all benefit from the space sector, which boasts cutting-edge technologies and services, also designed and developed by Leonardo”, underlines our great space industry in a post on the website dedicated to the event that opens tomorrow at the ASI headquarters “to contribute to the dissemination of the economic, social and environmental returns of space activities”. A “very important appointment” for Leonardo, who has foreseen the occasion various initiatives in collaboration with the companies of the Group, the Leonardo Foundation and Ctna. “Space has no borders” notes the Italian Aerospace Group and for this reason l2021 edition of # T-TeC, the Open Innovation contest in the space sector promoted by Leonardo and Telespazio, with the patronage of Asi and Esa, it was open to young people from all over the world and will be awarded at Expo 2020 Dubai. The ceremony is held on the morning of December 16 on the stage of the Italian Pavilion, in streaming connection with the ASI Auditorium where there are also the minister for technological innovation and digital transition with responsibility for space and aerospace policies, Vittorio Colao, the minister of University and Research, Maria Cristina Messa, and the president of ASI, Giorgio Saccoccia. Leonardo anticipates that the winning teams will participate in the event, leading exponents of the European and UAE space sector, including Luigi Pasquali, Coordinator of Leonardo’s space activities and CEO of Telespazio, Pierpaolo Gambini, Leonardo’s Svp of Innovation and Ip, and Marco Brancati, Telespazio’s Svp of Innovation and Technology Governance and it will be possible to follow the event from the Facebook and Youtube channels of the Italian Pavilion. Leonardo adds that for those who in the meantime want to test their knowledge on national and international space missions and their positive effects on society and on the planet, the Leonardo’s twitter page (@Leonardo_IT) organized a ‘Space Quiz’: seven multiple choice questions, one a day and which can be answered until December 16, when all the correct answers will finally be revealed.
But for the first National Space Day it will also be possible to see how satellites are born, thanks to Thales Alenia Space (joint venture between Thales 67% and Leonardo 33%) that abefore the doors of its Satellite Integration Center in Rome with an exceptional guide, the youtuber and science writer Adrian Fartade. Adrian will publish on his “link4universe” channels (youtube, twitter, facebook) a video with interviews with the company’s managers and engineers, with a focus on the industrial sites in Milan, L’Aquila, Rome and Turin and on the great spatial challenges of the future . Speaking of the future, Telespazio (joint venture between Leonardo 67% and Thales 33%), on the company’s social channels, it will broadcast a special episode of its T-Talks dedicated to the history and challenges of the sector, such as the development of services to combat space debris, up to future communication and navigation services on the Moon. The episode will have special guests such as Luigi Pasquali, CEO of Telespazio, Giovanni Caprara, journalist and university professor specializing in the history of space, and Mauro Canali, consultant of RaiStoria and former Professor of Contemporary History at the University of Camerino. But Space it’s not just technology and the future: it is also environment and sustainability. e-Geos (company of Telespazio 80% and Asi 20%) always shows 16 the new Love Planet Earth 2022 calendar, with the patronage of the Iyafa (International Year of Artisanal Fisheries and Aquaculture – Fao). e-Geos thus wants to pay homage to artisanal fishing and aquaculture with a journey through spectacular satellite images of the entire planet.
In the afternoon it is the turn of the Leonardo-Civiltà delle Macchine Foundation that
celebrates the first National Space Day with a round table entitled ‘Space, Defense, Security’ held in the Senate Library
and to which
the president Maria Elisabetta Alberti Casellati, intervenes with an introductory greeting. Work has begun by the President of the Leonardo-Civiltà delle Macchine Foundation Luciano Violante, the Minister of Technology Innovation and Digital Transition Vittorio Colao gives the opening speech while the conclusions are entrusted to the Minister of Defense Lorenzo Guerini. National Space Day is celebrated on December 16 and was established by the Presidency of the Council of Ministers on the proposal of the Ministry for Technological Innovation and Digital Transition and coordinated by the Italian Space Agency. | aerospace |
http://www.womenofaviationweek.org/contests/first-to-solo-challenge/ | 2013-12-12T14:26:25 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164611566/warc/CC-MAIN-20131204134331-00086-ip-10-33-133-15.ec2.internal.warc.gz | 0.945769 | 269 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__33368190 | en | Did you discover flying during the 2014 Women Of Aviation Worldwide Week? We have a challenge just for you.
If you made up your mind and you decided to learn to fly, don’t delay.
Be the first to solo worldwide and win the grand prize, $1,500 USD towards flight training offered by Sennheiser (details of the grand prize and other prizes available are listed under ‘Girls/Women’ in the prizes section).
To qualify for the challenge, you must:
- Be a member of this website (register for free here)
- Take your first flight during the 2014 Women Of Aviation Worldwide Week (the flight must be listed as a Women Of Aviation Worldwide Week flight under 2014 Flight Participants) or participate to one of the contests of the 2014 Women Of Aviation Worldwide Week
- Fill this form to be listed as a Women Of Aviation of tomorrow before you begin your training
- Submit the first page and the solo page of your logbook
- Tax liability, if any, will be the sole responsibility of the recipient. Minors (as determined by their jurisdiction of residence) may not participate or be awarded a prize without the consent of a parent or guardian.
- The Institute for Women Of Aviation Worldwide is not responsible for any application, however submitted, which is not received. | aerospace |
https://www.brooklandsmuseum.com/explore/heritage-and-collection/brooklands-stories/tales-from-brooklands-sir-thomas-sopwith | 2023-12-08T08:57:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100739.50/warc/CC-MAIN-20231208081124-20231208111124-00632.warc.gz | 0.978621 | 1,366 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__133114113 | en | Brooklands Stories: Sir Thomas Sopwith
28 August 2021
In our next Brooklands Stories, volunteer Peter Kearns is sharing the story of aviation pioneer Sir Thomas Octave Murdoch Sopwith.
Without any training, Thomas Sopwith made his first attempt at flying on 22nd October 1910 in a Howard Wright biplane. He managed a distance of approximately 300 yards before crashing and writing off the machine.
A month later bought a Howard Wright Monoplane. On his first day with this machine, he started with a few ground runs, then a few short straight hops at low level. After lunch, he managed some circuits of Brooklands and, later that same day, achieved a Royal Aero Club Certificate (number 31) and so became a qualified pilot. That evening he took up his first passenger.
A month after that, he won the Baron de Forest endurance flying prize of £4,000 for flying from Dover to east Belgium.
Two years later, he formed the Sopwith Flying School, at Brooklands and in 1913 he founded Sopwith Aviation. This was based in a disused ice-rink site in Kingston-upon-Thames, where the manufacturing took place, but the aircraft were brought to Brooklands for final assembly and testing.
Thomas Sopwith was born in Kensington on 18 January 1888. He was educated at Cottesmore School in Hove and at Seafield Park engineering college in Hill Head, Fareham. His father was Thomas Sopwith (a civil engineer and managing director of the Spanish Lead Mines Company. His grandfather was also a mining engineer, and also named Thomas Sopwith.
Tragedy hit Thomas Sopwith when he was just ten years old. On a family holiday on the Isle of Lismore, near Oban in Scotland, a gun lying across young Thomas's knee went off, killing his father. It is said that this accident haunted him for the rest of his life.
He became an expert ice skater in his youth. This culminated in his membership of the Great Britain team that won a gold medal in the first European Championships in 1910.
He developed an interest in motorcycles and, when he was only 16, he took part in the 100-mile Tricar trial where he was one of four medal winners. He also engaged in motor racing at Brooklands.
He had a go at hot air ballooning, his first flight being in C.S. Rolls' balloon in June 1906. Then he bought a Short Brothers balloon, with his friend Phil Paddon. The two of them later went into business selling cars, as Paddon and Sopwith, in London.
In the longer term, he concentrated on one very new form of technology, aviation, and on one very established technology, sailing. His involvement in aviation became the basis of is working life. His sailing was a sport, in which he achieved considerable success, especially in the America’s Cup races. On the water, he also achieved success in powerboats, including winning the British International Trophy.
It is in aviation that Thomas Sopwith made his greatest impact. As mentioned above, he had started his aeroplane building business in the period leading up to the start of the First World War. One of the first projects was a Sopwith Three-Seater, supplied to the newly formed Royal Flying Corps. Next, he worked with the Saunders Boatyard in Southampton, on the Sopwith Bat-Boat for the Royal Naval Air Service.
The Schneider Trophy Races had started in Monaco in 1913 and were considered a prestigious opportunity for the manufacturers of seaplanes to demonstrate their wares. In 1914 the race was contested by France, Great Britain and Switzerland. It was won by a Sopwith Tabloid piloted by Howard Pixton. This led to orders for 42 Sopwith Tabloids and 136 Schneider Float Plane models.
As the war went on, more than 16,000 Sopwith designed aircraft were built in Britain and France and the company employed over 5,000 people. Sopwith designs were being manufactured by sub-contractors throughout the country.
The Sopwith Camel was considered by many to be his greatest design. During World War One, Camels downed 1,294 enemy aircraft, more than any other Allied fighter. It featured a pair of machine guns synchronised to fire through the sweep of the propellors. This gave the pilot a direct sighting on the target whilst flying, making it possible to have an effective, single-seater fighter plane. A replica of a Sopwith Camel, with an original Clerget engine can be seen in the Flight Shed at Brooklands Museum. This replica has flown over Thomas Sopwith’s home in the 1980’s, and still demonstrates engine runs at Brooklands Museum, when circumstances allow it.
In 1918, he was awarded a CBE in recognition of this contribution to the war effort. At about the same time, he was bankrupted due to a government demand for ‘Excess War Profits’ tax. Despite this, he went back into the aviation business as chairman of a new firm, H. G. Hawker Engineering Co, working with Harry Hawker.
In the 1930’s he bought the Gloster Aircraft company and established the Hawker Siddeley Group of companies. In 1936 he started work on a new fighter which became the Hawker Hurricane, a major contributor to the RAF’s success in the Battle of Britain, accounting for over 60% of the enemy aircraft destroyed.
In 1941 the Group had developed the Gloster Meteor which was the first British jet fighter and the Allies' only jet aircraft to achieve combat operations during the Second World War. Their main role was defending against the enemy’s very fast V1 “Doodlebug” flying bombs.
Thomas Sopwith was knighted for his services to British aviation in 1953. In 1978, when Hawker’s aerospace interests were absorbed into British Aerospace, Sir Thomas retired, aged 90. He died in 1989 aged 101.
There is a Blue Plaque in his memory on the wall of number 46 Green Street in Mayfair, where he lived from 1934 until 1940.
Peter Kearns, Brooklands Museum volunteer
Thomas Sopwith flying the Howard Wright Monoplane c.1910
Tommy Sopwith in his Howard Wright Biplane prior to winning the Baron de Forest Prize for a flight of 169 miles. Brooklands Dec 1910. Credit Hulton Archive
Sopwith Tabloid at Monaco for the start of the Schneider Trophy race.
Sopwith Aviation Co works at Kingston-upon-Thames
The Museum Sopwith Camel and Hawker Hurricane | aerospace |
http://mil.aviations.tripod.com/asia/israel/lavi/more.html | 2019-03-21T16:35:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202526.24/warc/CC-MAIN-20190321152638-20190321174638-00398.warc.gz | 0.964864 | 5,859 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__130409354 | en | Israel has been embroiled in more wars in recent times than any other nation, with the result that Israeli pilots are very combat experienced, and most likely to know exactly what they want in a fighter, within the constrains of affordability. When, in 1979, the Lavi programme was announced, a great deal of interest was aroused for these reasons.
The Lavi programme was launched in February 1980 as a multi-role combat aircraft. The Lavi was intended primarly for the close air support (CAS) and battlefield air interdiction (BAI) mission with a secondary air-defence mission. The two-seat version could be used as a conversion trainer. As orginally conceived, the Lavi was to have been a light attack aircraft to replace the eldery McDonnell Douglas A-4 Skyhawk, the McDonnell Douglas F-4 Phantom II and the IAI Kfir, remaining in service with the IDF/AF. A single-seater, powered by a General Electric F404 turbofan, it was soon perceived that this solution gave no margin for future growth, and an alternative engine was choosen, the much more powerful Pratt & Whitney PW1120. With the extra power came demands for greater capability, until the Lavi began to rival the F-16, which was already in service with the IDF/AF.
The full-scale development (FSD) phase of the Lavi began in October 1982. Orginally, the maximum take-off weight was projected as 17,000 kg, but studies showed that with only a few design changes, and thus a slight increase in weight, the Lavi could carry more armament. The prize was tried to kept at the same level. With a prospective IDF/AF requirement for up to 300 aircraft (including 60 combat-capable two-seaters), the full-scale development (FSD) phase was to involve five prototypes (B-01 to B-05) of which two, B-01 and B-02, were two-seaters and three, B-03, B-04, and B-05, were single-seaters.
A full-scale mock-up of the Lavi was revealed at the beginning of 1985.
The first Lavi which was rolled out was the Lavi B-02. The Lavi B-01 was not ready in time, because it was going through the final stages of the construction for the first flight. The Lavi B-02 looked good from the outside, but it was not fitted with avionics etc.
The first Lavi (B-01) flew on 31 December 1986, piloted by IAI chief test pilot Menacachem Schmoll. The handling was described as excellent, with a high degree of stability in crosswind landings, and the flight test programme proceeded space. The second Lavi (B-02) flew on 30 March 1987. Both Lavi B-01 and Lavi B-02 were tandem two-seaters, with the rear cockpit occupied by test equipment and were not equipped with the full avionics fit and used mainly for aerodynamic testing.
Then, on 30 August 1987, the Lavi programme was cancelled, after Lavi B-01 and Lavi B-02 had made more than 80 flights. The two prototypes had flown at speeds from 204 km/h up to Mach 1.45 at 23o angle of attack. Much systems, including the digital flight control, were tested within this envelope.
The third Lavi (B-03) and subsequent Lavi prototypes (B-04 and B-05) would be fitted with the definitive wing with increased elevon chord and the last three prototypes would also have the complete mission-adaptive avionics system. Lavi B-04 and Lavi B-05 were just about to receive the definitive wing when the programme was cancelled.
The first production aircraft were intended to be delivered in 1990 and initial operationaly capability (IOC) was planned for 1992. At the height of the production, a total of twelve aircraft would be produced in one month. The Lavi would have been the most inportant aircraft of the IDF/AF in the nineties.
Comparisons with the Lockheed Martin F-16 Fighting Falcon are inevitable, as the US fighter made a handy yardstick. The Lavi was rather smaller and lighter, with a less powerful powerplant, and the thrust-to-weigth ratio was slightly lower across the board. The configuration adopted was that of a tail-less canard delta, although the wing was unusual in having shallow sweep on the trailing edge, giving a fleche planform. The straight leading edge was swept at 54 degrees, with manoeuvre flaps on the ourboard sections. The tips were cropped and fitted with missile rails to carry the Rafael Python 3 air-to-air missile. Two piece flaperons occupied most of the trailing edge, which was blended into the fuselage with long fillets. The wing area was 38.50 square metres, 38 per cent greater than the wing area of the F-16, giving an almost exactly proportionally lower wing loading, while the aspect ratio at 2.10, was barely two-thirds that of the F-16. Pitch control was provided by single piece, all-moving canard surfaces, located slightly astern of and below the pilot where they would cause minimal obstruction in vision. Grumman was responsible for the design and development of the wing and the fin, and would produced at least the first 20 wings and fins.
Predictably, relaxed static stability and quadruplex fly-by-wire (FBW), with no mechanical backup was used, linked to nine different control surfaces to give a true control configured vehicle (CCV). In comparison with the F-16, the Lavi is very unstable, with an instability of 10 to 12 per cent. The surfaces were programmed to give minimum drag in all flight regimes, while providing optimum handling and agility. It was stated that the Lavi had an inherent direct lift control capablity, although this was never demonstrated.
The powerplant intake was a plain chin type scoop, similar to that of the F-16, which was known to be satisfactory at high alpha and sideslip angles. The landing gear was lightweight, the nose wheel was located aft of the intake and retracting rearwards, and the main gear was fuselage mounted, giving a rather narrow track. The sharply swept vertical tail, effective at high alpha due to interaction with the vortices shed by the canards, was mounted on a spine on top of the rear fuselage, and supplemented by the two steeply canted ventral srakes, mounted on the ends of the wing root fillets. Extensive use of composites allowed aerolastic tailoring to the wings, so that the often conflicting demands of shape and rigidity could be resolved to minimise drag in all flight regimes. Composites were also used in the vertical tail, canards, and various doors and panels. A total of twenty-two per cent of the structural weight compromise composite materials. IAI claimed a significant reduction in radar cross section (RCS).
Standard practice with high performance jet aircraft is to provide a second seat for conversion training by shoehorning it in, normally at the expense of fuel or avionics, or both. IAI adopted a different approach, designing the two-seater first, and then adopting it into a single-seater, which left plenty of room for avionics growth. In fact, the first 30 production aircraft would all have been two-seaters to aid service entry. Many of these aircraft were later to have been fitted out for the suppression of enemy air-defense (SEAD) mission.
The powerplant of the Lavi was the Pratt & Whitney PW1120 turbofan, rated at 6,137 kg dry and 9,337 kg with reheat and was a derivate of the F100 turbofan. The development of the PW1120, according to IDF/AF specifications, started in June 1980. It retained the F100 core module, gearbox, fuel pump, forward ducts, as well as the F100 digital electronic control, with only minor modifications. Unique PW1120 components included a wide chord low pressure (LP) compressor, single-stage uncooled low pressure (LP) turbine, simplified single stream augmentor, and a lightweight convergent/divergent nozzle. Full scale testing was initiated in June 1982, and flight clearance of the PW1120 was tested in August 1984. The PW1120 had 70 per cent similarity with the F100, so the IDF/AF would not need a special facility for spare parts. It would be built under licence by Bet-Shemesh Engines Limited in Israel.
IAI installed one PW1120 in the starboard nacelle of an F-4E-32-MC of the IDF/AF (Number 334/66-0327) to explore the airframe/powerplant combination for an upgrade programme of the F-4E, known as Kurnass 2000 (Heavy Hammer) or Super Phantom and to act as an engine testbed for the Lavi. The powerplant was more powerfull, and more fuel efficient than the General Electric J79-GE-17 turbojet normally installed in the F-4E. The structural changes included modifying the air inlet ducts, new powerplant attachment points, new or modified powerplant baydoors, new airframe mounted gearbox with integrated drive generators and automatic throttle system. It also included a modified bleed managment and air-conditioning ducting system, modified fuel and hydraulic systems, and a powerplant control/airframe interface. It was first flown on 30 July 1986. Two PW1120 powerplants were installed in the same F-4E and it was flown for the first time on 24 April 1987. This proved very succesfull, allowing the Kurnass 2000 to exceed Mach 1 without the afterburners, and endowing a combat thrust-to-weight ratio of 1.04 (17 per cent better than the F-4E). This improved sustained turn rate by 15 per cent, climb rate by 36 per cent, medium-level acceleration by 27 per cent and low-level speed with 18 bombs from 1,046 km/h to 1,120 km/h. It was demonstrated at the Paris Air Show in 1987 carrying the show number 229 and civil registration 4X-JPA. However, McDonnell Douglas refused to approve the modification, because it offered a flight performance equal to that of the F/A-18C/D, and endangered any future sales of the F/A-18C/D.
The internal fuel capacity was 3,330 litres (2,722 kg), some 16 per cent less than the F-16, although this was claimed to be offset by the low drag of the Lavi airframe and the low specific fuel consumption (sfc) of the powerplant. Single point high pressure refuelling was adopted for quick turnaround, and provision made for air refuelling with a female type receptable compatible with flying boom-equipped tankers. To aid the flight test programme, the Lavi prototypes were also equipped with bolt-on refuelling probes. The external fuel capacity was 4,164 kg in two 2,548 litre drop tanks on the inboard pair wing stations.
Specification of the Pratt & Whitney PW1120
Performance ratings (ISA, S/L): Static thrust: 6,137 kg. Augmented thrust: 9,337 kg. Mass flow: 80.9 kg. Pressure ratio: 26.8.
Specific fuel consumption: Static thrust: 22.7 mg/Ns. Augmentd thrust: 52.65 mg/Ns.
Dimensions: Length: 4,110 mm. Maximum diameter: 1,021 mm.
Weights: Dry weight: 1,292 kg.
The Lavi had an AiResearch enviromental control system for air-conditioning pressurisation, and powerplant bleed air control. A pneudralics bootstrap type hydraulic system with a pressure of 207 bars with Adex pumps was also installed. The electronical system was powered by a Sundstrand 60 kVA integrated drive generator, for single-channel AC power at 400 Hz, with a SAFT main and Marathon standby battery. Sundstrand also provided the actuation system, with geared rotory actuators, for the leading-edge flaps. The Lavi had an AiResearch emergency power unit (EPU) and a Garrett secondary power system.
The avionics of the Lavi were modular - they could be upgraded by loading new software into the Elbit ACE-4 mission computer. The purpose was that the airframe would not require many modifications during its life. The avionics suite was stated to be almost enterely of Israeli design. The flexibility and the situational awarness were emphasised to reduce the pilot workload at high g and in a dense threat environment. The air data computer was provided by Astronautics. Most of the avionics of the Lavi had already been test flown in a Boeing Model 727 testbed of IAI.
A wrap around windshield and bubble canopy gave excellent all-round vision. But where a steeply raked seat and sidestick controller similar to the F-16 might have been excepted, IAI selected a conventional upright seat and central control column. The reasoning was as follows. The raked seat raised the pilot's knees, causing a reduction in panel space which could ill be spared while neck and shoulder strains were common in the F-16 when a pilot craned around in his steeply raked seat to search the sky astern while pulling high g. The sidestick controller was faulted on three counts:
It virtually neutralised the starboard console space. With a force transducer it was difficult for an instructor pilot to know precisely what a pupil was trying to do.
In the event of quite a minor injury to the right arm, the pilot would not be able to recover the Lavi to its base. With a central stick, the Lavi could be flown left-handed with little difficulty.
The cockpit layout was state of the art, with HOTAS (hands-on-throttle and stick), and a Hughes Aircraft wide-angle diffractive optics head-up-display (HUD) surmounting a single El-Op up-front control panel, through which most of the systems were operated. Furthermore, the cockpit had LCD technology powerplant indicators. Elbit Computers Ltd was selected as prime contractor for the integrated display system, which included the HUD, the three head-down diplays (HDD) (two of them were colour presentations and the third black and white), display computers, and communications controller, which included an Elta ARC-740 fully computerised onboard UHF radio system. Data-sharing between the HDDs would ensure display redundancy. The navigation system included the Tuman TINS 1700 advanced inertial navigation system. Control-column, throttle and display keyboard were all encoded in the display computers, which would themselves had a back-up function to the main aircraft computer, the Elbit ACE-4.
Elbit ACE-4 Mission Computer
The Elbit ACE-4 mission computer was selected for the IAI Lavi. It was compatible with both the MIL-STD-1750A and MIl-STD-1553B standards and could be used for display, digital radar, stores managment and (future) avionics integration. It had a memory of 128 K.
Elta EL/M-2035 Multi-Mode Pulse Doppler Radar
The Elta EL/M-2035 multi-mode pulse-Doppler radar was a development of the Elta EL/M-2021B multi-mode Doppler radar of the IAI Kfir-C2. The radar was very advanced and had a coherent transmitter and a stable multi-channel receiver for reliable look-down performance over a broad band of frequencies and for high resolution mapping. An Elta programmable signal processor, backed by a distributed, embedded computer network, would provide optimum allocation of computing power and great flexibility for growth and the updating of algorithims and systems growth.
The radar could provide speed and position of targets in the air and on the ground, and could provide the pilot with a map of the terrain the Lavi was overflying. It could track several targets at 46 km distance in at least five air-to-air modes (automatic target aquisition, boresight, look down, look up and track while scan (TWS)). The radar had at least two air-to-ground modes (beam-sharpened ground mapping/terrain avoidance ans sea search). After the cancellation of the Lavi programme the radar was offered for multi-role fighter retrofits, including the Denel Cheetah E.
Elta/Elistra Electronic Warning System
The electronic warning system of the Lavi was designed by Elta and Elistra and was based on an active and passive integrated electronic support measures/electronic countermeasures (ESM/ECM) computer-system, and was capable of rapid threat identification and automatic deception and jamming of enemy radar stations. It was carried internally. This system could also be used in the future eviroment of more sophisticated enemy radar systems. The Lavi could eventually carried podded power-managed noise and deception jammers.
Lear Siegler/MBT Fully Digital Flight Control System
The Lear Siegler/MBT fully digital flight control system for the Lavi had quadruplex redundancy with stability augmentation, and had no mechanical backup. It compromised two boxes, with two digital channels built into each box. The twin-box configuration hinged on the survivability issue, which was given great emphasis. If one was damaged, the other would provided sufficient control authority to regain base. Each digital channel had associated with it an analogue channel that could have take over its function in the event of a failure. The design total failure rate was not greater than 1 in 107 hours. The programme was launched in October 1982, and production deliveries would began in 1988.
Elbit SMS-86 Stores Managment System
Elbit was selected during early 1985 to develop the SMS-86 stores managment system for the Lavi. The system, which was fully computer-controlled, compromised two units. The stores managment processor included one MIL-STD-1750 computer and two MIL-STD-1553B data-bus interfaces. The armament interface unit included a stores interface compatible with the MIL-STD-1750. The SMS-86 was capable of managing both conventional and smart weapons.
The weapons carriage of the Lavi was mainly semi-conformal, thus reducing drag, with two hardpoints beneath each wing (the inboard pair was wet for the carriage of two 2,548 litre auxilliary fuel tanks), plus the wingtip rail and seven underfuselage hardpoints (three tandem pairs plus one on the centreline). The main air-to-air weapon was to be the Rafael Python 3, an Israeli-designed short range infra-red (IR) homing dogfight air-to-air missile, while a DEFA Type 552 (Improved) cannon was housed in the starboard wing root. The air-to-ground weapons used by the Lavi included the Hughes AGM-65B Maverick, the IAI Gabriel IIIAS, rockets, and the Mk 81, Mk 82, Mk 83, Mk 84, and M117 bombs.
Shortly before the cancellation of the Lavi programme, it was proposed that the Israeli Ministery of Defence (MoD) would sponsor what was then termed the Lavi 2000, a new combat aircraft for the next century.
The total cost for the development and production of the Lavi was 6,400 million US dollar in 1983 and approximately 40 per cent was paid by the US government. The fly-away price for the Lavi would be between 15 and 17 million US dollar. The development costs of 1,370 million US dollar were relatively low, because much use was made of existing technology.
Even before the first Lavi (B-01) flew, the storm clouds were gathering. In 1983, the US government refused to give the export licences for a number of essential parts (for example the wings), because the parts provided high technology products. A total of 80 US firms would provide technology through licences. In 1984 the licences were awarded. Furthermore, the US government was not prepared to give money and technology to an aircraft that could be a major concurrent for the F-16C/D and the F/A-18C/D on the future export market.
In the spring of 1985, Israel was in an economic depression and the Lavi programme was almost cancelled.
Then, a dispute arose as to the final unit cost, the Israeli figure being far less than the US calculations showed. The US Congress withdrew financial support for the Lavi programme.
The Israeli government could not finance the project without US support and cancelled the Lavi programme on 30 August 1987. The vote was 12 to 11 to cancel the Lavi programme. After the cancellation the US government offered the A-10A, AH-64A, AV-8B, F-15I, F-16C/D and UH-60A as replacements for the Lavi, all Israeli wishes that were previously rejected. In May 1988, Israel ordered 30 F-16C Block 40 and 30 F-16D Block 40 under Peace Marble III.
The Lavi programme was a truly national programme, and everyone in Israel followed the progression. The cancellation of the programme was a true sad event.
After the Cancellation
Although the flight performance envelope was not completely explored, it seems probably that the Lavi would have been at least the equal of the F-16C/D in most departments, and possible even superior in some. It had been calculated that the Lavi could reef into a turn a full half second quicker than the F-16, simply because a conventional tailed fighter suffers a slight delay while the tailplane takes up a download, whereas with a canard fighter reaction is instantaneous. By the same token, pointability of canard fighters is quicker and more precise. Where the Lavi might really have scored heavely was in superconic manoeuvrability, basically due to the lower wave drag of a canard delta.
It was orginally planned to use Lavi B-03, a two-seater, as a test vehicle for the Elta EL/M-2035 radar, the Elta/Elistra electronic warning (EW) system, the Elta ARC-740 fully computerised onboard UHF radio system, the Tuman TINS 1700 advanced inertial navigation system, the Elbit SMS-86 stores managment system, the Astronautics air data computer and many other avionics of indigenous design.
A clause included in the Israeli government's decision to cancel the Lavi programme on 30 August 1987 stated that the development of the third Lavi prototype (Lavi B-03) would continue under Israeli Ministery of Defence (MoD) funding to test the avionics fit of the Lavi. The intention was to satisfy the industry and allow for the future export of the systems of the LAvi as a complete package. However, the IDF/AF objected strongly and argued that the funds, about 90 million US dollar, were required for other programmes, such as the first stage definition for the upgrade of the McDonnell Douglas F-15 Eagle of the IDF/AF. The MoD finally surrendered to pressure and on 8 July 1988 the Minister of Defence, Itschak Rabin, accepted the decision to wirthdraw the MoD's funding for the programme.
In August 1988, Morshe Keret, IAI's general director, announced that IAI would use its own financial resources to produce the Lavi B-03, by using parts of either the Lavi B-01 or the Lavi B-02, and it had approximately 15 per cent larger elevons. The Lavi TD (Technology Demonstrator) carried a belly-mounted instrumentation and a telemetry pod. The Lavi TD was rolled out after the cancellation of the Lavi programme. It was intended as a demonstrator for IAI's advanced fighter/cockpit technologies, which the company is applying by retrofit to a number of earlier combat aircraft, and as an equipment testbed. The Lavi TD has two Martin Baker Mk 10 lightweight zero/zero ejection seats. The maiden flight of the Lavi TD (B-03) slipped from March 1989 to 25 September 1989, when it made its maiden flight piloted by IAI chief test pilot Menacachem Schmoll from Ben Gurion International Airport, following several last minute delays. An immediate application involved the improved digital flight control system integrated with the advanced manoeuvre and attack system. In 1994, while it was still used as a flying testbed, it was planned to install a Global Positioning System (GPS) for navigation. In 1998, it was still used as a (non-flying) testbed.
Some of the avionics of the Lavi have found operational applications. An Elta/Elistra electronic warning (EW) system, probably based on that designed for the Lavi, equip thirty of the sixty F-16C/Ds that were delivered to the IDF/AF from May 1991 onwards following the Minister of Defence's controversial decision on 27 November 1988 to split the order equally between Loral and Elta/Elistra.
Lavi B-02 is on display at the IDF/AF Museum in Hatzerim. It does not have the powerplant installed, because it was removed for use in the Lavi TD (B-03). The PW1120 turbofan is not manufactured anymore, so IAI need it as long as it works.
Lavi B-01, Lavi B-04 and Lavi B-05 were sold to the metal industry and were melted to aluminum blocks in 1996. The metal industry was not alowed to disassamble the aircraft or sell some of the parts. The event was well covered by the Israeli media.
At the beginning of the nineties there were rumours that Israel had delivered a Lavi to South Africa.
The Chinese Chengdu J-10 (F-10) seems to draw heavely on the Lavi programme. However, a close examination of the model of the J-10 shows nothing more than an old technology fighter with the shape of a modern one. A prototype was in the final stage of construction at the end of 1997 and Israeli and Russian companies were competing to provide the radar and the associate air-to-air missiles and air-to-ground weapons. The J-10 made its maiden flight on 24 March 1998.
An editor of Flight International flew the Lavi during 1989, and published his experiences of the flight in 1991 during operation Desert Storm. He wrote:
Now when the coalition forces fight in the Gulf they miss the aircraft they really need. It's a real shame that I had to fly the world's best fighter knowing it would never get into service.
Serials of the Israel Aircraft Industries (IAI) Lavi
B-01 Israel Aircraft Industries (IAI) Lavi
First flight on 31 December 1986
Sold to metal industry and melted to aluminum blocks in 1996
B-02 Israel Aircraft Industries (IAI) Lavi
First flight on 30 March 1987
On display at the IDF/AF Museum in Hatzerim
B-03 Israel Aircraft Industries (IAI) Lavi TD
Completed by using parts of either Lavi B-01 or Lavi B-02
Had approximately 15 per cent larger elevons
First flight on 25 September 1989
Still flying in 1994
Still used as a (non-flying) testbed in 1998
B-04 Israel Aircraft Industries (IAI) Lavi
Sold to metal industry and melted to aluminum blocks in 1996
B-05 Israel Aircraft Industries (IAI) Lavi
Sold to metal industry and melted to aluminum blocks in 1996 | aerospace |
https://luxurylifestyleawards.com/experience/verijet-wins-best-luxury-private-jet-service-in-the-usa-for-the-2021-luxury-lifestyle-awards | 2022-07-01T23:59:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103947269.55/warc/CC-MAIN-20220701220150-20220702010150-00698.warc.gz | 0.955072 | 680 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__143725703 | en | Verijet Wins Best Luxury Private Jet Service in the USA for the 2021 Luxury Lifestyle Awards
There has been an increase in demand for private jet charters in the last two years. This reaction was caused by the pandemic’s domino effect on the limited flight options and travelers’ need for space while traveling; something commercial airports do not exceptionally provide. Major U.S airlines downsized route offerings across the country, and mass flight cancellations were seen. This created the space for luxury travelers to opt for private aviation instead of commercial. One such private jet company, Verijet, has recently earned a place in the 2021 Luxury Lifestyle Awards and has been awarded for Best Luxury Private Jet Service in the USA.
Founders Richard and Allison Kane and their team are dedicated to providing first-class services to even the most discerning clients. Verijet is the culmination of decades of hard work to increase the effective speed of door-to-door travel while admirably reducing the carbon and noise footprint. The company aims to open private aviation to more people, unlocking high-speed travel to be the most efficient, safest airline for and on the planet.
Verijet can land in more than 5,000 airports in the USA and has a significantly lower carbon footprint than the rest of the Jet charter companies, which is one of the main reasons they were awarded for their services. The innovative jet company offers cutting-edge technology and competitive pricing. Their Cirrus SF50 jets start at around $3,000 per hour and is an excellent option for flights under 90 minutes. The Cirrus Vision Jet is Verijet’s only fleet type, and it stands alone in its class, being the most fuel-efficient, safest, smoothest, and quietest jet found in the sky today. No other jet comes close to it. The dynamic company guarantees that you will travel in luxury. The jet is designed around the largest cabin in its class. The carbon fiber fuselage creates space with shoulder and headroom and beautiful panoramic views for an unparalleled and immersive view and experience.
Safety comes first at Verijet, and the jet offers an impressive combination of the Cirrus Airframe Parachute and Safe Return emergency Autoland, which allows passengers to land the Vision Jet with the simple touch of a button in case of an emergency, providing the ultimate safety assurance to its passengers. A bonus at this dynamic aircraft company is that they welcome pets onboard, which means clients never have to leave their fur babies behind again.
The Vision jet burns a quarter of the fuel of a similar light jet. Additionally, it is the only light jet in its class that can burn three different biofuels, which is significantly better for the environment. If you fly with Verijet, no big city airports are required, and you can fly from smaller airports and private FBOs that bigger jets have no access to. Guests can rest assured that they will be provided with dedicated and first-class service while guaranteed a safe flight to the destination of their dreams. Verijet supplies unparalleled jet services in the Western and Southeast United States and are looking forward to expanding soon.
Are you ready to Vjet?
For more information, visit www.verijet.com | aerospace |
http://www.mrmovietimes.com/watch-now/60133764/nasa-x-curiosity-on-mars-medli-s-1-ep-2 | 2016-06-29T21:47:47 | s3://commoncrawl/crawl-data/CC-MAIN-2016-26/segments/1466783397842.93/warc/CC-MAIN-20160624154957-00184-ip-10-164-35-72.ec2.internal.warc.gz | 0.937242 | 72 | CC-MAIN-2016-26 | webtext-fineweb__CC-MAIN-2016-26__0__13468894 | en | NASA X: Curiosity On Mars-MEDLI
Curiosity On Mars-MEDLI
When the Curiosity Rover landed on Mars the world celebrated. But getting the Rover there took years of hard work. One of the instruments used was called MEDLI. Follow NASA X as we look at some of the set-backs and triumphs of getting Curiosity to Mars. | aerospace |
http://www.aviationschoolsonline.com/schools-city-listings/flight-schools/New-Mexico/NM/1/Albuquerque.php | 2016-10-24T15:54:11 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719646.50/warc/CC-MAIN-20161020183839-00270-ip-10-171-6-4.ec2.internal.warc.gz | 0.939797 | 665 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__120392390 | en | Find flight schools in Albuquerque, New Mexico fast with Aviation Schools Online.
Featured flight schools nearest Albuquerque, New Mexico
Vertical Limit Aviation LLC - Albuquerque, New Mexico
Vertical Limit, LLC is locally owned and operated in Albuquerque, NM. Our specialty is to train skilled and knowledgeable pilots in High density altitude conditions using Robinson R-44 and R-22 helicopters. We train pilots to acquire specialized skill sets in conditions that other flight schools do not have access to such as mountainous flying, high density altitude flying, high winds and much more. Our personalized approach provides the attention deserved by each student. Training in Albuquerque, NM provides an advantage over other helicopter schools and gives students an edge in this competitive market.
Amarillo Jet, LLC - Amarillo, Texas
Amarillo Jet, LLC Amarillo Jet, LLC specializes in corporate aircraft management, pilot service, aviation consulting, and pilot training. We take pride in offering top-notch, honest service to each and every client. Ama~Jet will work with all the needs and desires of our clients, as if they were our own. With our location at Tradewind Airport (KTDW), we service the entire Texas Panhandle area.
The company was started in the summer of 2014 and has experienced steady growth since. Our pilots have over 35 years combined experience. If you are in need of someone to manage and fly your aircraft, or an experienced instructor, we are here to cater to your needs.
Air Force Reserve - Colorado Springs, Colorado
The mission of the United States Air Force is to fly, fight and win - in air, space and cyberspace.
To achieve that mission, the Air Force has a vision of Global Vigilance, Reach and Power. That vision orbits around three core competencies: developing Airmen, technology to war fighting and integrating operations. These core competencies make our six distinctive capabilities possible.
Air and Space Superiority
With it, joint forces can dominate enemy operations in all dimensions: land, sea, air and space.
The Air Force bases these core competencies and distinctive capabilities on a shared commitment to three values: Integrity first, Service before self, and Excellence in all we do.
Cochise College Aviation - Douglas, Arizona
Cochise College has a long history of quality education and training in Arizona. The Aviation Department was founded more than 44 years ago and has been providing students from Cochise County, from Arizona, and from around the world with outstanding aviation training. Ours is a high-value program and institution, and we take pride in the quality of our flight training education experience - our courses AND our students! Cochise College offers GI-Bill benefits to qualifying veterans.
RAVCO - Helicopter Mountain and High Alt Flight tr - Leadville, Colorado
Highest Airport / Flight School in North America (9,927 ft.)
RAVCO's Mountain/High Altitude Training and Test Site (M/HATTS) is the most challenging training course that you'll ever take. Our training facility in Leadville, Colorado, is located in the middle of the Rocky Mountains and is the highest airport (9,927 ft.) in the continental United States. We start where others leave off. | aerospace |
https://rchelicopterhub.com/media/20200626-how-does-it-feel-to-fly-a-goblin/ | 2024-04-12T20:06:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00263.warc.gz | 0.936377 | 236 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__96273353 | en | How does it feel to fly a Goblin
Epic story from Dave and Carlos
"How does it feel to fly a Goblin?" Dave Dijkmans asks from Carlos Rossi. The AREA51-RC guys have created an amazing video about the feeling of flying Goblin helicopters. And the story - of course - is around the new SAB Goblin Kraken 580. "How does it feel to fly a Goblin?". Watch this video to get the answer...
As the original post on Facebook reads:
How does it feel to fly a Goblin ?
Some things cannot be taught; they must be experienced.
The year 2020, Carlos is working on something new, and Dave approaches him and asks: “How does it feel to fly a Goblin?”. Reminiscing Carlos relives some of the most breathtaking moments of his RC life and struggles to find the right association, the feeling is just INCOMPARABLE.
Days later, Carlos is flying the new SAB Goblin Kraken 580. He goes all out, flying to the limit and stretching the physical boundaries. As he loses himself in the rhythm and thrill flying remembering what is has been asked. | aerospace |
https://www.city.ac.uk/prospective-students/courses/professional-development/future-aviation-challenges | 2023-10-03T09:44:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511075.63/warc/CC-MAIN-20231003092549-20231003122549-00660.warc.gz | 0.934012 | 233 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__102981424 | en | The spaceflight segment of the module identifies the current spaceflight operators for satellite launches and space tourism. There are different risks to the uninvolved public to that of those on board a spacecraft, and these are detailed.
The module presents the other threats to aviation from spaceflight activities including environmental effects, space debris (and unplanned re-entry of spacecraft parts) and also looks at space training for tourists.
The unmanned air systems segment focuses on the emerging drone market and flying taxis that will directly impact uninvolved public on the ground and air traffic around cities.
Who is it for?
The course is for those who want to learn how the aviation industry is being affected by the introduction of drones and flying taxis or space launches (and re-entry).
Modules will run from 09:00-17:00 on the first two days and from 09:00-13:00 on the final day.
The module will be delivered online.
You will gain an understanding of the risks and issues concerning the novel and complex emerging industry that is spaceflight and unmanned air systems (drones and flying taxis). | aerospace |
https://vpnavy.com/vp6_mishap.html | 2024-02-21T05:10:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473370.18/warc/CC-MAIN-20240221034447-20240221064447-00582.warc.gz | 0.960146 | 11,440 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__8659099 | en | MISHAPs: 25 MAR 38 A/C: PBY-1 Location: Unknown Strike: Yes BUNO: 0111 CAUSE: WHILE UNDER TOW BY USS SALT LAKE CITY, SANK Contributed by Terry firstname.lastname@example.org [02APR98]
MISHAPs: 03 JAN 39 A/C: PBY-2 Location: NAS Pearl Harbor, Hawaii Strike: No BUNO: 0495 <6-P-12> Cause: Truck ran into wing while PBY was parked (Minor injs or aircraft damage) Contributed by Terry email@example.com [13APR2000]
MISHAPs: 23 AUG 43 A/C: PBY-5A Location: Base roger Strike: NO BUNO: 2464 Cause: Training - After two hours of water instructions, the instructor, CAP Myles, decided to return to hanger via seaplane ramp. Swinging slowly to the left, making a full circle, which brought him into a position about 110deg and downwind of the ramp, he continued this approach, to swing into line with the ramp, when almost abeam, due to the wind effect and large angle of approach, the plane drifted more than pilot realized, striking the ramp about a 100deg angle, breaking the right landing gear and damaging nose section and nose wheel. Damage: Repair damaged parts: Crew Ok. Pilot CAP. Alfred L. Myles, USN, Lt(jg) J. L. Riggs (co-pilot), AP1c R. J. Robe, AMM1c W. E. Paulson, AMM1c James B. Lockhart, ARM1c G. Migliori, ARM2c John Novak, SK1c Arnold W. Pearson, and Sea1c Robert Kinzer. Contributed by Terry firstname.lastname@example.org [10DEC2002]
MISHAPs: 04 OCT 48 A/C: P2V-2 Location: NAS Adak, Alaska Strike: NO BUNO: 39355 Cause: NAV & INSTRUMENT FLT; NOSE WHL COLLASPED, LNDG Contributed by Terry email@example.com [06APR99]
NOTICE: "...On Jan 14 1952 a PB4Y-2, Bu#59704 of VP-871 had a double engine failure and crashed about 4 miles east of NAS Atsugi, Japan. All aboard perished in this accident. (This information along with crew names can be seen on the VP International site, http://www.vpinternational.ca/ .) VP-871 was relieving VP-6 at Atsugi. Either one or two members of VP-6 were aboard to help familiarize VP-871 with their new duties. I'm interested in determining which of the names were VP-6 personel...Bob Dell firstname.lastname@example.org..." [03JUN2002]
"...I have determined the name of the VP-6 member of the crew that perished in the VP-871 accident on Jan 11th 1952. He is listed as L. R. Humiston AMC on the VP International list. His name was Les Humiston and he was an APC (Enlisted pilot). Les was the PPC of crew 1 of VP-6 at the time of the accident. (The skipper had transferred himself to another crew to fill an emergency vacancy near the end of VP-6's deployment leaving Humiston with crew 1.) Humiston was a well qualified pilot as his previous duty was checking out officers in type before being transferred to VP-6. This information comes from his radioman in crew 1, Frank Acosta, who was an ALC at the time and a friend of Humiston's. It was also was verified by Rudy Ohnersorgen who had also served in Humiston's crew..." [19JUN2002]
NOTICE: "...Ralph Wiggert, Vladivostok area...I am looking for information on a Navy crew member of a P2V Neptune partol bomber shot down near Vladivostock Russia in 1952. while on a patrol mission. The person was a member of Navy Partol Squadron 6 (VP 6), stationed in Japan. His name is Ralph Wiggert, and was Navy Reserve, called back for the Korean War. I do not know if he was listed as KIA or MIA since. We never found any wreckage of the aircraft nor was there any acknowledgement by North Korea or Russia of this incident. Thanks...Dick Myers HLMYERS@AOL.COM
MISHAPs: 16 AUG 50 A/C: P2V-3 "...NEPTUNE by Wayne Mutza email@example.com is an excellent book..." Contributed by Charles Pomeroy firstname.lastname@example.org (former AL1 with time in VP-27, VP-6, VP-9, and VP-11 from 1949 through 1956) ..." [Updated 26NOV2002 | 13APR98]
NEPTUNE by Wayne Mutza email@example.com is an excellent book, well written and one that is certainly needed if the P2V is to be remembered. In the interest of accuracy, however, I would like to make a minor correction and perhaps add a little more detail to an incident Mutza describes on page 59 (Chapter 5: Korea). In the last paragraph on that page, his placing of the downing of a P2V-3 at Chinnampo (the harbor for Pyongyang) is not quite correct. Although in the general Chinnampo area, the incident occurred at an inlet south of that port. (We had done Chinnampo a week or so earlier in a two-plane night illumination recon led by Cdr. Art Farwell, first there and then at Kunsan, farther south, in which we encountered a night fighter as well as flak in both target areas.)
There were two P2V-3s from VP-6 flying coastal interdict missions on the west coast of Korea that day in August, 1950, the 12th or 13th, I think. This was still Pusan perimeter time and the order of the day was to stop any movement south. Both planes were armed with sixteen 5-inch rockets and several 500-lb. bombs as well as six 20 mm cannon in the nose, two in the tail turret, and the two 50 cal. machine guns in the upper deck turret. Our PPC in the lead plane was Lt. Cdr. Wiley Hunt and the co-pilot was Lt. Bo Doster, who that day had switched places with the navigator, Lt.jg. Fred "Snide" Etherton to give him some time in the right-hand seat on this flight. Our Plane Captain was P. R. Foster, AD1, who was later lost on the shootdown by the Soviets of VP-6 plane near Vladivostok on Nov. 6, 1951. Jack Remington, ALC, my mentor, was in the radar position just aft of the wing beam. I manned the radio position, just behind the cockpit, which allowed me a view of the action by looking out between the pilots (and over P.R Foster's shoulder). C.V. Miller, our ordnanceman, and the 2nd Mech, whose name I can't recall, manned the two gun turrets.
Our second aircraft, BE-5, broke off from our flight to hit a target, a weir holding rice-paddy water, with the intent of washing out the north-south road on which it faced. We had proceeded on and south of Chinnampo came across a North Korean PC boat in a small inlet. Following the usual procedure, we climbed to around 1,800 feet and pushed over into a rocket run. We soon started taking fire from the PC boat (I remember clearly hearing the co-pilot shouting at Hunt to "hit the 20s"), and also from the shoreline where it seemed several other camouflaged PC boats were positioned. After breaking off from this attack, we tried to contact BE-5 on VHF, but the low altitudes at which were working in mountainous terrain made contact impossible. Hunt called for a try on CW, but just as I reached for the key we received an SOS from BE-5. They had flown into exactly the same situation and started a similar rocket attack on a target that was alert and ready. BE-5 was hit in the starboard engine, which caught fire, and they ditched about 12 miles or so off the coast.
We immediately returned to the scene and spotted the two rafts in the water, which we marked. We also saw the PC boats headed out with the obvious intent of capturing the downed crew. Hunt held them at bay, flicking a rocket in their direction whenever they came too close (Hunt, by the way, was a POW in WWII, captured by the Japanese after his PBY was downed, and wanted no one to suffer a similar fate.) Fortunately, we were able to raise the nearest ship, the H.M.S Kenya, a British light cruiser, which came on full speed.
In the meantime, faced with the prospect of a long stay "on station" and a potential fuel problem, we dumped all unnecessary weight overboard, including bombs, ammo from the upper deck and tail turrets, and everything loose in the afterstation. The pilots conserved fuel as best as possible, but it was questionable whether the Kenya would arrive before we would be forced to leave the area. When she came into view (what a beautiful sight!) and we knew it would reach the rafts before the PC boats, we headed for Iwakuni. And just barely made it, "sucking fumes" was the expression Foster used. In fact, the port engine stopped turning over as we taxied in.
The crew of BE-5 was transferred two days later to a Canadian destroyer, the Cockade, and finally returned to Tachikawa a month later, except for Dick Colley (AL3), who had received burns while in the radar position just aft of the wing on the starboard side when the plane was hit. Dick was sent to the hospital at Yokosuka, where I later visited him (we both made AL2 within weeks of that event). Bill Goodman, then an Ensign, was the PPC and Sullivan was the co-pilot (he was also my PPC during our second tour in '51-'52). The navigator was David Styles, who had a trainee, a midshipman by the name of Robert Greencorn, said to have been the first one to see combat since the days of sailing ships. "Dusty" Rhodes, ADC, was the Plane Captain, Carl Whitsley, AM1, the 2nd Mech, and John Scott, AOC, the ordnancemen. Otis Rhea, who was flying in the radio position (he was also an excellent saxaphonist), was 2nd Radio.
Most of us believed at the time that we had flown into a flak trap. In any event, if anyone would like to discuss that period, please feel free to contact me.
MISHAPs: 24 JAN 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: NO BUNO: 124284 Cause: COMBAT RECON PATROL; WHLS UP LNDG AFTER 12hr. PATROL-PILOT FATIGUE Contributed by Terry firstname.lastname@example.org [06APR99]
MISHAPs: 02 JUL 51 A/C: P2V-3 Location: NAS Barbers Point, Hawaii Strike: NO BUNO: 122932 Cause: GEAR COLLASPED LNDG Contributed by Terry email@example.com [06APR99]
MISHAPs: 14 OCT 51 A/C: P2V-3 Location: NAS Atsugi, Japan Strike: Yes Deaths: 1/minor, 8/ok BUNO: 122939 Cause: Single engine force-landing Contributed by Terry firstname.lastname@example.org [03APR98]
MISHAPs: 06 NOV 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: Yes Deaths: 10/missing BUNO: 124283 Cause: Last reported position, 42-20N 138-30E Tactial flight. est.0900. Pilot Lt(jg) Judd C. Hodgson, USNR, Lt(jg) Sam Rosenfiel, USNR, Ens Donald A. Smith, USNR, AD1 Paul R. Foster, USN, AO1 Reubens Baggett, USN, AL2 Paul G. Juric,USN, AD3 Jack Lively, USN, AT1 Eriwn D. Raglin, USN, AL2 Ralph A. Wigert,Jr,USNR, and AT2 William S. Meyer,USNR Contributed by Terry email@example.com [Updated 03APR98]
Report: P2V-3W Bu#124283
Departed NAS Atsugi, Japan at 0527 on 6 Nov 1951 with IFR Tactical clearance.
The preflight of the aircraft was conducted by the aircraft Captain and the Patrol aircraft commander. The flight was cleared through NAS Atsugi, Japan Tower by ATC. The last voice contact was made with Niigata DF net control at 0646. The aircraft was reported as being on course of assigned sector. The last known radar position of the aircraft was observed at 0850. The last known position was 42-20N 138-30E. A comprehensive search was conducted by squadron aircraft and Air Force Search & Rescue aircraft. The area was systematically searched for three days with a total of 119.3hrs logged by the squadron. No floating debris or any other indication of what might have happened was found during this search. The aircraft has been listed as missing in the Japan Sea. All search and rescue facilities available were used in the search.
"...The team is still working on acquiring documents which may reveal the true fate of the Patrol Squadron Six aircraft and its crew shot down by the Russians on 6 November 1951. I will let you know of any new developments..." PICKERING, Richard Charles "Papa Rich" Retired firstname.lastname@example.org [05SEP2013]
The VP-6 Event 1951 Team wishes to thank you for your help in identifying the parts found near Vladivostok, Russia. We have been working with 13 groups. These groups are Lockheed-Martin, Anderson Aeromotive (largest rebuilder of the Wright R3350 engines in the world), Experimental Aircraft Association, B29 Group, Curtiss-Wright Corp, 3 Patrol Squadron Websites and 5 Air Museums, including the Russian Monino Central Air Force Museum.
The parts the group has been conducting inquiries on are in all probability from a 58th Bomb Wing B-29 abandoned over Soviet Far Eastern Russia following its serious damage over the Japanese home islands on a combat mission in 1944. As the aircraft is known from statements of the crew to have been abandoned over land north of Vladivostok, It appears that the items of debris in the photos come from that aircraft, which crashed at that location from either fuel exhaustion or autopilot-controlled flight into terrain.
Very definitive information was obtained from the B-29 website, which described the tank and seat back armor in detail, providing tech order information showing armor location in the aircraft and its shape. They were also able to at least partially identify another item of debris which they related to the B-29's electrical system. The ladder, picture three, was not identified as belonging to this aircraft.
No P2V items were identified. On my visit to the Air Museum at Moffett Field I was able to take pictures of the inside of the aircraft they are working on for the museum, a P2V-5F BuNr 128393. I took a picture of the ladder, attached, and it clearly does not match the picture #3 we have. The ladder was the same in all versions of the P2V until the change for the P2V-7. I discovered that I flew this aircraft in 1958, following overhaul, from NAS Alameda for delivery to VP-22 at NAS Barbers Point, Hawaii.
"...I just got off the phone with an intelligence analyst friend, still with NCIS, who was a shipmate and fellow subordinate with me. He's going to try some mensuration tests on the photo of the machine gun round to determine its lineage. Something else he brought up was how do we determine how deep the water is off Cape O? You can bet that area has been extensively explored by American submarines to try to put together highly detailed hydrographic charts of the area, for tactical use in war. I doubt that information is unclassified. I further seriously doubt the Russians will publish it as Vlad is still an active Russian naval installation. The reason I bring this up is because its depth would tell us whether it was feasible for the Soviets to send deep-sea divers down to the wreck of the aircraft to recover it. Remember, it was a treasure trove of valuable electronic devices and data, and well worth the hassle a recovery would involve. If they couldn't use divers, they may have been able to dredge for it and recover it that way. If the hillside near Vlad is a dump vice a crash or crash-landing site, this could be the final resting place of what's left of the aircraft."..." PICKERING, Richard Charles "Papa Rich" Retired email@example.com [14AUG2013]
"...Need your HELP identifying items recently found on the hillside near Vladivostok, Russia. The items may be aircraft parts from the VP-6 P2V-3W that was shot down by the Russians south of Vladivostok on 6 November 1951 with the loss of all hands (10 aircrew men) by Soviet La-11 fighter aircraft (piloted by I. Ya. Lukashyev and M.K. Shchukin) while on patrol in the Sea of Japan off Vladivostok, Siberia. BuNo 124283 was conducting a weather reconnaissance mission under United Nations command. The attack occurred over international waters, but the Russians claimed the aircraft had violated Soviet airspace over Cape Ostrovnoy. The Soviet pilots reported that they intercepted the VP-6 aircraft near Cape Ostrovnoy approximately 7-8 miles from the shore. After firing upon the P2 Neptune, the aircraft burned, fell into the water, and exploded 18 miles from the shore killing the entire crew. Rich Pickering is working with Michael Stevenson, retired NCIS agent and John Zimmerlee, Exec Dir Korean and Cold War POW/MIA Network to try to determine the actual fate of this aircraft. The items we want information on are shown in the 10 pictures below. The quality of the pictures is poor, but do the best you can. Also, would you let us know if you know of any other aircraft that went down in the vicinity of Vladivostok? Report your findings by email to Richard Pickering at firstname.lastname@example.org with a copy to Randy Silbaugh at email@example.com. Please give us your rank/rate and assignment in the Squadron. Rich Pickering will forward your replies on to the NCIS agents. BTW - I served VP-6 and VP-22..." PICKERING, Richard Charles "Papa Rich" Retired firstname.lastname@example.org [09AUG2013]
LEFT TO RIGHT:
(1) Possible seat frame with headrest, (2) Unidentified debris in field, (3) Possible aircraft ladder - maybe the front entrance ladder, (4) Unidentified debris, (5) Medal or fiberglass tank, (6) Possible medal plate and debris, (7) Medal tank with three reinforce bands, (8) Unidentified debris and (9) Flat metal plate with tapered top and slot through the plate.
Comments by Michael Stevenson
The apparent .50 caliber round that is being held by the Light Colonel shown below would have been a showstopper, given a photo of its headstamp. I say that because there would be no logical reason for that round to be there. The standard Soviet heavy machine gun round was a .51 caliber used by a DShK machine gun. That's what they installed it on all the Lend-Lease aircraft they got from us. If it normally carried a .50 caliber in US or British service that was replaced by the Soviet .51 caliber. I don't see how a US .50 caliber Browning M2 round washed up on the shore as it's got a substantial copper-jacketed bullet on one end that should hold it onto the sea bed pretty well. Unless it came up in a dredging expedition, or was recovered by divers, that would explain how it wound up on that hillside - which actually may be a dump, rather than a crash site. Is this the .50caliber we used in the P2V-3W?
"...November 6, 1951: US Navy Aircraft Lost Near Vladivostok..." WebSite: POW-MIA http://www.aiipowmia.com/koreacw/cw1.html [23MAR2005]
November 6, 1951: US Navy Aircraft Lost Near Vladivostok
Aircraft: US Navy P2V Neptune
Crew: 10 (no survivors or remains recovered)
Description: - #6
This aircraft was apparently shot down by Soviet fighters either over international waters about 20 miles from Vladivostok, USSR (according tot he United States) or over Vladivostok (according to teh Soviets). The US did not announce the incident until November 23, 1951. In a protest note dated November 7, but not made public until November 24, the Soviets claimed the aircraft flew over the city and opened fire when 2 Soviet aircraft tried to force it to land, bringing Soviet retaliatory fire. "The Russian pilots were believed to have been 2 who, Moscow announced Nov. 23, had been given the Order of the Red Banner for exemplary fulfillment of their service duties." Crewmembers:(partial list) - #7
Hodgton, Judd Clarence .. LTJG
Rosenfeld, Sam .. LTJG
"...I was surprised to see on display at the SAC museum in Omaha a memorial to VP-6, Crew 10 lost in November 1951..." Contributed by NOVETZKE, LCDR Richard C. N999N@aol.com [12AUG2004]
"...06NOV51 - While conducting a weather reconnaissance mission under United Nations command, a USN P2V-3W Neptune (BuNo 124284) of VP-6 was shot down over the Sea of Japan, near Vladivostok, by Soviet La-11s flown by I. Ya. Lukashyev and M.K. Shchukin. The Soviet pilots reported that they intercepted the aircraft in the area of Cape Ostrovnoy approximately 7-8 miles from the shore. After they fired on the aircraft, it fell, burning, into the water and exploded 18 miles from the shore. The crew of Judd C. Hodgson, Sam Rosenfeld, Donald E. Smith, Reuben S. Baggett, Paul R. Foster, Erwin D. Raglin, Paul G. Juric, William S. Meyer, Ralph A. Wigert Jr. and Jack Lively were reported as missing..." Website: Aircraft Downed During the Cold War and Thereafter http://www.silent-warriors.com/shootdown_list.html [20FEB2003]
"...I got the attached article from my former Skipper (VP-90). It is from the Honolulu paper on 11/11/02..." Contributed by LARSON, LCDR John Retired email@example.com [20NOV2002]
"...11/06/51 US Navy P2V Neptune Crew: 10 (no survivors or remains recovered) This aircraft was apparently shot down by Soviet fighters either over international waters about 20 miles from Vladivostok, USSR (according tot he United States) or over Vladivostok (according to the Soviets). The US did not announce the incident until November 23, 1951. In a protest note dated November 7, but not made public until November 24, the Soviets claimed the aircraft flew over the city and opened fire when 2 Soviet aircraft tried to force it to land, bringing Soviet retaliatory fire. "The Russian pilots were believed to have been two who, Moscow announced Nov. 23, had been given the Order of the Red Banner for exemplary fulfillment of their service duties." Crewmembers:(partial list): Hodgton, Judd Clarence LTJG, Rosenfeld, Sam LTJG4..." http://asa.npoint.net/splanenew.htm [13FEB2000]
"6 Nov. 1951--P2V-3W from VP-6 shot down by Soviet aircraft, over Sea of Japan off Vladivostok, Siberia..." http://www.history.navy.mil/faqs/faq56-1.htm [26DEC97]
"...Your info re a P2V-3 shot down by Soviet fighters on "06 Nov 1961" seems wrong to me, so perhaps a correction is in order. It should probably be 1951, not 1961. I remember, it was my birthday, and a number of close buddies were aboard. The plane was from VP-6, our Crew 12..." Contributed by Charles Pomeroy firstname.lastname@example.org
MISHAPs: 09 NOV 51 A/C: P2V-3W Location: NAS Atsugi, Japan Strike: YES BUNO: 124283 Cause: SEAS; LAST KNOWN POSITION L/L'S; Lt(jg). JUDD C. HODGSON, & Gus Juric, AL2 9/MISSING Contributed by Terry email@example.com [06APR99]
"...Should read: Hodgson & 9/missing and Gus Juric, AL2 should be listed as well..." Contributed by Charles Pomeroy firstname.lastname@example.org [10JAN2001]
"...Last known position 42-20N 138-38E Crew: Pilot.Lt(jg). Judd C.Hodgson, Lt(jg). Samuel Rosenfield, Ens. Donald A.Smith, AD1. Paul R.Foster, AO1. Reubens Baggett, AD3. Jack Lively, AT2. Erwin D.Raglin, AL2. Ralph A.Wigert,Jr., and AT2. William S.Meyer..." Contributed by Terry email@example.com [03JAN2001]
MISHAPs: 26 DEC 51 A/C: P2V-5 LOCATION: NAS Atsugi, Japan Strike: Yes Deaths: 2/killed, 1/serious, 1/minor, 4/ok BUNO: 122972 [03APR98]
Night weather recon - 39-05N 130-11E - Pilot CDR Robert Jelene Perkinson (Killed), LCDR Lee Anthony Garland (Seriously Injured), LT(jg) Edgar Harold Hemmer (Slightly Injured), ADC Russell Lee McKnight (Minor Injury), AD1 Howard Elton Bowlin (Slightly Injured), ALCA Kermit Keith Hathorn (Killed), AL3 Joseph Brantly Manning (Slightly Injured) and AO2 Richard James Martin (Slightly Injured). Message received from 122962 "Runaway prop - losing altitude going to land at sea." Three Destoyer's proceeded to area and picked up 6 surviors. Contributed by Terry firstname.lastname@example.org [11JAN2001]
MISHAPs: 28 DEC 51 A/C: P2V-5 Location: NAS Atsugi, Japan 39-05-00N 130-11-00E Strike: YES BUNO: 122972 Cause: NITE WEATHER RECON; PROP FAILURE DITCHED; Cmdr. ROBERT J. PERKINSON & 1/A, 1/B, 1/C, 4/D Contributed by Terry email@example.com [06APR99]
MISHAPs: 21 MAR 52 A/C: P2V-5W Location: NAS Barbers Point, Hawaii 80mi NW Strike: NO BUNO: 124356 Cause: MISS-FIRE DURING GUNNERY, HIT TAIL Contributed by Terry firstname.lastname@example.org [06APR99]
MISHAPs: 28 MAR 52 A/C: P2V-3 Location: NAS Barbers Point, Hawaii Strike: NO BUNO: 122925 Cause: GEAR DOOR OPEN IN FLT Contributed by Terry email@example.com [06APR99]
MISHAPs: 22 DEC 53 A/C: P2V-5 "...22DEC53...Official Report:...Photographs were obtained of the aircraft approximately 10 minutes after the accident by newspaper photographers...The point of touch down and the path of the starboard engine and plane after touch down were determined. The props were examined...and were ascertained to be in the reverse position. It was determined from all observers that the starboard engine broke off on the first touch down. The board believes both engines were put in reverse 5-10' above deck..." Contributed by Terrance O. McCune firstname.lastname@example.org
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune email@example.com
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune firstname.lastname@example.org
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune email@example.com
P2V-2 Pictures of BUNO: 122964 Contributed by Terrance O. McCune firstname.lastname@example.org
MISHAPs: 00 FALL 56 A/C: P2V-5F NAS Iwakuni, Japan Strike: YES BUNO: 124689 "...A short time after departing Iwakuni on a routine patrol BE-2 developed an engine problem. The engine was shut down and the prop was feathered. The aircraft then returned to Iwakuni. Upon landing with an almost full load of fuel and without the benefit of prop reversal the aircraft ran off the end of the runway. The nose wheel lodged in a ditch doing severe damage to the aircraft. No crew members were injured. Strike P2V-5F 124689..." Contributed by DELL, Bob email@example.com [13JUN2002]
VP-6 BUNO: 124689
MISHAPs: 22 APR 56 A/C: P2V-5F NAS Iwakuni, Japan Strike: YES BUNO: 128354 "...Crew 3 was returning from a routine patrol mission aboard PC-7 at 8:20 PM. Due to a storm and darkness the aircraft was making an instrument approach. The aircraft touched down short of the runway shearing off the landing gear. It continued to slide on it's belly onto the runway and immediately caught fire. The crew all escaped the aircraft without any serious injuries. The pilot, copilot, Navigator and Plane Captain did receive burns that had to be treated at the Iwakuni Base hospital. The aircraft was completely destroyed in the fire. Strike P2V-5F 128354..." Contributed by DELL, Bob firstname.lastname@example.org [13JUN2002]
VP-6 Mishap Article
MISHAPs: 5-59 A/C: P2V-5 --- With respect to Mishaps. During my short time with VP-6 1952-1955 we experienced three Mishaps and an almost. The first was a landing incident at the Kai Tac airport in Hong Kong, reported by Terry McCune. At that time an AD1 (Plane Captain) PPC was Mr. Gunkel. If memory serves me correct Terry and the ordnance man did a great job getting all out of a burning P-2V-3. The photo I have shows only the nose with the six 20mm and the tail with the twin 20mm all that was left after the fire. The second was a taxi incident at NS Sangley Point, Philippines. The aircraft slipped off the taxi strip causing the props to impinge the surface of the strip, shatter the blades, and pierce the fuselage. The Plane Captain received serious injuries to the hand. I believe the aircraft was deemed a strike due to a broken fuselage. As an aside, in the spring of 1954 prior to VP-6 making permanent flight crew assignments, I was the duty AL in the SAR crew. At O-Dark-Hundred we got the call. A P5M on its way to NS Sangley Point, Philippines missed the magic position time. We flew out from NAS Barbers Point, Hawaii (Hiarcut Peninsula) to the last known position, and started a search pattern. The P5M made an open sea landing and was upside down in the water. The crew all perished. We were all so sick, discusted, and just plain angry we could not have been there to help the crew in any way. This TransPac was the first deployment of the P5M to WestPac. I think the Squadron was VP-50. I can tell you after that experience any time i could help a crew relay position or any other reports i was proud to help and just keep them away from a SAR call. During our deployment TransPac NAS Barbers Point, Hawaii to NAS Kodiak, Alaska in the fall of 1954, crew 12 LtJg Combs was PPC, lost an engine past the half way point. The crew performed the prep for ditching duties flawlessly with only one small misscalculation the after station stove was deep-sixed. Lockheed only had stoves for each aircraft no spares.Any crew flying in BE-12 did not enjoy hot food soup, steaks, eggs, and so on just cold horse --- on bread. Flying one operational patrol in a P-2V is more air time than I enjoyed in the back end of an AD in two weeks as a scope dope. Yes Mr.Combs made it to Half Moon Bay....With respect to my history of Mishaps during my time with VP-6, I missed a few items. The first we lost BE-8 in late 1954 or early 1955, the aircraft impacted a mountain outside of Elmendorf the entire crew perished. Also in re-reading my first submittal, I miss-spelled haircut you what they say about engineers and spelling..." Contributed by John A Sullivan Sullivan.JohnA@EPAMAIL.EPA.GOV [07APR98]
MISHAPs: 07 DEC 55 A/C: P2V-5 "...The incident occurred on December 7, 1955 during night ASW exercises using the searchlight. The PPC was LT. Kenneth Guedel. I am not sure of the copilot and navigator. The PPC, copilot and navigator survived. Seven enlisted crewmen were lost. The names of the enlisted crewmen are listed in the Iwakuni curisebook..." [08FEB2000]
"...My Father, LT Kenneth C. Guedel, was is a VP-6 plane crash December 7th, 1955. At that time I was about 4 years old. It is my understanding that he, his co-pilot and navigater survived, but there were 7 crewmembers who didn't. I do not recall this as I was too young, but I do know that my Father suffered greatly over the loss of the crewmembers. My Father passed away in 1993 at the age of 69. I just wanted to pass on my condolences to all the crewmember's families in his honor once more...Deborah Ann Stroble (Guedel) DebGuedel@Aol.Com..." [11JUN2003]
"...In response to CDR Waters' concerning Navigator on BE5 when it crashed on December 7, 1955, it was LTjg R. S. Smith..." Contributed by MOREHOUSE, Marvin email@example.com [01JUN2001]
"...I believe CDR Waters submitted that report but he didn't remember who the Co-Pilot and Navigator Officer was. I can't remember who the Navigator Officer was either but LTjg E. F. O'Malley was the Co-Pilot on that flight..." Contributed by Walter Harris Edminster firstname.lastname@example.org [03JAN2001]
MISHAPs: 00 SEP 56 A/C: P2V-5 --- VP-6 returned to NAS Barbers Point, Hawaii in September 1956. The squadron conducted one ready mining deployment to NAS San Diego. One P2V flew into the water and was lost on an exercise between Kauai and Oahu..." Contributed by Wayne R. Waters CDR USN(ret) email@example.com [11AUG98]
MISHAPs: 59-63 A/C: P2V-5 --- "...I served with VP-6 from February 1959 until October 1963. I do not have the numbers about the aircraft but someone might know. During operation Dominica we were returning from a patrol when we had a fire in the starboard receip. We were unable to maintain flight on one engine so we exercised the jettison bill. Then we took it a little beyond and stripped the aircraft of every thing plus wiring. We were being followed by a rescue aircraft that was directly over head when the PPC told me to fire the flare. (did not know that the Dumbo was overhead)) The flair missed the plane but scared them enough for them to move back. We flew on one engine for many many hours at an altitude of 25 to 50 feet. When we landed at Christmas Island we ran out of fuel at touchdown. The Aircraft was a strike. If any one remembers please E Mail me. Thanks. This took place in the spring of 61 or 62. (Old Age memory)..." Contributed by David McGuire firstname.lastname@example.org [12MAR99]
MISHAPs: 00 XXX 00 A/C: P2V VP-6 Mishap Photo Contributed by Wynnum B Graham email@example.com [05OCT98]
"...I had been wondering a long time about the VP-6 P2V floating in the pond. I finally found the identity and the circumstances of the aircraft plus photos. The attached photos and information is from the accident report for the mishap and were supplied to me by Michael Thomas a former VP-6 Aircrewman...DELL, Bob firstname.lastname@example.org..." [28JUL2002]
PC-1 near Mt Fuji
Day after ditching April 25
Day after ditching April 25
April 29 The Pieces. Not Tail section at bottom of Picture
The date was April 24, 1962. The aircraft was PC-1 of VP-6 Bu# 131527. The Pilot of the aircraft was LtCdr George L. Page. They were on a flight near Northern Japan when both Reciprocating engines began to fail within seconds of each other. The Jets were started and the Recips shut down. One prop was left windmilling to help supply electrical power because the jet engines on the 5F's had no generators. Page continued to fly to the coast of Hokkaido, Japan where he turned south looking for a place to cross the lower peninsula and reach Yakumo, the nearest landing strip. Low on Fuel and no apparent easy way across the peninsula without gaining altitude Page decided the best thing to do was ditch the aircraft. Bailing out would also necessitate gaining altitude and was considered more dangerous. The aircraft was set down about a mile off shore near the village of Otobe. The landing was relatively mild. So much so that when the aft portion of the crew felt the initial bump they thought they had bounced on a wave top and braced themselves for the larger impact to come. They realized they were in the water when the afterstation started to flood. The crew exited safely and were immediately picked up buy 2 fishing boats and taken to shore. The plane did not sink and was towed to shallower water by fishing boats to await salvage. Since there was nothing in the immediate area to initiate salvage of the aircraft it remained moored until the 29th of April when heavy surf broke it up. Photos and Data from Supplied to me by Michael Thomas VP-6 1960-1962.
MISHAPs: 05 APR 68 A/C: P3 LOCATION: China Sea TYPE: Collision Water STRIKE: Yes DEATHS: 08 BUNO: 151350 CAUSE: Possible AutoPilot GOTO: Memorial
In Memorial for lost friends...April 5th, 1968 [Updated 23MAY2016]
MISHAPs: 05 DEC 71 A/C: P3 LOCATION: NAS Cubi Point, Philippines TYPE: Engine Failure STRIKE: Yes DEATHS: 01 BUNO: 152151 CAUSE: Cleaning Solvent
"...I was the PPC of the VP-6 P-3A that ditched in Subic Bay on December 5th, 1971. Cause was dry cleaning solvent (instead of methanol alcohol) in the "ADI" tank. Within seconds of takeoff, all four engines went to gage limit on the Turbine Inlet Temps gages, Engines 2 & 3 exploded about 20-30 seconds after lift off (about the time the wheelwell doors closed), and Gen #4 kick off for some reason - probably overspeed, so we lost all electrics which meant we lost all hydraulics, too. We did go "boost out." But with no hydraulic power, the flaps stayed at their "Take-off" position. The wheels were UP when we hit the water (you may be able to see that the nose wheel doors are closed in one of the photos), but water impact tore the one main-mount to the "down" position. Pretty exciting 3 minute flight. Our co-pilot, Flight Engineer, and TACCO worked as a team and did a fantastic job. As I recall, our Radio operator and Radar operator tried heroically to rescue the Navigator, "Ned" Cooper. I would like to hear from any surviving crewmembers. "Astonishing Luck!"...Mike Montgomery email@example.com..." [14JUN2004]
"...Mishap Photo's..." Contributed by HUGHES, Ed firstname.lastname@example.org [Updated 28MAR2003]
"...Mishap Photo's..." Contributed by NETTLES, Bullet Bob email@example.com [Updated 28FEB2003 | 07FEB2003]
"...The photos attributed to a wheels-up landing might actually be photos of the "cleaning solvent" accident described directly above it. I was in NAS Cubi Point, Philippines with VP-40 on a "geedunk" flight a few days after the ditching of 152151 and got a pretty good look at the carcass as it came off of the salvage barge. Both wings had separated between the engines. The gear was down and the tail had been torn off just aft of the galley seats. The bomb bay doors had collapsed inwards causing the failure of tank 5 and a considerable amount of the floor upward into the cabin. This failure was the cause of the death of the navigator (the only fatality) on the plane who was crushed by the damage. The sonobouy package doors also failed in/upward and according to the Lockheed reps the failure allowed the hydraulic load center and points aft to fill with water and the hydrostatic overpressure blew off everything aft of the galley. From what we got from the tech reps the aircraft lost all electrical power and all hydraulics and was flown "boost out" out over the bay where it ditched (gear down, flaps at takeoff, two engines "flamed"). Good job on the flight deck by all hands to just make the water! STITH, Steve firstname.lastname@example.org..." [29OCT2001]
"...Mishap Photo's..." Contributed by Ed Hughes email@example.com [01APR98]
"...I was reading about the wheels up landing in Kaui. I have one of a few of the Oil Painted pictures of that aircraft that was made in Korea during the OKINAWA deployment. My 3P on that crew was called "Kid Kersey." I don't remember his first name at the moment (it's in my cruise book) but he had the oils made for those of us on the crew that wanted one. I remember him, he was just a BIG KID, and he really loved that plane, this was his 1st crew and all. It just so happened that I heard that he was the PPC on the Crash Day! How things happen..." Contributed by Kim Kramar K3msugrad@hotmail.com [01APR98]
"...There is an error in VP-6 Site description of the wheels up landing in Kaui on September 5, 1980. There were no deaths with the possible exception of a few of those famously huge flying cockroaches Hawaii is known for. I was in the squadron at the time and with the CO and others on a pre-deployment visit to NAS Cubi Point, Philippines. The PPC of the subject A/C was my Branch Officer (Avionics) and the aft observer was a friend of mine, AT3 "Crash" Benson (the nickname a result of the Kaui crash). As "Crash" related it to me, they were on a bounce hop and he had nodded off in the aft observer seat when he felt a strange vibration and heard the sound of scraping metal. He looked out the window and saw sparks flying by. After the A/C had come to a rest, "Crash attempted to exit the port overwing but encountered flames. He then tried the starboard overwing and exited successfully. He looked down the runway and saw the 3 pilots and the FE running away. Now this is the best part; "Crash" calmly said "I walked to the side of the runway and felt like having a smoke. So I sat down, lit one up, and watched her burn." Talk about grace under fire! The FE (approx. 12 years experience) "signed his page" and the PPC went to Beeville Tx. where I hear he crashed a prop trainer aircraft..." Michael Kelly firstname.lastname@example.org [01APR98]
"...I believe the plane that was involved in the wheels up landing was known as dimples due to a hail storm it flew into that did extensive damage which sent it to rework for some time before we got it back..." Contributed by Ira Catlin mailto:email@example.com [14MAR98]
BUNO: 152151: P-3A 04-03-65 VP-46 RC-16; 18-11-66 NAS Moffett Field, California pool; 27-02-67 VP-48 SF-7; 15-10-68 VP-17 SE-7/ZE-5; 03-08-71 VP-6 PC-6---BOOKs: TITLE: "P-3 Orion" by Marco Borst and Jaap Dubbeldam...booklet on the P-3 Orion which was published in February 1996, with b/w photo's, 111 pages full of history of every P3 produced, etc. Contact Marco P.J. Borst firstname.lastname@example.org WebSite: http://p3orion.nl/index.html [30DEC97]
MISHAPs: 05 SEP 80 A/C: P3 LOCATION: Hawaii TYPE: Wheels Up Landing STRIKE: Yes DEATHS: 00 BUNO: 151459 CAUSE: Pilot
MISHAPs: 03 JAN 87 A/C: P3 LOCATION: 6 miles from NAS Barbers Point, Hawaii TYPE: Lost Prop STRIKE: No DEATHS: 00 BUNO: 154583 CAUSE: Lost Prop in flight.
"...I'm the senior engineer on VP-6's January 6, 1987 prop separation flight (BUNO: 154583 - PC-63). I was looking at my photo's just now and recalled that I NEEDED to do the maintainence turns on the plane 99 days after the mishap. (Also took it on a VIP Flight from NAS Barbers Point, Hawaii to Dodge and back with the Admiral a few months later--1010 all the way). It's real interesting to read about what happened from folks that weren't there. Timmy Rowan's is pretty good and pretty close. Nice Work Timmy. The story itself is a good one, and I'll run it by you all in a future email. I'm writing this one to check the links and see my name up in lights! Actually, I just a very lucky guy to be alive and well. Very Sincerely Yours...MULLINS, AD1(NAC)(MTS)(EAWS) Retired email@example.com..." [11JUN2003]
"...Crew and plane that lost the prop in 1987. I was on crew 5 as the SS3 operator, (not the crew who flew the plane), and was coming in for Ready Alert preflight the next morning after this happened and saw the plane - WOW! No one was to go near it and no one was to take pictures. The next day they took this picture of the crew and the plane. I do not know if this was ever published anywhere but I knew the photographers mate and got a copy. The pilots name was Junior Koshal and when he finally got the plane on the deck he jammed on the brakes so hard he blew out the main mount tires trying to get the plane to stop, (had two major engine fires blazing away on the wing), the crew evacuated over the opposing wing. Cause - over speed on start up and prop failed to feather on shut down and kept wind-milling all the way home. What was discovered about this as this was the first P-3 to make it home after this type of failure was with the engine shut down and an un controlled "fail to feather prop" on the engine the oil pump to the prop gear box no longer pumps oil so it super heated and basically exploded separating the prop from the engine and sent it into the prop of the next engine, luckily seizing it. This oil problem has since been fixed thanks to the Plane and crew in the picture. Tim Rowan firstname.lastname@example.org..." [29JAN2002]
"...I was aboard the dreadful "overspeed/prop decouple" flight of January 3, 1987...Danny L. Braswell, AT2 email@example.com..." [16JUL2000]
They were out on patrol running on 2 engines and upon restart of the other 2 engines got a chips light in the cockpit but before they were able to kill the engine the prop decoupled. After a flight of about 6hrs they lost the prop about 6 miles out from Barbers. The departing prop sheared part of 2 blades off the adjacent engine and damaged the mainmount. The plane lost several thousand feet of altitude before they regained control of the aircraft. I was told the the plane actually was pulled around in a loop because of the torque of 2 engines on one side still supplying power. They were instructed to land at NAS Barbers Point, Hawaii if possible rather than ditch. They landed safely while blowing the remaining mainmount tires and spreading debris down the runway. It was my understanding at the time that this was the first P-3 that had ever made it back to base after a prop had departed the aircraft. They were particularly interested in the flight recorder tapes to be used as a training tool in flight simulators. My roommate was the Radio Operator on the flight and had a copy of the radio and intercom transmissions off the flight recorder. The crew was quite calm throughout the incident, the pilot called Honolulu stating " Honolulu, Honolulu, mayday mayday the prop has departed the aircraft were going in", at this the Honolulu air traffic controller seriously freaked out (based on her voice). After several long seconds the pilot came back on and calmly stated they had regained control of the aircraft and was requesting instructions. Contributed by Ken Botts firstname.lastname@example.org [01SEP99]
"...I happened across the mishap information about the aircraft that lost a prop back in 86/87. I remembered taking pictures of the plane from a doorway in the hangar because they wouldn't let anyone near the plane with a camera. I have attached the two photo's I could find. I thought you might want to put them up under that story as dramatic evidence that the P-3 could withstand a whole lot of punishment and still get her crews back home (You can see that the number "2" prop is severely damaged and only partly feathered)..." Contributed by Mahlon K. Miller email@example.com [15MAR2000]
"VP-6 Summary Page" | aerospace |
https://www.thebriefbulletin.com/post/check-out-latest-developments-of-china-s-space-station | 2022-06-24T22:04:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103033816.0/warc/CC-MAIN-20220624213908-20220625003908-00196.warc.gz | 0.937236 | 165 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__206858910 | en | Countries continue to race with each other in order to rule the space and establish their technological dominance in the space
In a major development, China is expected to launch a manned spacecraft with three astronauts on board at 9.22 am on Thursday from the Gobi desert.
The Shenzhou-12 - Divine Vessel in Chinese - manned spaceship will be launched from the Jiuquan Satellite Launch Center in northwest China and will have three male astronauts on-board namely,Nie Haisheng, Liu Boming and Tang Hongbo.
Notably Shenzhou-12 is the third of total eleven missions scheduled by China in order to build its own space station.
The Tianhe module docked in Tianzhou-2 was launched last month to prepare fot food supplies for the three astronauts scheduled to leave on Thursday. | aerospace |
https://www.riotimesonline.com/brazil-news/brazil/embraers-eve-partners-with-australian-helicopter-operator/ | 2022-05-19T03:12:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662522741.25/warc/CC-MAIN-20220519010618-20220519040618-00730.warc.gz | 0.895321 | 119 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__249374277 | en | RIO DE JANEIRO, BRAZIL - Eve, a company formed by Embraer to develop and explore the global urban air mobility (UAM) market, announced a partnership with Microflite, one of Australia's leading helicopter operators.
Under the agreement, the companies will lay the groundwork for new urban air mobility operations in Australia, scheduled to begin in 2026.
Read also: Check out our coverage on Embraer
The plan is to use helicopters as a proof of concept to validate the parameters applied to future electric vertical take-off and landing . . . | aerospace |
http://www.turbineengine.com/aviation-affiliations/ | 2018-02-20T07:30:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891812913.37/warc/CC-MAIN-20180220070423-20180220090423-00019.warc.gz | 0.891074 | 238 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__122857042 | en | The Professional Aviation Maintenance Association is the premier association for the Aviation Maintenance Technician. PAMA promotes professionalism and recognition for the Aviation Maintenance Technician.
NBAA – National Business Aviation Association
The NBAA represents the aviation interests of more than 7,000 companies that own or operate general aviation aircraft as an aid to the conduct of their business, or are involved with some other aspect of business aviation.
AOPA – Aircraft Owners And Pilots Association
AOPA, the Aircraft Owners and Pilots Association, represents American general aviation on behalf of more than 415,000 dues-paying pilots and aircraft owners. AOPA is often called “THE VOICE OF GENERAL AVIATION.”
The Lake Houston Area Chamber of Commerce
The Chamber of Commerce in the Lake Houston Area is the organized voice for the quality of life and business related issues at the local, state and federal level of government and is the front door to our community for tourism and business relocation information.
FAA – Federal Aviation Administration
Our continuing mission is to provide the safest, most efficient aerospace system in the world. Safety is our passion. We work so all air and space travelers arrive safely at their destinations. | aerospace |
https://phong-nha-homestay.com/cities-and-countries/how-long-is-the-flight-from-hawaii-to-the-philippines.html | 2021-12-04T10:18:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362969.51/warc/CC-MAIN-20211204094103-20211204124103-00305.warc.gz | 0.890459 | 523 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__22445755 | en | Can you fly from Hawaii to Philippines?
Pre-flight testing for symptoms and antibodies, alongside socially distanced seating (for a limited time) will work towards keeping travelers safer while flying from Hawaii to Philippines.
|Flexibility||No cancel fee|
|Search Philippine Airlines flights|
How many hours is the travel time Manila to Hawaii?
Average direct flight time is 10 hours 20 minutes.
The fastest direct flight from Manila to Hawaii is 10 hours 20 minutes.
Does Hawaiian Airlines fly to Manila Philippines?
(KHNL)-Soon you can fly non-stop from Honolulu to Manila. It’s the airline’s first route to Asia and they are hoping more than 100,000 people will take advantage of the new flights.
How far apart are Hawaii and the Philippines?
Distance from Hawaii to Philippines
The shortest distance (air line) between Hawaii and Philippines is 5,426.20 mi (8,732.63 km).
Is Hawaii close to Philippines?
Hawaii is located around 8537 KM away from Philippines so if you travel at the consistent speed of 50 KM per hour you can reach Philippines in 170.74 hours.
Do I need a Covid test to go to Philippines?
If staying less than 72 hours in the Philippines, a negative RT-PCR test taken within 48 hours prior departure from the country of origin shall be presented upon check-in and arrival. If staying more than 72 hours in the Philippines, an RT-PCR test shall be administered upon arrival.
How many hours is California to Philippines?
Answer: The average Manila, Philippines to Los Angeles, California flight time is 13 hours and 30 minutes.
How close is Philippines to Japan?
Distance from Japan to Philippines is 3,066 kilometers.
The air travel (bird fly) shortest distance between Japan and Philippines is 3,066 km= 1,905 miles. If you travel with an airplane (which has average speed of 560 miles) from Japan to Philippines, It takes 3.4 hours to arrive.
How many miles is California to Philippines?
Distance between California and Philippines is 17133 KM / 10646.3 miles.
Is LA close to Hawaii?
Distance from Hawaii to Los-Angeles
The shortest distance (air line) between Hawaii and Los-Angeles is 2,485.48 mi (3,999.99 km). | aerospace |
https://www.timesoflondon.org/NASAs-new-Space-Launch-System-moon-rocket-Artemis-1-rolled-out-to-launch-pad-ahead-of-August-29/ | 2022-09-26T02:41:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334644.42/warc/CC-MAIN-20220926020051-20220926050051-00597.warc.gz | 0.952237 | 342 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__252376693 | en | The National Aeronautics and Space Administration's (NASA's) giant new Space Launch System moon rocket was rolled out to a Kennedy Space Center launch pad on Wednesday in Cape Canaveral. The Artemis 1 moon rocket arrived at its launchpad in Cape Canaveral almost two weeks ahead f its scheduled launch on August 29.
It will be the maiden flight of the Artemis programme, which is America's space programme to return humans to the Moon for the first time since the Apollo mission in 1972. Notably, the Artemis 1 mission is an uncrewed test flight of the huge Space Launch System mega-rocket and its Orion spacecraft.
The Orion is stacked atop the rocket. The Artemis 1 began the rollout to Launch Pad 39B at around 9 pm EDT and reached its destination at around 7 am EDT on Wednesday. It took more than 10 hours to complete its journey to the launchpad.
The rocket will propel the Orion crew capsule into orbit around the Moon. According to reports, the spacecraft will remain in space for almost 42 days before returning to Earth. From 2024, astronauts will start travelling aboard Orion to reach the Moon.
It took more than a decade to develop the rocket. "To all of us that gaze up at the Moon, dreaming of the day humankind returns to the lunar surface, folks, we're here. We are going back," NASA administrator Bill Nelson said earlier this month as quoted by AFP.
According to reports, the Orion capsule will fly to the Moon and 64,000 kilometres beyond it. The Artemis 1 will be launched on August 29 at 8:33 am. Meanwhile, September 2 and 5 are kept as backup dates, in case the launch is postponed due to bad weather. | aerospace |
http://astrona.blogspot.com/2007/06/pat-rawlings-artwork-used-in-space.html | 2017-04-28T08:19:47 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122886.86/warc/CC-MAIN-20170423031202-00295-ip-10-145-167-34.ec2.internal.warc.gz | 0.883102 | 216 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__49406540 | en | Description: Original concept by Dr. Stanley K. Borowski (2001: A Space Odyssey Revisited), NASA Glenn Research Center, models by Kenneth Bolli for the Orbiter space flight simulator (TTM24 addon). This is based on original artwork by artist Pat Rawlings, that was created for NASA study called "To the Moon in 24 Hours".
Note: All artwork and images copyright © Pat Rawlings. Please do not use images without the permission of the artist.
For more information see the sources below:
Pat Rawlings Space Art includes these Lunar images. Astrona - Space and Astronomical Art Journal. See also Pat Rawlings official website.
TTM24 Screenshots by John "MrBatman" Wilson. A series of 15 wallpapers based on the TTM24 addon.
LANTR - To the Moon in 24 Hours by Marcus Lindroos.
Orbiter official website. Orbiter is a closed source freeware space flight simulator for the Windows PCs. See also Orbiter gallery includes screenshots from standard distribution and various addon images. | aerospace |
https://www.defencexp.com/navys-ilyushin-38sd-aircraft-fires-anti-ship-missiles-during-exercise/ | 2022-12-09T19:06:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711475.44/warc/CC-MAIN-20221209181231-20221209211231-00844.warc.gz | 0.938024 | 480 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__267293694 | en | Panaji: The Indian Navy’s aircraft Ilyushin 38SD successfully fired Combat Kh35E anti-ship missiles during the ongoing Theatre level Readiness and Operational Exercise 2021 (TROPEX-21), a defence statement said here on Tuesday.
The Combat Kh35E missiles launched from the aircraft successfully hit and sank the target on January 31, it said.
“This reaffirms the Indian Navy’s capability to carry out long range maritime strikes in the Indian Ocean Region, a capability that is central to meeting operational challenges and ensuring safe seas, secure coasts,” it said.
“TROPEX 21 is aimed at testing combat readiness of the Navy along with the assets of the Air Force, Army and Coast Guard in a “complex multi-dimensional exercise set in the context of the current geo-strategic environment”, the statement added.
The Il-38 is an adaptation of the four-engined turboprop Ilyushin Il-18 for use as a maritime patrol aircraft for the Soviet Navy. It met a requirement to counter American ballistic missile submarines. The Communist Party Central Committee and the Council of Ministers issued a joint directive on 18 June 1960, calling for a prototype to be ready for trials by the second quarter of 1962. The fuselage, wing, tail unit and engine nacelles were the same as the Il-18 and it had the same powerplant and flight deck. An aerodynamic prototype of the Il-38 first flew on 28 September 1961, with the first production aircraft following in September 1967. Production continued until 1972, when the longer-range and more versatile Tupolev Tu-142 derivative of the Tupolev Tu-95 strategic bomber had entered service.
The airframe is based on the Il-18, with the wings moved forward 3 m (9.84 ft). Unlike the Il-18, only the forward fuselage of the Il-38 is pressurised. The tail contains a MAD, while under the forward fuselage a Berkut (“Golden Eagle”) search radar (named “Wet Eye” by NATO) is housed in a bulged radome. There are two internal weapons bays, one forward of the wing, housing sonobuoys and one behind the wing housing weapons. | aerospace |
https://ticketbookingstation.xyz/y1302nquq.html | 2022-08-17T04:53:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572833.95/warc/CC-MAIN-20220817032054-20220817062054-00010.warc.gz | 0.862952 | 475 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__129726714 | en | Call now to make reservation, rebooking, cancellation of flight over the phone 24/7
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Distance and aircraft type by airline for flights from St. Petersburg-Clearwater International Airport to Harrisburg International Airport. Origin PIE St. Petersburg-Clearwater International Airport. Destination MDT Harrisburg International Airport. Distance miles.
Save on flight to Harrisburg / Middletown, Harrisburg International Airport (MDT) from St. Petersburg (PIE) with free service of ticketbookingstation.xyz FLIGHTS FROM/TO HOTELS CAR RENTALS CRUISES HOLIDAYS Airlines cut their flight prices during slower travel times. PIE - MDT Find cheap flights from Tampa to Harrisburg KAYAK’s flight Price Forecast tool uses historical data to determine whether the price for a flight to Harrisburg from Tampa is likely to change within 7 days, so travelers know whether to wait or book now.
Top airline flying Tampa St. Petersburg to Harrisburg. Flight from St. Petersburg-Clearwater International Airport (PIE) to Harrisburg International Airport (MDT) flight time = 2 hours, 19 minutes.
Change your ground speed: mph knots. km/h take-off and landing: mins. tailwind: knots. airspeed: knots. flight distance = Distance between St Petersburg, FL (PIE) and Harrisburg, PA (MDT) Flight distance from St Petersburg to Harrisburg (St. Pete–Clearwater International Airport – Harrisburg International Airport) is miles / kilometers / nautical miles. Estimated flight time is. Flights from St. Petersburg - Clearwater to Middletown Flights from St. Petersburg-Clearwater Intl.
Airport to Harrisburg Intl. Airport Important: This destination may have COVID travel restrictions in place, including specific restrictions for lodging. | aerospace |
http://assetsds.cdnedge.bluemix.net/business/news/us-bangla-start-flights-chennai-1701778 | 2020-01-29T12:08:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251796127.92/warc/CC-MAIN-20200129102701-20200129132701-00380.warc.gz | 0.946132 | 221 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__100992529 | en | US-Bangla Airlines is all set to start flights to Chennai from March 31, making it the first Bangladeshi carrier to fly to the capital city of India's Tamil Nadu state.
Initially, three weekly flights will be operated from Dhaka via Chattogram every Sunday, Tuesday and Thursday and return on the same day using the route, the airline said in a statement yesterday.
The minimum one-way fare for the Dhaka-Chennai route, inclusive of all taxes and surcharges, has been fixed at Tk 15,005 and return fare Tk 24,017 while that for the Chattogram-Chennai route Tk 16,003 and Tk 26,013 respectively. Flights will start from Dhaka at 9:10am and from Chattogram at 10:45am and will reach Chennai at 12:45pm. The flight from Chennai will start at 01:30pm and reach Chattogram at 4:30pm and Dhaka at 06:00pm.
The flights will be operated with a 164-seater Boeing 737-800 aircraft. | aerospace |
https://eo.vector.me/search/universe | 2021-06-23T21:32:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488540235.72/warc/CC-MAIN-20210623195636-20210623225636-00492.warc.gz | 0.652979 | 226 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__37441968 | en | Save 15% on iStock using the promo code
Vector creative template with illustration of cosmonaut in spacesuit exploring outer space and spaceship. Astronaut making spacewalk on dark background near earth.
Space background. Green realistic cosmos backdrop. Starry nebula with stardust and milky way. Color galaxy and shining stars. Bright space objects. Vector illustration
Art design hologram, portals, teleport template. Abstract concept modern technology portal, round tunnels. Magic circle teleport podium. GUI, UI virtual reality projector. Two luminous blue rings.
Mars landscape, alien planet, martian background
Vector cosmic illustration. Beautiful colorful space background. Watercolor Cosmos
Stars, space and night sky
Abstract Lights Motion Speed Radial Lines Background. Abstract design template for brochures, flyers, magazine, business card, branding, banners, headers, book covers, notebooks background vector
Retro Style landscape with blue grid background
Vector Retro Astronaut in Space Stock Illustration
Abstract blue glow background with lights beam background
Sparkle icon set
Vector cosmic watercolor illustration. Colorful space background with stars | aerospace |
https://kingsfordobiriyeboah.wordpress.com/2013/11/18/nasa-launches-maven-mars-orbiter/ | 2018-07-20T23:42:54 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592001.81/warc/CC-MAIN-20180720232914-20180721012914-00529.warc.gz | 0.930658 | 197 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__257446520 | en | The NASA MAVEN spacecraft, which will gather information on Mars’ past climate, is now undertaking its 10 month mission to Mars after a successful 10:28 a.m. PT launch today.
MAVEN will arrive at Mars in September 2014 and then begin orbiting, ranging in altitude from 78 to more than 3,800 miles above the planet’s surface. It will use its on-board scientific instruments to document the characteristics of each part of Mars’ upper atmosphere and ionosphere. It will also measure how the planet interacts with the sun and its associated particles.
The data will help scientists determine if Mars was ever habitable and what caused its atmosphere to thin and water to disappear. While NASA has been sending crafts to Mars for nearly 50 years now, this is the first time a mission has focused on studying the planet’s upper atmosphere. MAVEN’s work will also complement the Curiosity rover goals and inform…
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http://selenianboondocks.com/2010/01/xoie-in-the-wind/ | 2018-01-21T20:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890874.84/warc/CC-MAIN-20180121195145-20180121215145-00693.warc.gz | 0.843143 | 183 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__15589034 | en | Here’s an old video from our 195s tethered flight the day before our NGLLC Level 2 competition slot. Winds gusting past 30 knots, and it’s still rock solid. If you count tethered flights, I think it’s the longest duration VTVL flight ever (longer than DC-X or Armadillo):
It just goes to show that while every landing for a VTVL vehicle is a crosswind landing, that’s not necessarily a showstopper.
Latest posts by Jonathan Goff (see all)
- Comment Bumping: Venus Electrolysis and Space Settlement Norwegian Perspective - July 20, 2017
- Random Thoughts/Rocket Legos: Masten Xephr as a Vulcan SRB Replacement? - May 5, 2017
- Random Thoughts: RLVs and Megaconstellations - April 14, 2017 | aerospace |
https://www.wtkr.com/2014/04/08/nasa-video-shows-graceful-solar-flare | 2021-06-22T11:53:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488517048.78/warc/CC-MAIN-20210622093910-20210622123910-00502.warc.gz | 0.949086 | 96 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__40056556 | en | NASA has released images of a solar flare captured by NASA’s Solar Dynamics Observatory.
This particular solar flare was released on April 2nd.
According to NASA, harmful radiation from a flare can’t physically affect us, but when they’re intense enough, they can disrupt communications, including GPS technology.
NASA says this was a mid-level “M” class flare. The larger flares fall into the “X” category. | aerospace |
https://thesocialtalks.com/world/chinese-state-owned-airlines-are-giving-up-boeing-and-turning-to-airbus/ | 2022-08-18T22:06:16 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573533.87/warc/CC-MAIN-20220818215509-20220819005509-00392.warc.gz | 0.930497 | 1,513 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__90566487 | en | Three Chinese nation-owned airline companies, China Southern Airline, China Eastern Airline, and Air China recently reached an over-$37 billion deal with Airbus, the largest deal in Airbus’ history after it enters the Chinese market. 292 Airbus’ latest A320 Neo will be delivered to China in the next decade. Meanwhile, Boeing got 0 new orders from the Chinese market.
As the world’s second-largest aviation market, the deal is doubtlessly a heart-strengthening shot for Airbus as well as a positive signal for the revival of the global aviation industry. Both Airbus and Boeing are expecting this date comes, but this time Airbus wins.
“These new orders demonstrate our customers’ strong confidence in Airbus. It is also a strong endorsement by our airline customers in China of the performance, quality, fuel efficiency, and sustainability of the world’s leading single-aisle aircraft family,” said Christian Scherer, Airbus Chief Commercial Officer and Head of International.
In contrast, Boeing bemoaned its home country’s trade war with China for bruising its business prospects.
“As a top U.S. exporter with a 50-year relationship with China’s aviation industry, it is disappointing that geopolitical differences continue to constrain U.S. aircraft exports,” a Boeing spokesperson said Friday in a statement.
Winning China, Winning the World
Boeing and Airbus are the largest competitors each other. While they are competing across the globe, they have their own home fields. In the European markets, Boeing takes only about 20% market share. On the other hand, Airbus is never the top choice of North American airline companies.
Hence, winning the market outside of North America and Europe is the key for both of them. China, the world’s second-largest aviation market, naturally becomes the major battlefield.
Richard Aboulafia, an analyst from the U.S.-based aviation consulting company AeroDynamic Advisory, told the Chinese media that Airbus has long been using the strategy of prioritizing Chinese orders to squeeze Boeing’s share in the global market. “The Chinese are preparing for a comeback just like you’re seeing in the rest of the world, and it’s pretty clear the U.S. is at a disadvantage.”
Some aviation industry insiders believe this is a fiasco for Boeing. “This is China sending a sign, and it hurts Boeing terribly,” said George Ferguson, an analyst with Bloomberg Intelligence.
The worse thing is Boeing is storing around 150 jets that it built but never delivered to China, most of them 737 MAX models. Restarting those handovers would generate cash badly needed to pay down its $58 billion debt. Those deliveries also would help make the case to speed Boeing’s 737 production, Ferguson said.
On the contrary, the historical deal with China makes Europeans feel a bit relieved as the Russia-Ukraine War is causing the soaring energy price and simmering unemployment wave. An Airbus plane contains parts from all the EU states. 293 new planes mean hundreds of companies across the EU can survive in this cold winter.
Besides, the EU keeps relatively silent when the U.S. is warning China not to help Russia to evade the sanctions. Several EU senior officials have shown kindness to the Chinese government, hoping it can increase imports and be the negotiator between Moscow and Kiev.
Whereas Boeing can only watch as Airbus celebrates an order bonanza for now, it says it will not stop lobbying the U.S. government to improve the relationship with the Chinese government.
“We continue to urge a productive dialogue between the governments given the mutual economic benefits of a thriving aviation industry,” the Boeing spokesperson said. “Boeing aircraft sales to China historically support tens of thousands of American jobs, and we are hopeful orders and deliveries will resume promptly.”
The End of China’s Balanced Policy
Despite some Chinese airline companies prefer either a Boeing-dominant fleet or an Airbus-dominant fleet, the Chinese government has traditionally carefully balanced deals between the aerospace duopoly in order to maintain maximum leverage. The government, which oversees such purchases, tends to reveal them in carefully timed events--like state visits--to punctuate its policies on trade.
When Xi Jinping visited Boeing’s factory in Seattle in 2015, he promised in front of Barack Obama, the CEO of Boeing, and over 600 Boeing workers 300 new planes.
Boeing also gave a positive signal back to China. The CEO of Boeing Ray Conner defended its choice of setting Boeing’s first overseas center in China, despite the disagreements from the board of trustees.
Similar things happened when Xi Jinping visited France four years later. He signed a 30 billion Euros deal with Airbus and promised 300 new orders, the same number as Boeing.
Therefore, China’s lopsided decision is indeed unusual. Bloomberg called Airbus’ overwhelming victory a “coup” against Boeing’s over 50 years of business in the Chinese market.
Nonetheless, it will be unfair for both if one says Boeing’s fiasco and Airbus’ victory are pure because of geopolitics. In other words, even if there is no political tension between the American and Chinese governments, Boeing is still very likely to be left behind by Airbus in the Chinese market.
In the first place, Boeing is still inflicted with the 737 MAX scandals. From its first crash in Indonesia in 2019 to the horrendous crash in Ethiopia in 2020, from the documentary Downfall: The Case Against Boeing to Boeing’s leaked documents, Boeing’s safety promise is now on the verge of bankruptcy.
In many senses, 737 Max is a hasty response to Airbus’ years of preparation for A320 Neo. The latter is Airbus’ latest mid-range narrowbody aircraft, being famous for its high technology and environmentally friendly building process. But for airline companies, fuel efficacy is the largest concern. According to the data from Airbus Group, A320 Neo can save about eight percent of fuel compared with Boeing’s same-level plane under the same flight conditions. Boeing claimed that 737 Max can save about 0.6 percent more fuel than A320 NEO.
Boeing has spent a whole bunch of time and money improving the plane and pushing it to fly again. Until 2021, 737 Max finally got the certificate of the EU and flew again in the sky other than the United States. However, it is still being reviewed by the Chinese aviation authority now.
Except for the serious safety concerns caused by scandals. Boeing may also have a business strategic failure in the Chinese market. After years of discussion in the board of trustees, Boeing finally decided to set a center in Zhoushan, China in 2018, roughly four years after Airbus and three years after Embraer. This makes Boeing’s products more expensive than Airbus and Embraer.
Xiaojin Li, the Director of the Institute of Aviation Economy at the Civil Aviation University of China, told privately to Chinese media that Airbus offers more attractive discounts for customers with large orders, and that is one of the important reasons for the collective decision from the three Chinese state-owned airline companies.
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https://www.maanmittauslaitos.fi/en/research/finlands-enhanced-navigation-using-compassbeidou-signals-fincompass | 2024-02-29T02:12:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474775.80/warc/CC-MAIN-20240229003536-20240229033536-00384.warc.gz | 0.911509 | 311 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__32477753 | en | Finland’s Enhanced Navigation using COMPASS/Beidou Signals (FINCOMPASS)
The Chinese satellite navigation system COMPASS, officially named Beidou, is at the dawn to become open to the whole world. COMPASS’s regional system has started to provide operational service for China, and the global COMPASS system is expected to be completed by the end of 2020. Consequently, new COMPASS-enabled business opportunities are emerging both in China and at the global scale in the future. Tightly coupled with the Finnish industry, the Finnish Geodetic Institute is motivated to translating these opportunities into benefits for the Finnish society. This project develops a reconfigurable software GNSS (Global Navigation Satellite System) receiver platform for assessing the COMPASS system and developing more robust and accurate localization. The FINCOMPASS project will bring new knowledge to the Finnish GNSS community and industry about how to utilize the COMPASS system optimally and which performance benefits it will provide. The Chinese partners in FINCOMPASS are the GNSS Research Center at Wuhan University (GRC) and the Chinese Antarctic Center of Surveying and Mapping (CACSM). The FINCOMPASS project will conduct valuable analysis from the viewpoints of both technology development and industry opportunities by providing new knowledge about COMPASS. FINCOMPASS will conduct performance verification and create information about COMPASS opportunities and potential limitations. Research deliverables have practical applicability for the Finnish industry and the whole society, as they provide detailed understanding about the benefits of COMPASS to Finland. | aerospace |
http://amazingspace.org/news/archive/2006/02/a2.php | 2018-10-19T08:01:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512332.36/warc/CC-MAIN-20181019062113-20181019083613-00551.warc.gz | 0.920246 | 71 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__73890655 | en | - Question 2:
- Why do you think scientists planned the May 2005 Hubble observation?
The scientists were looking for new moons around Pluto in
preparation for the New Horizons mission, launched in January
2006. New Horizons will be the first spacecraft to visit Pluto
and make close-up observations of it.
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http://www.indiavisuals.com/science/nasas-1st-attempt-to-grow-flowers-in-space/2309 | 2018-01-17T05:11:55 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084886815.20/warc/CC-MAIN-20180117043259-20180117063259-00261.warc.gz | 0.959151 | 420 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__82348944 | en | Have you ever heard of “Space plant Biology”,the discipline of Science- the first of its kind to grow plantation in space. Growing flowers in space is a great achievement and this was the first attempt by NASA astronaut Kjell Lindgren who has activated the Veggie plant growth system and its rooting called “pillows” containing Zinnia seeds on the space station.This remarks the presence of life in space. Additionally this also aids in proving the precursory information of the other flowering plants as well.
Gioia Massa has also stated that it is a tough challenge to grow flowering plants in space than a vegetation crop because the external parameters such as lightning and environmental factors become hurdles during the process.This experiment is implemented neither to stimulate romantic intimacy nor to expand the florist business in space, It is aimed to nourish the NASA’s Plant growing skills where growing flowering plants is a tough challenge rather than a veggie crop like lettuce.
Firstly, red, blue and green LED lights will be turned on to get an artificial life later the water and nutrient system to Veggie is activated, and the growth of the plant is monitored. The Zinnias would grow for about 60 days, which is twice as long as the first and second crop of Outredgeous red romaine lettuce that grew on the space station.During the growth cycle, the LED lights will be on for 10 hours and off for 14 hours in order to stimulate the plants to flower.
The Veggie system was developed by Orbital Technologies Corp. (ORBITEC) in Madison, Wisconsin, and tested at Kennedy before flight. Veggie, along with two sets of pillows containing romaine seeds and one set of zinnias, was delivered to the station by SpaceX on the third cargo resupply mission in April 2014.
NASA even added that the scientists are also planning to grow ‘Tomatoes’ in the veggie system on the ISS in 2017 and this could end up becoming a vital element for future deep-space missions. | aerospace |
https://oralhistory.ws/resources/nirmal-jit-singh-sekhon-a-legacy-of-courage-in-the-indian-air-force/ | 2024-04-12T13:35:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00142.warc.gz | 0.966049 | 796 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__95118824 | en | Nirmal Jit Singh Sekhon: A Legacy of Courage in the Indian Air Force
They conquer the blue skies and the blazing stars and rule our hearts. The Indian Air Force has been safeguarding our motherland from the heavens since its inception. They consider it glorious to lay down their lives to protect their native land. The Flying Hero of the Indo-Pakistani War of 1971, Flying Officer Nirmal Jit Singh Sekhon, was born on 17 July 1945 in the Ludhiana district of Punjab. Nirmal Jit Singh’s father was also an ex-Indian Air Force pilot, which motivated him to continue the family tradition of serving the country. On 4 June 1967, he was commissioned into the Indian Air Force.
During the Indo-Pakistani War of 1971, Flying Officer Nirmal Jit Singh Sekhon was deployed at the Srinagar airbase with the No. 18 squadron, better known as the Flying Bullets of the Indian Air Force. On 14 December 1971, two days before the Indo-Pak war ended, the airfield at Srinagar was attacked by the Pakistan Air Force. A wave of six enemy Sabre aircraft of the PAF was commissioned to bomb the Kashmir valley. Undeterred by the intense attack and facing all the odds against him, as soon as his leader Flight Lieutenant Ghumman took off, Flying Officer Sekhon rolled for take-off No.2 in a two Gnat formation. Sensing the grave danger pondering over his country, the first aircraft took off in less than 20 seconds, and Flying Officer Nirmal Jit Singh Sekhon was in the skies in no time. It was a six versus one fight with four Pakistani aircraft overhead and two aircraft as an emergency backup at a higher altitude. Due to an international agreement in 1948, no defense aircraft could be commissioned at Srinagar. Resultantly, Flying Officer Nirmal Jit Singh Sekhon was unfamiliar with and unaware of Srinagar’s high altitude, climate and terrain.
In the ensuing assault, he immediately hit one of the Pakistani Sabre aircraft directly. Sensing the danger, the other aircraft immediately sent an SOS signal to the other two flying in the high altitudes, which were sent as emergency backups. In the air fight that followed, Sekhon set another Sabre aircraft ablaze. Flying Officer Nirmal Jit Singh Sekhon was soon outnumbered and advised to return to the airbase. Sekhon’s aircraft was hit by the Sabre aircraft. Because of the hit, his aircraft descended, and the ejection proved futile. The debris of the aircraft was found in a gorge. Despite many search operations, Flying Officer Nirmal Jit Singh Sekhon’s body could not be found.
The Flying Officer made an unparalleled sacrifice that changed the perception of the entire world towards the Indian Air Force. He was awarded the Param Vir Chakra, India’s highest military decoration, posthumously for his heroic and impregnable courage. Even today, his brave show gives goosebumps to our countrymen. An inspiration for many youngsters who want to join the Indian Air Force, Flying Officer Nirmal Jit Singh Sekhon displayed the utmost bravery and patriotism. With supreme gallantry and the utmost dauntlessness, Flying Officer Nirmal Jit Singh Sekhon touched the skies with glory. To date, he remains the only member of the Indian Air Force to the awarded the Param Vir Chakra.
📎 Related Articles
1. Indian Air Force Official Website
2. Wikipedia: Indo-Pakistani War of 1971
3. Param Vir Chakra Awardees – Ministry of Defence, India
4. Exploring the Life and Works of Maithili Sharan Gupt
5. Unveiling the Raman Effect: Sir Chandrasekhara Venkata Raman’s Legacy | aerospace |
https://bg.eturbonews.com/180068/%D0%BA%D0%B0%D1%82%D0%B0%D1%81%D1%82%D1%80%D0%BE%D1%84%D0%B0-%D0%BA%D0%B0%D1%86%D0%BD%D0%B0%D0%BB-%D0%9A%D0%B0%D1%82%D0%BC%D0%B0%D0%BD%D0%B4%D1%83-%D0%9D%D0%B5%D0%BF%D0%B0%D0%BB/ | 2021-05-10T21:47:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989749.3/warc/CC-MAIN-20210510204511-20210510234511-00487.warc.gz | 0.973282 | 341 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__194528695 | en | A US – Bangla Airlines passenger plane has crash-landed at Kathmandu airport in Nepal on Monday. There were 67 passengers onboard when the plane made an emergency landing.
A video posted by a user on Facebook showed smoke billowing out of what looked like a significantly damaged plane. The rescue team had reportedly evacuated at least 17 people, who have now been transferred to a nearby hospital.
There were four crew member onboard too with local officials saying that the passengers included 37 males, 27 females and two children.
Local media identified the plane as S2-AGU, a Bombardier Dash 8 Q400, but there hasn’t been any confirmation by the officials. However, a report by CNN quoted an official as saying that the plane in question was BS 211, a US-Bangla US-Bangla Airlines, a privately owned Bangladeshi carrier.
US-Bangla Airlines commenced operations with domestic flights on 17 July 2014. It is a subsidiary of US-Bangla Group, a United States-Bangladesh joint venture company. Initially, the airline launched two domestic destinations, Chittagong and Jessore from its hub in Dhaka. Flights to Cox’s Bazar from Dhaka were launched in August. In October, the airline launched flights to Saidpur.
In July 2016, the airline announced plans to phase in its first two Boeing 737-800 aircraft in September of the same year and to subsequently launched new international routes, for example to Singapore and Dubai by the end of 2016.
US-Bangla Airlines was planning to acquire Airbus A330 or Boeing 777 aircrafts to start operations to Jeddah and Riyadh | aerospace |
https://www.hobbyexpressinc.com/products/pocket-flyers-paper-airplane-book | 2023-10-02T08:45:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510983.45/warc/CC-MAIN-20231002064957-20231002094957-00232.warc.gz | 0.76251 | 83 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__303415143 | en | Pocket Flyers Paper Airplane Book
Regular price $9.95
Welcome to the world of miniature aviation. It’s entertainment on the fly for the office, backyard, classroom (don’t get caught!), or anywhere there might be a party, featuring 12 Lilliputian-size models that create 69 planes altogether. | aerospace |
https://aaa2.wildapricot.org/event-5426646 | 2023-11-28T17:00:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00296.warc.gz | 0.888573 | 185 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__97529183 | en | For pilots and student pilots based at Auburn, join us for a KAUN-wide safety event, the 2023 KAUN Flight Safety Conference. Our goal is to establish and promote consistent safety procedures for the airport. We'll cover radio communications, pattern and flight paths, helicopter protocols, and more. In-person seating is limited. Please register here by April 24.
Sponsored by City of Auburn, Auburn Aviation Association, Lightspeed Aviation, Sporty’s Pilot Shop
Door prizes to be raffled among registered attendees:
5:30 p.m. Pizza/refreshments
6:00 p.m. Conference begins
This is an IN-PERSON meeting only. There will be no virtual component.
Auburn Aviation Association P.O. Box 6454 Auburn, California 95604
Technical Support: Call Chris Haven at 530-401-6082 | aerospace |
http://www.spinfold.com/facts-about-neptune/ | 2018-03-21T12:54:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647649.70/warc/CC-MAIN-20180321121805-20180321141805-00533.warc.gz | 0.918303 | 504 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__168588523 | en | Neptune is the most distant planet from the Sun and is the eighth planet from the Sun and is a gas-giant planet. Let us see the facts about Neptune.
1. Neptune was first observed in 1846 and by using mathematical predictions its position was determined.
2. Neptune is named after the Roman god of the sea.
3. Neptune completes one rotation in 18 hours, as it spins very rapidly, because the planet is mostly gaseous.
4. It takes 164.8 Earth years for Neptune to complete its revolution. During this trip some parts of planet get 42 years of sunlight and the rest of the time it is darkness.
5. Neptune has a greater mass than Uranus, despite being smaller than Uranus.
6. Neptune’s atmosphere is made of helium and hydrogen, with some methane. The planet appears in a lovely blue color.
7. Neptune unlike the most planets, has a active climate. High speed winds track around the planet at speeds of 1,340 kilometers per second. Large storms whirl in its upper atmosphere. The Great Dark Spot is the largest storm, which lasted for five years.
9. Neptune has 14 satellites, of which Triton is a frozen one that is spewing dust particles and nitrogen ice out from its surface. In the solar system, it is probably the coldest world.
10. The Voyager 2 is the only spacecraft that has flown by Neptune, in 1989. Studies on the planet are mostly done by NASA/ESA Hubble Space Telescope.
11. Neptune’s gravity is greater than that of Earth, which is around 17% strong.
12. Neptune is nearly four times the size of Earth.
Statistical facts about Neptune
13. Neptune is heavier than Earth, it has a mass of 102,410,000,000,000,000 billion kg.
14. Neptune’s polar diameter is 49,324 kilometers.
15. Neptune’s equatorial diameter is 49,528 kilometers.
16. Neptune’s equatorial circumference is 154,704.6 kilometers.
17. Neptune has 14 satellites, Tritan is the notable one.
18. Neptune’s orbit period is 60,190.03 Earth days, which is 164.79 Earth years.
19. Neptune orbit distance is 4,498,396,441 kilometers.
20. Surface temperature on Neptune is -201 °C. | aerospace |
https://in.tradingview.com/symbols/SGX-BTJ/ | 2023-02-07T09:19:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500392.45/warc/CC-MAIN-20230207071302-20230207101302-00115.warc.gz | 0.959889 | 113 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__38746109 | en | A-Sonic Aerospace Ltd. engages in the provision of aerospace engineering-related business and logistics services. It operates through the following segments: Aviation and Logistics. The Aviation segment involves in the sale, lease and purchase of aircraft and aircraft engines. The Logistics segment offers supply chain management services, which specialize in logistic solutions, including international and domestic multi-modal transportation, warehousing, distribution, customs clearance and airport ground services. The company was founded by Janet LC Tan and Jenny Lay Yong Tan on March 3, 2003 and is headquartered in Singapore. | aerospace |
https://downloads.zdnet.com/product/2115-10034826/ | 2019-07-18T15:28:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525659.27/warc/CC-MAIN-20190718145614-20190718171614-00487.warc.gz | 0.737396 | 103 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__16420512 | en | X-Plane is the ultimate general-aviation flight sim with accurate controls and cockpit details. With hardware-accelerated texture-mapped graphics, dynamic speech synthesis, full-planet terrain-mapped scenery, helicopters, and the widest range of airplanes available in flight simulation, X-Plane will keep your eyes popping out for hours.
|License||Free to try|
|File Size||6.59 MB|
|Operating System||Windows 8 Windows 10 Windows Windows 7| | aerospace |
https://www.tuko.co.ke/305346-pilot-emergency-landing-front-wheels-plane-89-people-board.html | 2023-02-06T23:37:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500365.52/warc/CC-MAIN-20230206212647-20230207002647-00037.warc.gz | 0.963479 | 505 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__204807744 | en | - The plane's landing gear failed and the pilot had to improvise
- He ended up landing the plane without the aid of the front wheels
- A video shared online shows the landing before the jet's nose tipped over and grounded to a halt
A Myanmar-based pilot will go down as one of the real heroes in modern era after he somehow managed to make an emergency landing with a plane which lacked its front wheels.
The pilot ended up saving all 89 passengers on board as the plane managed to make an emergency landing, against the odds.
READ ALSO: Boeing 737 Max plane makes emergency landing in Orlando due to engine failure
READ ALSO: Celebrities,Kenyans take to social media to flaunt their mothers on Mothers' day and it is beautiful
According to reports by Daily Mail, the plane had to make an emergency landing at the Mandalay airport in Myanmar after the landing gear failed to deploy.
An unverified video has since gone viral online detailing the incident which, quite amazingly, left no one hurt.
According to reports, the pilot carefully adhered to instructions on the landing procedures as he dumped fuel to reduce the aircraft’s weight and facilitate a fairly safer landing.
The plane, amid a terrifying landing, eventually comes to a halt but that is after its nose hits the ground for a lack of tyre-systems in the front area.
Passengers could be seen walking away from the scene with smiles on their faces after they somehow managed to cheat death.
READ ALSO: KQ on spot after plane with 142 passengers makes emergency landing in Tanzania
Myanmar National Airlines have since sent engineers to the airport to check on the aircraft to establish the cause of the fault.
As expected, flights at the airport were temporarily suspended, meaning a large chunk of tourists had to re-schedule their flights.
READ ALSO: Russian plane bursts into flames, kills 41 people while making emergency landing
Other footage from passengers showed smoke infiltrating the cabin as passengers awaited evacuation from the plane which made a miracle landing.
The incident involving the Myanmar Airlines flight UB-103 was the second one involving a malfunctioning plane in the country in less than a week.
Do you have a life-changing story you would like us to publish? Please reach us through email@example.com or WhatsApp: 0732482690 and Telegram: Tuko news
Church of thieves and drug addicts: | aerospace |
https://www.masterbond.com/industrial-applications/special-adhesives-space-engineering-systems | 2023-09-27T14:41:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510300.41/warc/CC-MAIN-20230927135227-20230927165227-00052.warc.gz | 0.891829 | 661 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__149278450 | en | Master Bond formulates customized space-grade one and two component epoxy and silicone adhesives, sealants, coatings, as well as potting/encapsulation compounds. They are used by astronautical engineers for assembling components for satellites, rockets, deep sea probes, rovers, spacecrafts and space stations. These extraordinary products possess unique properties and are build to provide long term durable performance in the most harsh environments. Specific grades are designed to withstand cryogenic temperatures, extreme heat, intense vibration, shock, excessive thermal cycling and severe impact (space debris). These compositions can be formulated to comply with NASA low outgassing requirements, have superior dimensional stability, low shrinkage, vacuum compatibility, optical clarity, and excellent thermal stability. Products were independently tested in accordance with ASTM 595 for low outgassing to safeguard mission critical systems form surface contamination and device malfunction or failure.
Space engineered systems utilizing Master Bond products have been successfully proven in civil, commercial, and military space programs. They consist of electrically conductive, thermally conductive and electrically insulative compounds. Available in a range of thicknesses, cure speeds, hardensses etc. these materials play a critical role in the operation of guidance, navigation, stabilization, steering, data handling, communication, and thermal control systems. Additionally, many different kinds of space-based instrumentations are constructed with Master Bond bonding agents. These advanced space borne instruments such as mass spectrometers, magnetometers, imagers, plasma wave detectors, photometers, dust detectors etc. gather valuable data that has improved our understanding of the universe. These discoveries have made valuable contributions in enriching the quality of life on earth.
Master Bond adhesives offer exceptional strength between similar/dissimilar substrates. These include aluminum, titanium, magnesium, stainless steel, carbon, aramid and glass composites. These compositions are noted for being chemically inert, guarding against tremendous gravitational forces, internal/external pressures, fatigue, flammability, flexure, and compression. Since most adhesives are sandwiched between parts they are not exposed to atomic oxygen or ionizing radiation. Avoiding microcracking after long duration exposure in space is a key criterion that must be addressed.
Master Bond has made much progress in developing compounds to heighten the capability of space engineered systems. Among the most significant are products:
|Product||Thermo-electrical properties||Temperature range||Key Feature|
|EP29LPSPAO-1 Black||Thermally conductive,
|4K to 250°F||Cryogenic shock resistant|
|4K to 400°F||High Tg||EP21TDCS-LO||Thermally and electrically conductive||4K to 275°F||Low volume resistivity|
|EP42HT-4AOMED Black||Thermally and electrically conductive||4K to 400°F||Medical grade|
|EP29LPSP||Thermally and electrically insulating||4K to 275°F||Optically clear| | aerospace |
https://warbirds.clubexpress.com/content.aspx?page_id=22&club_id=65690&module_id=356270 | 2021-03-05T15:31:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178373095.44/warc/CC-MAIN-20210305152710-20210305182710-00137.warc.gz | 0.943969 | 192 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__145880912 | en | Membership in the Cincinnati Warbirds EAA Squadron 18 is open to anyone with an interest in military aviation, and
who is a current member of the EAA Experimental Aircraft Association. The club organizes and sponsors numerous events including rides in historic military aircraft, trips to airshows and museums, warbird restoration projects and other social functions of interest to patriotic military aviation supporters. We meet on the first Thursday evening of the month for dinner and a meeting. Meetings often include interesting lectures by military pilots, veterans, flight instructors, or other notable authorities in the field of aviation. Dues are currently $25/year plus membership in EAA.
The Cincinnati Warbirds normally meet in the Cincinnati Airman's club, located on the second floor of the old terminal building at Lunken Airport, or at the Tri-State Warbird Museum in Batavia, OH. See our calendar to learn when the next meeting will be and drop on in! | aerospace |
https://www.skyfeedblog.com/mars-2020-perseverance/ | 2023-12-01T04:03:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100264.9/warc/CC-MAIN-20231201021234-20231201051234-00633.warc.gz | 0.915786 | 1,211 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__37479295 | en | On July 30, 2020 the Perseverance rover will launch into space to start making its way toward Mars. The journey will take seven months. Perseverance’s mission? Search for life on Mars.
The launch is currently scheduled to take place at 7:50 AM EDT (4:50 AM PDT). Perseverance will launch aboard the Atlas V-541 rocket from Launch Complex 41 at Cape Canaveral in Florida.
The launch period will last a period of three weeks and for around two hours each day. What does this mean? On launch day, Atlas V-541 will have an open window to launch into space for two hours. within those two hours there will be, according to NASA, “a unique launch opportunity every five minutes.” If for any reason, the launch is unable to occur on the 30th, there will be a window of three weeks for the launch to occur.
To watch the launch tune in to the NASA livestream beginning at 7:00 AM EDT.
Perseverance is a rover with a specialization in astrobiology. The rover will land in the Jezero Crater which is a 45-kilometer-wide (28-mile-wide) crater on the western edge of Isidis Planitia. It’s believed that this site could have once been a hotbed of biological activity on the planet.
LOOKING FOR SIGNS OF LIFE
Perseverance will examine Moon rocks and surfaces. By doing so, scientists hope that it will be able to identify environments where microbial life could flourish. the rover will do this by looking for biosignatures – rock types that are well known for record or perserve signs of life over long periods of time.
As defined by NASA, a biosignature is “an object, substance and/or pattern whose origin specifically requires a biological agent.” In looking for biosignatures Perseverance will look at the chemical composition, mineralogy, structure or isotopic composition of rocks. Additionally, it will look to understand how possible biosignature rocks were formed and how they changed over time.
While Perseverance will be looking for and collecting a variety of rocks based on biosignatures, indepth analysis will require the rocks to return to Earth. Therefore, Perseverance will be collecting, organizing, and preparing rocks to eventually return to Earth.
Perseverance rover is designed to assemble a cache of scientifically selected, well-documented samples packaged in such a way that they could be returned to Earth in an as-yet-unplanned future mission, following planetary protection protocols. The ability to collect and to cache scientifically compelling, well-documented samples from in situ rock outcrops is unprecedented in Mars exploration and is the necessary first step in a systematic plan to search for life.
The future mission that will bring the samples back to Earth is currently slated to occur in 2031. The effort to go to Mars, collect samples, and return those samples to Earth is a complicated process that requires teamwork between different NASA centers around the country.
Of the collaboration, Austin Nicholas, MSR Lead Mission Engineer, at JPL stated in an interview with Raquel Villanueva:
“Within NASA, we’ve actually got a number of centers actually working on the different pieces. So we’re partnering with Marshal Space Flight Center for the Mars ascent vehicle, Langley and Ames for the Earth Entry vehicle, Glen for the sample fetch rover wheels, and we’re partnering with Goddard for the payload. And so it’s a whole NASA effort to get Mars Sample Return done.”
For more information on Perseverance’s search for signs of life on Mars, read this really great page about Goal 1.
PREPARING FOR HUMANS
One of Perseverance’s most important jobs will be taking a few steps to start preparations for Human visitors on Mars. These preparations will include testing oxygen production from the Mars’ atmosphere.
Additionally, an interesting piece of technology will be going to Mars with Perseverance. The Mars Oxygen In-Situ Resource Utilization Experiment (MOXIE) is a cube shaped device that will produce oxygen from the Martian carbon-dioxide atmosphere.
MOXIE is small and fits in the front right side of the rover. It’s a stepping stone in technological advancements that will lead to bigger and better ways to produce oxygen for future astronauts.
Image: diagram of MOXIE via NASA
MOXIE Is a Test Model. MOXIE is the size of a car battery. Future oxygen generators that support human missions on Mars must be about 100 times larger.
Perseverance and MOXIE will be running short experiments on Mars to test the instrument’s ability to produce oxygen on Mars. MOXIE works like a tree. It will “inhale” carbon dioxide from Mars’ atmosphere and “exhale” oxygen.
Another important reason for producing oxygen on Mars is to help future astronauts launch from the Martian surface to return back to Earth.
“When we send humans to Mars, we will want them to return safely, and to do that they need a rocket to lift off the planet. Liquid oxygen propellant is something we could make there and not have to bring with us. One idea would be to bring an empty oxygen tank and fill it up on Mars.”
– Michael Hecht, Principal Investigator
MORE MARS PHOTOS THAN EVER
Image: Perseverance’s SuperCam via NASA
Perseverance has more cameras onboard than any rover before it. According to NASA, “The Perseverance rover itself has 19 cameras that will deliver images of the landscape in breathtaking detail.”
Are you exited to for the Mars 2020 Perseverance mission? I know I am! | aerospace |
https://generalsinfo.com/hobbies/choosing-gas-and-electric-rc-helicopter.html | 2023-12-10T06:12:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101282.74/warc/CC-MAIN-20231210060949-20231210090949-00173.warc.gz | 0.971308 | 563 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__15116311 | en | The RC helicopter is arguably one of the most popular boy toys that hit the market, and pretty much hit it big. However, its sudden rise in popularity among men of all ages is not surprising at all. It’s just like having one of a boy’s dreams coming true. And we all know that at one point or another, every little boy wanted to fly an aircraft. Getting an RC helicopter is making most people to do just that: fly an aircraft without having to lift their feet off of the ground, and without having to spend too much on lessons. Another plus to its favor is that you don’t have to risk your life when flying. RC helicopter come in either gas or electric powered engines. And there are some things that you should know regarding the two. The following will help you choose which one of these will be more suitable to your needs. The electric RC helicopter is said to be much more suited to novice RC enthusiasts. It is the most advisable type of helicopter toy for those who are just starting out with getting into the RC hobby. This is because this type of toy helicopter is much simpler and easier to manage than the more complex gas powered RC helicopter. When using an electric type, you don’t have to deal with the nuisances of the engine and the amount of gas that it will consume. In using the electric powered type, you also will have no need of the proper knowledge of the mechanics of the helicopter in order to make it fly. This type is usually powered by lithium batteries and is couple with brushless motors, which makes it able to fly longer, and sometimes even outlast some of the gas-powered ones. The final added plus is that it is quiet when running on air, which means that you will not make any noise and you won’t disturb anyone’s privacy if you choose to play in a public place. On the other hand, the gas powered RC helicopter is mostly advised for use among those who are already with advanced knowledge regarding RC flying. This is because flying this type of toy helicopter is more like flying a real, life-size helicopter. This type of toy helicopter is also considered to be more complicated and the pilot is not involved in the flying of the helicopter alone, but also in working the mechanics of the RC. This makes it much more complicated than the electric powered type that is generally simpler, and requires little to no knowledge of the RC mechanics. In choosing between and electric and gas RC helicopter, be sure to consider your own competence with regards to RC flying; remember that it is essentially up to you whether you get an electric powered of gas powered type of helicopter, but be sure to evaluate yourself carefully so that you can get the type of RC that will suit you most. | aerospace |
http://www.jetsettersblog.com/blog/airlines-flights-ff-info/united-airlines-to-offer-dreamliner-service-to-lagos-tokyo-shanghai/ | 2019-06-16T05:50:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627997731.69/warc/CC-MAIN-20190616042701-20190616064701-00089.warc.gz | 0.934296 | 240 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__179641780 | en | United Airlines will operate nonstop daily service on its new Boeing 787 Dreamliners between Los Angeles and Tokyo-Narita, beginning Jan. 3, as well as five-day-a-week service between Houston and Lagos, Nigeria starting Jan. 7.
United also announced new daily service between Los Angeles and Shanghai, beginning March 30. The new routes are in addition to previously announced service from Denver to Tokyo-Narita, starting March 31.
United will also operate daily, nonstop 787 service from Houston to Amsterdam and London Heathrow on a temporary basis. Houston-Amsterdam service begins Dec. 4 and Houston-Heathrow service begins Feb. 4.
The 787 aircraft will display for sale for these routes beginning Aug. 25, while Denver-to-Narita service is available for sale now. In the near future, United will announce plans for initial domestic flying for the 787, which will precede the launch of international flights. The Dreamliner is configured with 36 seats in United BusinessFirst, 72 seats in United Economy Plus and 111 seats in United Economy. The planes will have improved lighting, bigger windows, larger overhead bins and enhanced ventilation systems | aerospace |
https://www.buildagyrocopter.com/mcculloch-j-2-gyroplane/ | 2023-03-29T04:22:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948932.75/warc/CC-MAIN-20230329023546-20230329053546-00183.warc.gz | 0.950842 | 1,769 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__23644953 | en | BOLD NEW LOOK: Commuters, Arise! Here’s A Flivver That Cruises At 120 mph, Lands At 30 And Takes Off In 40 Feet!
One car in every garage (let alone two) once was a dream: it has long been a reality.
One airplane in every garage, however, has stayed a dream, chiefly because a 2000-foot runway won’t fit on the average house lot. It’s even a chore to fit one anywhere inside the limits of an average city.
Now the McCulloch Aircraft Corporation is striking a blow for freedom — freedom from runways — with the J-2 Gyroplane, an ultra-modern development of one of aviation’s safest flight devices, the unpowered rotor.
For $15,950 McCulloch will sell you a two-place, 120-mph aircraft with 300-mile range, a useful load of 550 pounds and the ability to take off or land from practically any little patch of open ground.
You can, in fact, jump it off straight up for a few feet, but if you can afford to squander 40 feet for a takeoff run you’ll reach an indicated airspeed of about 20 mph, and the manufacturer likes this lift-off procedure better.
Powered by a Lycoming 0-360 engine of 180-hp driving a pusher propeller, a J-2 Gyroplane gets its lift from a three-bladed rotor which is revolved by slipstream as the air-craft moves forward through the air.
Except when the rotor is being brought up to speed prior to takeoff, no engine power is applied to it. The control stick is used to change blade pitch for directional control.
The Gyroplane’s low cost, compared to helicopters, was achieved by eliminating the complex transmission, gear boxes and tail rotor necessary to apply power to the main rotor and counteract torque. In addition to high initial cost, these features also contribute to a helicopter’s high maintenance cost.
The J-2 is the latest in a long line of rotorcraft developed by pioneer designer Drago K. Jovanovich. McCulloch calls it a “second generation” gyro, a follow-on to the successful Kellett and Pitcairn autogyros of the Thirties.
Lawrence Mattera, president of McCulloch Aircraft Corp., says it is “considerably safer than a single-engine fixed-wing STOL aircraft since it is virtually stall-proof, maintains full control at all flight speeds and merely settles to the earth in autorotation in case of power failure.”
Mattera says a non-pilot can earn a gyroplane license in the same time it would take to get a fixed-wing license, and that rated private or commercial pilots can qualify for a gyro rating after 15 hours of dual and five of solo flight.
The technique of flying the J-2 is similar to that of a fixed-wing aircraft. After engine start, a lever by the left side of the pilot’s seat is depressed to transfer engine power to the rotor via V-belts.
When the rotor is turning at 520 rpm or slightly more, the lever is released, which disconnects engine and rotor and places the blades in the pitch angle for flight.
The pilot releases the brakes, and after a ground roll of 40-50 feet or less on a no-wind day, the machine breaks ground. It will clear a 50-foot obstacle in 300 feet, and climbs at 1000 fpm. Landing approach and touch-down speed is 28 mph, or less if you need it.
In flight, the pilot controls pitch and roll with conventional movements of a control stick, and pedals operate twin rudders. There is no collective pitch stick as in helicopters, though the lever used to bring the rotor up to speed before takeoff is located where a collective usually is carried.
McCulloch’s test pilot, Jim Reichert, said one of the notable things about the aircraft is that control response about all axes is “practically the same” at minimum takeoff and landing speeds as it is in cruise. He said climb, cruise, maneuvering and descent attitude changes are small, and visibility is good in any maneuver.
“Also,” he noted, “due to the high control response and damping effect of the rotor, crosswind effects do not disturb the pilot as they would in a fixed-wing aircraft.” With practically any parking lot, dirt road or hillside pea patch qualifying as a Gyroport, the prospects of the J-2 as a family fun plane and sportsman’s flivver are interesting.
Utility uses such as aerial application, pipeline and powerline patrol, ranch work and the like may make promising markets. And those backwoods hunting and fishing camps may become accessible to a J-2 pilot even though they’re miles from a fixed-wing field.
The limited useful load of the J-2 (two 170-pound adults, 26 gallons and 50 pounds or so of luggage) is already being remedied: design work is well under way on a four-place version, though it is “a couple of years down the road yet” according to company spokesmen. Mattera reported production of the J-2 will begin during 1968 with first deliveries scheduled for January, 1969.
He said the first six months’ production is pre-sold. For the personal user, an aircraft that will cruise at 120 mph, operate from extremely small fields and maintain safe, fully-controlled flight at under 30 mph offers numerous interesting possibilities.
Consider the advantages, for example, of being able to live 50 miles from the big city along some quiet river or lake, with a hundred feet or so of grass in the back yard for a landing strip. Five days a week, rain or shine, you hop into your Gyroplane and commute.
MCCULLOCH GYROPLANE IN PRODUCTION
If the weather is poor you can come down to minimum height and buzz along slowly enough to see and avoid obstacles. When you reach the office, land on the company parking lot or even the roof, if the management has been foresighted enough to install a heliport.
The safety of the gyro concept has been heavily stressed by McCulloch. Mattera notes that in helicopters great twisting force is applied to the rotor shaft, and driven outward through the blades.
In addition, engine firing stresses are transmitted to the rotor. In the J-2, the rotor head is essentially a well-proven helicopter design, but it is “loafing:” no power is driving it, and the turning force of the slip-stream moves inward along the bonded metal blades, not outward.
“We’ve licked the helicopter’s biggest vibration problem by leaving out the parts that cause it,” Mattera said. He noted that the J-2’s rotor blades, which are the control as well as the lift-producing surfaces, are always turning at rated rpm, even during takeoff and autorotation.
This eliminates the “mushiness” sometimes encountered in fixed-wing aircraft controls at low airspeeds. Robert P. McCulloch, chairman of the board of McCulloch Aircraft and head of the industrial group that manufactures McCulloch engines, calls the J-2 “the culmination of a dream.”
McCulloch recently acquired a substantial interest in Jovanovich’s Jovair Corporation, through which the designer was developing the aircraft, after the project was dropped by Lear in the wake of financial troubles encountered in the Learjet program.
The name of the firm was changed to McCulloch Aviation, and production was moved into expanded facilities in El Segundo, California. Additional production facilities are planned at Lake Havasu City, Arizona. McCulloch also is the developer of that Colorado River community.
Excellent, novel, innovative!
I am looking for an autogyro that was involved in a no injury crash in 1974.
The FAA says that it’s tail number N4384G expired.
It was last registered to Robert J. Shields, 3014 Robert T Longwat Blvd., Flint Michigan 48506.
That aircraft was used in a theatrical movie that I worked on.
If it or any part of it still exists I would like to know where and who to communicate with about it. | aerospace |
http://www.uvairlines.com/admin/training/atcglossary.htm | 2021-05-08T04:09:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988837.67/warc/CC-MAIN-20210508031423-20210508061423-00362.warc.gz | 0.931686 | 2,343 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__119537552 | en | Definitions for common ATC terms
The runways to which you'll be cleared for takeoffs and landings by ATC. In Flight Simulator
you can select a different active runway at airports with multiple runways. Active runways are the runways most closely aligned with the wind.
In Flight Simulator, similar to common traffic advisory frequency (CTAF). Pilots use the advisory frequency at nontowered airports to let other air traffic know they are on approach or taking off.
A United States government publication that provides information about airports and navigation facilities. Use the A/FD to get information about radifrequencies, runways, instrument approaches, layout of airports, and other details. A/FDs can be purchased at most pilot supply stores.
Designated volumes of space that determine whether and by which controlling agency a particular area is controlled.
The local barometric pressure reading dialed into the Kollsman window of an altimeter. The setting can be obtained from the automated weather services in Flight Simulator, and is read to the pilot by ATC in some instances.
An air traffic controller that directs aircraft in and out of congested areas. Approach usually handles traffic between the tower-controlled and center-controlled phase of flight. Approach controllers frequently handle departing as well as arriving flights.
The Air Route Traffic Control Centers direct aircraft between the phases of IFR flight controlled by departure and arrival controllers. They may also handle VFR traffic on Flight Following.
ASOS (Automated Surface Observation System)
A continuously updated (minute-by-minute) automated weather briefing system used at some United States airports. For more on ASOS, see Airport ATC Operations.
In airport traffic patterns, a pattern leg at right angles to the landing runway. Base leg connects the downwind leg to the extended runway centerline.
The identification that ATC and a pilot use for a particular flight or aircraft. Call signs are generally a combination of the aircraft type or manufacturer and the aircraft registration for civilian planes, a combination of the airline and flight number for airline flights, and a combination of branch of service and flight number for military flights. Call signs should always be included in any communication with ATC to avoid confusion about who's talking.
Clearance delivery issues IFR clearances. A clearance is necessary before departing on an instrument flight plan.
A landing during which the pilot doesn't let the aircraft come to a complete stop before applying power and taking off again. This is often done to practice takeoffs and landings. Also known as touch and go.
In airport traffic patterns, a pattern leg at right angles to the landing runway off the departure end.
Departure control directs aircraft out of congested traffic areas. Departure usually handles traffic between the tower-controlled and center-controlled phase of flight. Departure controllers frequently handle arriving as well as departing flights.
The direction the wind is blowing. In airport traffic patterns, downwind refers to the pattern leg flown parallel to the runway in the direction the wind is blowing (opposite to the direction of landing).
DPs (departure procedures)
DPs are published procedures for departing a particular airport on an instrument flight plan. ATC in Flight Simulator does not include DPs in IFR clearances.
In airport traffic patterns, the pattern leg directly along the extended runway centerline.
A radar service for VFR aircraft that provides traffic advisories when the controller isn't too busy. It's a useful service when pilots are flying cross-country and may have to transition through multiple controllers' airspaces, as they don't have to request a transition from each controller along the way and can get traffic advisories.
In Flight Simulator, flight plans refer to IFR flights. You can create a flight plan in the Flight Planner, and ATC will clear you along that route. VFR routes can be planned using the Flight Planner, but ATC does not use the routing
information in VFR plans for any communication during the flight.
In the United States, pilots flying above 18,000 feet (5,486 meters) are required to set the digits in the altimeter's Kollsman window to 29.92. The resulting altimeter reading is called a flight level. When the Kollsman window is set to 29.92 (1013.2 millibars) and the altimeter reads 30,000 feet, the altitude is stated as, "Flight Level 300 (three zero zero)."
The Flight Planner is used to create IFR flight plans and for planning routes for VFR flights. You can access the entire airport database in Flight Simulator through the Flight Planner. To learn more about using this feature, see Using the Flight Planner.
FSS (flight service station)
Air traffic facilities that provide a variety of services to pilots. In Flight Simulator, remote IFR clearances at airports without clearance delivery are given on FSS frequencies.
A landing that includes a complete stop on the runway, or when the aircraft leaves the runway on the ground before taxiing back for another takeoff.
Ground control directs aircraft traffic between parking and the runway.
When a ground or tower controller wants an aircraft to stop at a certain location while taxiing, the controller will tell the pilot to "hold short." This is usually in reference to a runway. The entire instruction is, "Hold short of runway X," where X is the runway number.
IFR (instrument flight rules)
Rules governing flights conducted under instrument meteorological conditions (flights conducted below VFR minimums).
An IFR clearance is issued by clearance delivery prior to departure. The clearance includes information about the route of flight, altitude to be flown, and the radio frequency
for the departure controller.
ILS (instrument landing system)
A precision approach system that includes a glide slope, localizer, marker beacons, and airport lighting.
Pilots who have received the required IFR training and have passed both written and practical exams are awarded an instrument rating. They can then fly in weather conditions during which they fly by reference to the cockpit instruments.
Declaration by a pilot on an instrument approach that he has reached the point designated as a missed approach point without seeing the runway or airport lighting. Declaring a missed approach also signals the pilot's intent to execute the published missed approach procedure.
Mode C transponder
A transponder is a transmitter/receiver that returns a signal when interrogated by a signal from the ground. When a pilot dials a particular code into the transponder, that code shows up on controllers' radar screens next to the aircraft's radar image. Mode C provides the aircraft's altitude to the controller as well.
In Flight Simulator, parking gates are attached to airport terminal buildings.
In Flight Simulator, parking spots are usually located in open areas on the airport.
Progressive directions from a ground controller to a pilot to assist the pilot in navigating between parking and the runway. In Flight Simulator, Progressive Taxi draws a line from the user's current aircraft location to a runway or parking spot. Request progressive taxi using the ATC menu.
The act of being pushed back from an airport terminal gate. This is usually done by hooking a small tug to the nose wheel of a large aircraft and pushing it backwards into the taxi lane. In Flight Simulator, press SHIFT+P to push back from the gate.
Acquisition of the radar image of a particular aircraft by the controller. A controller issues a transponder code to a pilot, and the pilot sets the code into the transponder. When the controller sees the image of that aircraft on the radar screen, she advises the pilot she has radar contact.
Terminology used by air traffic controllers to request a pilot to set a specific code into the transponder radio.
STARs (standard terminal arrival routes)
Published procedures for particular airports to get a flight from the en route to the approach phase of flight. Flight Simulator ATC does not include STARs in IFR approach clearances.
Avenues by which aircraft get to and from the runway at airports. By using a taxiway, the pilot avoids conflicts with other aircraft on the runway.
The building through which arriving and departing passengers pass when getting onto or off of aircraft at an airport. Parking gates in Flight Simulator are attached to terminals.
touch and go
A landing during which the pilot doesn't let the aircraft come to a complete stop before applying power and taking off again. This is often done to practice takeoffs and landings. Also known as closed traffic.
The controllers in the tall towers at airports direct the air traffic within the airport traffic area. Takeoffs and landings are done under their control as well as transitions through their airspace.
To cross through controlled airspace. In Flight Simulator, you can request clearance from ATC to transition through controlled airspace. The ATC menu includes requests for transitions when you are heading toward airspace for which a transition is appropriate.
A cockpit receiver/transmitter that receives signals from ground-based radar and transmits a specific code back to the ground-based equipment. This allows air traffic controllers to identify specific aircraft moving across their radar screens.
In airport traffic patterns, a pattern leg parallel to the landing runway in the direction opposite the wind.
Directions given by a controller to pilots to position them for an approach or to avoid other aircraft. The directions include the direction in which pilots should turn (left or right) and the new compass heading they should fly.
"Cessna 28T, turn right heading 270."
VFR (visual flight rules)
Below are the United States Federal Aviation Regulations regarding VFR minimums. FAR 91.155: Basic VFR Weather Minimums
Except as provided in paragraph (b) of this section and Sec. 91.157, no person may operate an aircraft under VFR when the flight visibility is less, or at a distance from clouds that is less, than that prescribed for the corresponding altitude and class of airspace in the following table:
|Class A||Not applicable||Not applicable|
|Class B||3 statute miles||Clear of clouds|
|Class C||3 statute miles||500 feet below; 1,000 feet above; 2,000 feet horizontal|
|Class D||3 statute miles||500 feet below; 1,000 feet above; 2,000 feet horizontal|
Less than 10,000 feet MSL
|3 statute miles||500 feet below; 1,000 feet above; 2,000 feet horizontal|
At or above 10,000 feet MSL
|5 statute miles||1,000 feet below; 1,000 feet above; 1 statute mile horizontal|
Very high frequency radio range used for aircraft communication and navigation.
The ability to see and identify prominent unlighted objects by day and prominent lighted objects by night. Visibility is reported by weather services as statute miles, hundreds of feet, or meters.
An IFR approach that authorizes the pilot to continue visually and clear of clouds to the airport. The pilot must, at all times, have either the airport or the preceding aircraft in sight. The approach must be authorized by and under the control of the appropriate air traffic control facility. Weather at the airport must include a reported ceiling at or above 1,000 feet and visibility of three miles or greater. | aerospace |
https://en.lvnl.nl/overview-occurences/20180715-departure-buitenveldertbaan-schiphol | 2024-04-21T04:52:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.0/warc/CC-MAIN-20240421040323-20240421070323-00897.warc.gz | 0.962387 | 1,259 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__74909940 | en | On Sunday 15 July 2018 an aircraft departed from the Buitenveldertbaan (09) at Amsterdam Airport Schiphol, while the runway was not yet made available at LVNL. The incident arose because the administrative procedure to make a runway available had not yet been completed. Also because all parties involved were aware of the planned availability, there was no danger of collision during the departure.
LVNL (Air Traffic Control the Netherlands) conducted an investigation into this incident itself and reported it to the Onderzoeksraad voor Veiligheid (Dutch Safety Board).
Description of situation
On this day, take-offs were being performed at Schiphol on the Zwanenburgbaan runway (36C) to the north and the Buitenveldertbaan runway (09) to the east.
Tower crew relieved
Prior to the occurrence, there was a crew change as some of the tower crew went to take a break and were relieved by colleagues. Following the crew change, Schiphol set the status of the Buitenveldertbaan runway to 'unavailable' upon request by Air Traffic Control the Netherlands as the peak period of aircraft departures was over.
Buitenveldertbaan runway prepared for availability
Shortly after, it was found that more departing aircraft had been scheduled than could be handled from a single runway, so tower control decided to prepare the Buitenveldertbaan runway to be made available again. In accordance with procedure, this was reported to bird control who then conducted – once permission had been granted – a runway inspection on the Buitenveldertbaan runway
Tow control anticipated use of Buitenveldertbaan runway
Subsequently, tow control phoned tower control to make sure that the Buitenveldertbaan runway was going to be put into use. This was confirmed. Tow control therefore instructed the driver of a towing truck at aircraft stand D95 to make its journey to Schiphol-Oost via the Aalsmeerbaan runway instead of the Buitenveldertbaan runway. The reason given was that the Buitenveldertbaan runway was going to be put into use.
Airbus given taxi clearance
The tower crew that had been on their break returned and relieved the colleagues that had taken their place. The crew of an Airbus A330-300 was then instructed by ground control to taxi to the Buitenveldertbaan runway and upon arrival, to switch to the frequency of the runway controller.
The runway controller then instructed the Airbus crew to line up on the runway. The runway controller then arranged with the Schiphol Approach controller for a take-off to be performed from the Buitenveldertbaan runway. The runway controller then gave the Airbus crew clearance to take off, which the Airbus subsequently did. The runway controller then instructed the crew of an Embraer E190 to line up on the Buitenveldertbaan runway.
Buitenveldertbaan runway still administratively unavailable
Radar control noticed that the Buitenveldertbaan runway had not yet been designated as available and communicated this immediately to tower control. Tower control then contacted the airport to set the status of the Buitenveldertbaan runway to 'available'.
Slightly earlier, the airport had received a report from an aircraft whose brakes had overheated at a gate. The airport was therefore setting a pre-alarm at the time: this was the reason for the delay in making the runway available.
In the meantime, the runway controller had given take-off clearance to the crew of the E190, although it withdrew clearance during the same radio transmission and instructed the crew to wait. The E190 only took off once the Buitenveldertbaan runway had been designated as available and take-off clearance was issued a second time.
No formal request made to the airport
In accordance with procedure, preparations were being made by Air Traffic Control the Netherlands to make the Buitenveldertbaan runway available as a take-off runway. As part of these preparations, the runway was inspected by bird control. Immediately after the inspection by bird control, Air Traffic Control the Netherlands should officially request that the runway is made available. However, this was not done in this case.
Another relevant factor is that the air traffic controllers who was returning from their break were operating under the assumption that the Buitenveldertbaan runway was still in use.
Radar control informed tower control, tower control informed the airport
Following the take-off of the Airbus, radar control saw on the runway status panel that the Buitenveldertbaan runway had evidently not yet been made available and they immediately communicated this to tower control. Subsequently, the tower contacted the airport to arrange for the runway to be made available. The runway controller had already issued take-off clearance to the next flight – the E190 – but withdrew this clearance during the same radio transmission.
No danger of collision
The potential risk of taking off from a runway with the status 'unavailable' stems from possible conflicts between departing aircraft and vehicles. Partly due to the fact that the parties involved had already been informed of the scheduled availability of the Buitenveldertbaan runway, no conflicting traffic was on the runway at the time that the Airbus was taking off. As a result, there was no danger of a collision taking place.
Follow-up action based on this investigation
The main cause of the occurrence is that Air Traffic Control the Netherlands did not issue a formal request to Schiphol to make the Buitenveldertbaan runway available. Based on the investigation into this occurrence, an internal recommendation was made to ensure a more straightforward description of the existing working methods for requesting and releasing runways, with the goal of clearly designating the specific responsibilities of all parties involved and communicating these responsibilities to all parties.
Classification: serious incident | aerospace |
https://umaxvision.com/wiki/en/mh370 | 2023-11-30T05:10:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00841.warc.gz | 0.959341 | 145 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__235433698 | en | MH370 (Malaysia Airlines Flight 370) was a scheduled international passenger flight that disappeared on March 8, 2014, while flying from Kuala Lumpur, Malaysia, to Beijing, China. The aircraft, a Boeing 777-200ER, carried 239 people on board, and it disappeared from radar screens about an hour after takeoff.
Despite an extensive search and investigation by multiple countries, the wreckage of the aircraft and the cause of the disappearance have not been definitively determined. There have been various theories and speculations, but no conclusive evidence has been found.
The MH370 disappearance is considered one of the biggest mysteries in aviation history, and the search for the missing plane has been one of the largest and most expensive in history. | aerospace |
https://987theriver.iheart.com/featured/mark/content/2022-11-10-piece-of-the-challenger-space-shuttle-found-on-the-ocean-floor/ | 2023-09-21T12:28:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506027.39/warc/CC-MAIN-20230921105806-20230921135806-00066.warc.gz | 0.9456 | 274 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__165802770 | en | It has been 36 years since the Space Shuttle Challenger disintegrated shortly after lifting off from Cape Canaveral on January 28, 1986. The disaster resulted in the deaths of all seven astronauts aboard the shuttle, including Christa McAuliffe, a school teacher selected for the mission through NASA’s Teacher in Space project. Now, a significant piece of Challenger has been found on the floor of the Atlantic ocean off the Florida coast.
… NASA’s Kennedy Space Center announced the discovery Thursday. The fragment of the shuttle is believed to be from the underside of the fuselage’s exterior and is estimated to be at least 15 feet by 15 feet. Divers for a Bermuda Triangle TV documentary discovered the piece back in March while looking for the wreckage of a World War II plane.
… The newly discovered section still remains on the ocean floor as NASA decides what to do next. The space agency has notified the families of all seven crew members aboard the doomed craft.
… Just under half of the Challenger launch vehicle — the shuttle, solid fuel boosters and external fuel tank — was recovered after the explosion. With a few exceptions, 118 tons of debris from Challenger was buried in abandoned missile silos at Cape Canaveral Space Force Station. This section of the fuselage is the first piece of Challenger debris to be found since two pieces from the left wing washed ashore in 1996. | aerospace |
http://www.avcanada.ca/forums2/viewtopic.php?f=36&t=110670 | 2018-02-18T11:29:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891811830.17/warc/CC-MAIN-20180218100444-20180218120444-00492.warc.gz | 0.980554 | 1,367 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__122349119 | en | Don't change it please. Or start your own thread if you want a new title.
http://www.cbc.ca/beta/news/canada/edmo ... -1.3756688
Season wouldn't be complete without an NAT etops diversion.
Pilots reported an emergency just over two hours into the flight from London, England, to Edmonton
By Andrea Ross, CBC News Posted: Sep 10, 2016 8:37 AM MT Last Updated: Sep 10, 2016 3:35 PM MT
An Edmonton-bound WestJet flight from London, England, has landed safely in Iceland after being diverted due to a "potential mechanical issue," the airline said Saturday.
The flight, number WS27, left London's Gatwick airport at around 11:45 a.m. local time after a delay, and was scheduled to arrive in Edmonton just before 1 p.m.
Pilots reported an emergency just over two hours into the flight, and the Boeing 767 was thought to be dumping fuel as it circled over the Atlantic Ocean near Keflavik International Airport, near Reykjavik, Iceland.
WestJet spokeswoman Lauren Stewart said the plane's crew detected a "potential mechanical issue," but did not specify what that issue was.
'The captain told us through the PA that the engine had a malfunction of some sort, and that we had to make an emergency landing within the next 10 minutes'- Abdisalam Abdillahi, passenger
The flight landed safely at Keflavik International Airport at around 8:45 a.m. MT.
In an email, Stewart said the declaration of an emergency does not necessarily mean an "actual emergency" has occurred on board the flight.
"It is declared to establish priority landing and to ensure the availability of emergency vehicles whether needed or not, and is a measure taken out of an abundance of caution," Stewart said.
Gudni Sigurdsson, a spokesman from Isavia, the national airport and air navigation service provider in Iceland, said the WestJet aircraft had "reduced power from one engine." The captain of the flight decided to land in Iceland "for security reasons," he said in an email.
"The aircraft circled for some time to burn fuel before landing and then landed safely. There were 258 passengers on board the aircraft."
'I thought it was just turbulence'
In a message to CBC, passenger Abdisalam Abdillahi said passengers heard a "big bang" about an hour into the flight.
"I thought it was just turbulence, but the captain told us through the PA that the engine had a malfunction of some sort, and that we had to make an emergency landing within the next 10 minutes," he said.
"Some people slept through it and there wasn't that much of a reaction. But the people [who] were by the wing definitely heard it."
Abdillahi said the pilot then told passengers the plane needed to burn fuel and wouldn't land for another hour.
He said passengers are being told they will have to wait until tomorrow to board another flight.
Passenger Dan Hayden said the flight was "very busy" but not quite sold out, and that passengers are waiting to hear more on what will happen next.
WestJet said the aircraft will remain in Iceland for maintenance.
Passenger Autumn Hodgins said the pilot and flight attendants were calm and reassuring as the flight diverted to Iceland.
WestJet bought the stranded travellers dinner and set them up in hotels, she said later Saturday afternoon.
Hodgins said WestJet has been "fantastic" in coordinating a team to take care of the passengers, but said she's not sure if she'd fly internationally with the airline again.
"The most important part here is that everyone is safe and everyone is OK," she said.
WestJet's London flights prompt complaints, compensation
WestJet's service to London has been subject to a wave of complaints since it launched in May 2016.
It's the first overseas destination for the four wide-bodied Boeing 767 jets that it bought from Qantas. The jets have an average age of 24 years, and began having mechanical problems.
In a video posted to WestJet's internal YouTube channel on June 16, 2016, chief executive officer Gregg Saretsky explained the problem, calling the route a "hobbled operation."
"The 767s have been giving us lots of grief, lots of mechanical problems," said Saretsky in the video.
"We're finding that when things break, because some of the parts are so old, we don't have them in store. And then we're doing a global search through the AOG desk to find them and then it's taking two or three days to get these things. We don't want to keep them in stock because they break once every 20 years."
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Westjet is a well established airline that is also well respected. A few growing pains is normal when you introduce new equipment and/or new routes and they've really done a good job when you compare to similar adventures of other well established and well respected airlines.
Good job by a professional crew.
Hindsight being what it is maybe "New" equipment would have been a safer bet than old used machines that a company is inexperienced at handling. I know you meant "new to them", not picking on you. Just highlighting that maybe some new 87's would lessen the chance of mechanical issues being added to the list of other growing pains that were bound to come up.
No doubt in my mind that they'll be successful in the long term with widebodies.
Having seen the introduction of the 787 at Norwegian I would have to disagree.co-joe wrote:Hindsight being what it is maybe "New" equipment would have been a safer bet than old used machines that a company is inexperienced at handling. I know you meant "new to them", not picking on you. Just highlighting that maybe some new 87's would lessen the chance of mechanical issues being added to the list of other growing pains that were bound to come up.
My company flew the routes initially because of late deliveries.
I did one of what was supposed to be one of the last flights and we were back flying for them a week later. The second 787 had so many issues that Norwegian returned it to Boeing. This aircraft spent almost a month having components changed and then doing test flights followed by more component changes. | aerospace |
https://writeupcafe.com/community/nasas-lunar-trailblazers-to-map-the-lunar-surface/?snax_login_popup | 2021-10-20T13:08:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585321.65/warc/CC-MAIN-20211020121220-20211020151220-00355.warc.gz | 0.908754 | 948 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__287871270 | en | The new Lunar Trailblazer program is almost in its final stage. This space program for NASA will launch a constellation of small satellites to measure, assess, and analyze the lunar surface and its geology. Under the Caltech University, NASA is developing this project. Caltech University has got approval from NASA to complete the hardware installation stage. Lunar Trailblazer will back and act like the support system for NASA’s Artemis mission. One of the primary objectives of this mission is to find water in the Moon and accordingly map its surface.
About Lunar Trailblazer Program
Lunar Trailblazer works under the flagship of NASA’s Small Innovative Missions for Planetary Exploration (SIMPLEx) program. This project is the second mission to receive a confirmation and plans to deliver its flight system in October 2022 for the Artemis program. The Lunar Trailblazer will detect ice through the reflected light. As a result, it will pinpoint micro-cold trap locations. These locations are less than the size of the football fields. The constellation of satellites will collect and accumulate measurements at multiple times of day over sunlit regions.
How will Lunar Trailblazer measure water?
Trailblazer will try to determine the form of water, along with the volume of its presence, and its distribution on the Moon’s sunlit side. Once the satellite obtains the data, it will establish a correlation between localized water enhancements with silicic domes and pyroclastic glasses. The norites and anorthosites on the Moon would suggest the form of water is endogenic or not. Hence, it will provide a global assessment of those magmatic reservoirs enriched in water. Also, it will assess whether water presence is in correlation with other incompatible elements. Due to this, many more and new information would come out regarding the thermal evolution of the Moon.
Apart from detecting water, Lunar Trailblazer has two more vital objectives to serve with the program. Firstly, the Lunar Trailblazer’s high-resolution temperature data will help determine and detect water cycles’ function on airless bodies. The program then seeks to characterize modern temporal variability and find any possible correlation between mineralogy and soil maturity.
Trailblazer’s Enriched Equipment
Lunar Trailblazer has a HVM3 ((High-resolution Volatiles and Minerals Moon Mapper) instrument that uses a shortwave infrared (SWIR) imaging spectrometer. This device has a spatial resolution of 70 m/pixel over a 20 km swath width. Also, it has a spectral resolution of 10 nm over a spectral range of 0.6 to 3.6 µm. The HVM3 equipment optimizes the detection of volatiles to map OH (chemical formula of hydroxide), bound H2O (chemical formula of water), and water ice. Apart from this, this program has Oxford University’s developed lunar thermal mapper (LTM). This mapper is a pushbroom multichannel imaging thermal radiometer that a spatial resolution of 25 m/pixel over an 11 km swath width, operating in four broad bands between 6 and 100 µm and a total of eleven bands between 7 and 10 µm. LTM also does the thermal mapping of the temperature in a range of 110-400 K. As a result, it can assess the physical properties and composition of water-bearing areas in HVM3 pixels.
Lunar Trailblazer’s Communication System
One of the significant problems in detecting water is sending and getting signals on the Moon’s polar side. The polar side of the Moon has never received the light of the sun. Due to tidal lock with Earth, one can never see this far-side. Lunar Trailblazer will have an S-band radio (2-4 GHz) for communication relay support to lunar landers (up to 5 Mbps). It will also upgrade its X-band link to Earth to 5-8 Mbps (from the current 256 kbps). As a result, it will enhance the relay capability and let Lunar Trailblazer speed its journey by seventy times the original speed.
With the Lunar Trailblazer project completion in its final stage, one can expect its launch in 2021. The program needs a reasonable amount of time to complete the objectives before the third phase of the Artemis program that will carry the crew to the Moon. Hence, it will provide an enhanced assessment of the lunar object. The study of water and its mapping with geology will give a brief idea of the Moon and push humanity to understand the universe’s evolution after the big bang. | aerospace |
http://www.chipit.com.au/auxiliary-power-unit/ | 2013-12-11T03:22:31 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164030159/warc/CC-MAIN-20131204133350-00033-ip-10-33-133-15.ec2.internal.warc.gz | 0.890089 | 3,801 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__179141275 | en | Auxiliary Power Unit
Functions of APU
APIC APS3200 APU for Airbus 318/319/320/321
The primary purpose of an aircraft APU is to provide power to start the main engines. Turbine engines have large, heavy rotors that must be accelerated to a high rotational speed in order to provide sufficient air compression for self-sustaining operation. This process takes significantly longer and requires much more energy than starting a reciprocating engine. Smaller turbine engines are usually started by an electric motor, while larger turbine engines are usually started by an air turbine motor. Whether the starter is electrically, pneumatically, or hydraulically powered, however, the amount of energy required is far greater than what could be provided by a storage device (battery or air tank) of reasonable size and weight.
An APU solves this problem by powering up the aircraft in two stages. First, the APU is started by an electric or hydraulic motor, with power supplied by a battery, accumulator, or external power source (ground power unit). After the APU accelerates to full speed, it can provide a much larger amount of power to start the aircraft’s main engines, either by turning an electrical generator or a hydraulic pump, or by providing compressed air to the air turbine of the starter motor.
APUs also have several auxiliary functions. Electrical and pneumatic power are used to run the heating, cooling, and ventilation systems prior to starting the main engines. This allows the cabin to be comfortable while the passengers are boarding without the expense, noise, and danger of running one of the aircraft’s main engines. Electrical power is also used to power up systems for preflight checks. Some APUs are also connected to a hydraulic pump, allowing maintenance and flight crews to operate the flight controls and power equipment without running the main engines. This same function is also used as a backup in flight in case of an engine failure or hydraulic pump failure.
A gasoline piston engine APU was first used on the Pemberton-Billing P.B.31 Nighthawk Scout aircraft in 1916. The Boeing 727 in 1963 was the first jetliner to feature a gas turbine APU, allowing it to operate at smaller, regional airports, independent from ground facilities. Although APUs have been installed in many locations on various military and commercial aircraft, they are usually mounted at the rear of modern jet airliners. The APU exhaust can be seen on most modern airliners as a small pipe exiting at the aircraft tail.
Recent designs have started to explore the use of the Wankel engine in this role. The Wankel offers power-to-weight ratios that are superior to conventional piston engines and better fuel economy than a turbine engine.
APUs fitted to ETOPS (Extended-range Twin-engine Operations) aircraft are a critical safety device, as they supply backup electricity and compressed air in place of the dead engine or failed main engine generator. While some APUs may not be startable while the aircraft is in flight, ETOPS-compliant APUs must be flight-startable at the altitudes up to the aircraft service ceiling. Recent applications have specified starting up to 43,000 ft. ( 13 000 m) from a complete cold-soak condition. If the APU or its electrical generator is not available, the airplane cannot be released for ETOPS flight and is forced to take a longer non-ETOPS route.
In case of APU failure, an air starter unit (ASU) and a ground power unit (GPU) are needed for starting the main engines on the ground and to provide electrical power to the aircraft prior to the main engine start.
Sections of APU
A typical gas turbine APU for commercial transport aircraft comprises three main sections:
Load compressor section and
The power section is the gas generator portion of the engine and produces all the shaft power for the APU. The load compressor is generally a shaft-mounted compressor that provides pneumatic power for the aircraft, though some APUs extract bleed air from the power section compressor. There are two actuated devices: the inlet guide vanes that regulate airflow to the load compressor and the surge control valve that maintains stable or surge-free operation of the turbo machine. The third section of the engine is the gearbox. The gearbox transfers power from the main shaft of the engine to an oil-cooled generator for electrical power. Within the gearbox, power is also transferred to engine accessories such as the fuel control unit, the lube module and cooling fan. In addition, there is also a starter motor connected through the gear train to perform the starting function of the APU. Some APU designs use a combination starter/generator for APU starting and electrical power generation to reduce complexity.
Some APUs use an electronic control box (ECB), which is designed to control the APUs. It also serves as an interface between the subsystems of an APU and the aircraft.
With the Boeing 787 being an all electric aircraft, the APU delivers only electricity to the aircraft. The absence of a pneumatic system simplifies the design, but the demand for hundreds of kilowatts (kW) of electricity requires heavier generators and unique system requirements.
Onboard solid oxide fuel cell (SOFC) APU’s are being researched.
Three main corporations compete in the aircraft APU market: Goodrich Corporation, United Technologies Corporation (through its subsidiaries Pratt & Whitney Canada and Hamilton Sundstrand), and Honeywell International Inc.
Smaller military aircraft, such as fighters and attack aircraft, feature auxiliary power systems which are different from those used in transport aircraft. The functions of engine starting and providing electrical and hydraulic power are divided up among two units, the jet fuel starter and the emergency power unit.
Jet fuel starter
A jet fuel starter, or JFS, is a small turboshaft engine designed to provide power to spool the main engine up to its self-accelerating RPM. Unlike the APUs used in transport aircraft, the JFS provides power through an output shaft connected through a gearbox to the main engine, rather than through bleed air.
Unlike the APUs in transport aircraft, which are started by electrical power, a JFS is spooled up for starting by a hydraulic motor with fluid from a hydraulic accumulator (a type of pressurized fluid reservoir). The advantages of this system over an electrically started APU are extra reliability and independence from ground support. Batteries may go dead if the aircraft isn’t operated for a long period of time, while a hydraulic accumulator will stay charged indefinitely. Starting an aircraft with a JFS requires no external equipment or ground personnel, and only requires a small amount of battery power to operate the JFS controls and the electric valves in the hydraulic system. Once the main engine starts, the JFS accumulator will be almost instantly recharged by the engine-driven hydraulic pump, while a battery would take a much longer time to charge. In the event the main engine fails to start and the hydraulic accumulator is discharged, the accumulator may be recharged by a hand-operated pump onboard the aircraft.
All jet fuel starters use a free power turbine section, but the method of connecting it to the engine depends on the aircraft design. In single-engine aircraft such as the A-7 Corsair II and F-16 Fighting Falcon, the JFS power section is always connected to the main engine through the engine’s accessory gearbox. In contrast, the twin-engine F-15 Eagle features a single JFS, and the JFS power section is connected through a central gearbox which can be engaged to one engine at a time.
Emergency power unit
Emergency hydraulic and electric power are provided by a different type of gas turbine engine. Unlike most gas turbines, an emergency power unit has no gas compressor or ignitors, and uses a combination of hydrazine and water, rather than jet fuel. When the hydrazine and water mixture is released and passes across a catalyst of iridium, it spontaneously ignites, creating hot expanding gases which drive the turbine. The power created is transmitted through a gearbox to drive an electrical generator and hydraulic pump.
The hydrazine is contained in a sealed, nitrogen charged accumulator. When the system is armed, the hydrazine is released whenever the engine-driven generators go off-line, or if all engine-driven hydraulic pumps fail.
APUs are even more critical for Space Shuttle flight operations. Unlike aircraft APUs, they provide hydraulic pressure, not electrical power. The Space Shuttle has three redundant APUs, powered by hydrazine fuel. They only function during powered ascent, and during re-entry and landing. During powered ascent, the APUs provide hydraulic power for gimballing of Shuttle’s engines and control surfaces. During landing, they power the control surfaces and brakes. Landing can be accomplished with only one APU working. On STS-9, two of Columbia’s APUs caught fire, but the flight still landed successfully.
APUs are also fitted to some tanks to provide electrical power when stationary, without the high fuel consumption and large infrared signature caused by running the main engine. Both the M1 Abrams and variants of the Leopard 2 such as the Spanish and Danish variants carry the APU in the rear right hull section. The British Centurion tank uses an Austin A-Series inline-4 as its auxiliary power unit.
Diesel-powered APU on truck
The most common APU for a commercial truck is a small diesel engine with its own cooling system, heating system, generator or alternator system with or without inverter, and air conditioning compressor, housed in an enclosure and mounted to one of the frame rails of a semi-truck. Other designs fully integrate the auxiliary cooling, heating, and electrical components throughout the chassis of the truck. These units are used to provide climate control and electrical power for the truck’s sleeper cab and engine block heater during downtime on the road.
A refrigerated or frozen food semi trailer or train car may be equipped with an independent APU and fuel tank to maintain low temperatures while in transit, without the need for an external transport-supplied power source.
In the United States, federal Department of Transportation regulations require 10 hours of rest for every 11 hours of driving. During these times, truck drivers often idle their engines to provide heat, light, and power for various comfort items. Although diesel engines are very efficient when idling, it is still financially and environmentally costly to idle them like this, from a fuel consumption and an engine wear perspective. The APU is designed to eliminate these long idles. Since the generator engine is a fraction of the main engine’s displacement, it uses a fraction of the fuel; some models can run for eight hours on one US gallon ( 4 litres) of diesel. The generator also powers the main engine’s block and fuel system heaters, so the main engine can be started easily right before departure if the APU is allowed to run for a period beforehand. An APU can save up to 20 gallons (Cat 600 – 10 hours downtime @ 2 gallons per hour idling) ( 76 litres) of fuel a day, and can extend the useful life of the main engine by around 100,000 miles ( 160,000 kilometres), by reducing non-productive run time.
Some vehicle APUs can also use an external shore power connection for their heating and cooling functions, thus eliminating fuel consumption during rest periods altogether. Many truck stops provide shore power connections in their parking areas.
Some APUs can also use solar pv and wind power as an option for power generation that is stored in batteries for later use. Unlike other APUs renewable energy APUs use the sun and wind for power instead of a fuel to produce power to operate air conditioning and heating and other semi truck accessories. Hybrid APUs are able to replace fuel APUs.
On some older diesel engines, an APU was used instead of an electric motor to start the main engine. These were primarily used on large pieces of construction equipment.
As an alternative to the diesel units, APUs using an auxiliary battery system or hydrogen fuel cells as a source of power have also been designed. Freightliner has shown a demonstration model of a fuel cell APU, run on a tank of liquid hydrogen mounted to the truck, on one of their Century Class S/T road tractors.
Other forms of transport
Where the elimination of exhaust emissions or noise is particularly important (such as yachts, camper vans), fuel cells and photovoltaic modules are used as APUs for electricity generation.
currently the most common APU units for Highway trucks are; Wabaso, Proheat, and Espar.
Ski lifts also use an APU if the main drive (usually electric) should fail or power be lost, enabling the lift to continue to operate. They can be either gas, diesel, or propane, and are connected to the main shaft or gearbox by means of chains or belts.
Wikimedia Commons has media related to: Auxiliary power units (aircraft)
Air start system
Coffman engine starter – A similar system which uses an explosive cartridge to supply gas pressure.
^ Pats APU
^ High-power density rotary diesel engine .. as well as Auxiliary Power Units.
^ 2004 – SOFC fuel cell APU
^ Fuel cell TRU
“Armor-plated auxiliary power” design of a modern gas turbine APU
“Space Shuttle Orbiter APU”
“Sound of an APU from inside a Boeing 737 cabin”
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Aircraft components and systems
Cabane strut Canopy Cruciform tail Empennage Fairing Fabric covering Flying wires Former Fuselage Interplane strut Horizontal stabilizer Jury strut Leading edge Longeron Nacelle Rear pressure bulkhead Rib Spar Stabilizer Stressed skin Strut Tailplane Trailing edge T-tail Twin tail Vertical stabilizer V-tail Wing root Wing tip
Aileron Airbrake Artificial feel Autopilot Canard Centre stick Deceleron Elevator Elevon Electro-hydrostatic actuator Flaperon Flight control modes Gust lock Rudder Servo tab Side-stick Spoiler Spoileron Stabilator Stick pusher Stick shaker Trim tab Yaw damper Wing warping Yoke
High-lift and aerodynamic
Blown flap Dog-tooth Flap Gouge flap Gurney flap Krueger flaps Leading edge cuff LEX Slats Slot Stall strips Strake Vortex generator Wing fence Winglet
Avionic and flight
ACAS Air data computer Airspeed indicator Altimeter Annunciator panel Attitude indicator Compass Course Deviation Indicator EFIS EICAS Flight data recorder Flight management system Glass cockpit GPS Heading indicator Horizontal situation indicator INAS TCAS Transponder Turn and bank indicator Pitot-static system Radar altimeter Vertical Speed Indicator Yaw string
Propulsion controls, devices and
Autothrottle Drop tank FADEC Fuel tank Gascolator Inlet cone Intake ramp NACA cowling Self-sealing fuel tank Throttle Thrust lever Thrust reversal Townend ring Wet wing
Landing and arresting gear
Autobrake Conventional landing gear Arrestor hook Drogue parachute Landing gear extender Tricycle gear Tundra tire Undercarriage
Ejection seat Escape crew capsule
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Aircraft piston engine components, systems and terminology
Camshaft Connecting rod Crankpin Crankshaft Cylinder Cylinder head Gudgeon pin Hydraulic tappet Main bearing Obturator ring Oil pump Piston Piston ring Poppet valve Pushrod Rocker arm Sleeve valve Tappet
Alternator Capacitor discharge ignition Generator Electronic fuel injection Ignition system Magneto Spark plug Starter motor
Air-cooled Bore Compression ratio Dead centre Engine displacement Four-stroke engine Horsepower Ignition timing Manifold pressure Mean effective pressure Naturally-aspirated Monosoupape Overhead camshaft Overhead valve Shock-cooling Stroke Time between overhaul Two-stroke engine Valve timing Volumetric efficiency
Propeller speed reduction unit Propeller governor
Autofeather Blade pitch Contra-rotating Constant speed Counter-rotating Scimitar propeller Single-blade propeller Variable pitch
Tachometer Hobbs meter Annunciator panel EFIS EICAS Flight data recorder Glass cockpit
Carburetor heat Throttle
Fuel and induction system
Avgas Carburetor Fuel injection Gascolator Inlet manifold Intercooler Pressure carburetor Supercharger Turbocharger
Auxiliary power unit Coffman starter Hydraulic system Ice protection system Recoil start
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Aircraft gas turbine engine components, systems and terminology
Axial compressor Centrifugal compressor Combustor Constant Speed Drive Propelling nozzle
Afterburner (reheat) Bypass ratio Compressor stall Engine Pressure Ratio (EPR) Flameout Turbofan Turbojet Turboprop Turboshaft Windmill restart
Propeller speed reduction unit Propeller governor
Autofeather Blade pitch Contra-rotating Constant speed Counter-rotating Proprotor Scimitar propeller Variable pitch
Annunciator panel ECAM EFIS EICAS Flight data recorder Glass cockpit
Autothrottle FADEC Thrust lever Thrust reversal
Fuel and induction system
Air start system Auxiliary power unit Bleed air system Hydraulic system Ice protection system
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Categories: Electrical generators | Aircraft componentsHidden categories: All articles with unsourced statements | Articles with unsourced statements from November 2007
Article from articlesbase.com | aerospace |
https://www.deseretnews.com/article/25925/CRASH-KILLS-AF-OFFICER.html | 2018-12-17T19:34:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829115.83/warc/CC-MAIN-20181217183905-20181217205905-00604.warc.gz | 0.986474 | 152 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__204196522 | en | A senior U.S. Air Force officer was killed Monday when the F-16 fighter plane he was flying crashed in a field northeast of Madrid, Spanish and U.S. authorities said. A Pentagon spokesman confirmed Tuesday that Air Force Maj. Gen. Winfield Scott Harpe, 51, commander of the 16th Air Force base in Torrejon, Spain, was killed when his fighter crashed about 6:45 p.m. Monday on a training flight. Other air bases in the 16th Air Force are in Greece, Italy and Turkey. Air Force officials said Harpe was the only person aboard and the jet carried no weapons. Weather conditions were clear when the F-16 went down, and the cause of the crash was not immediately known. | aerospace |
https://www.monitor.co.ug/uganda/business/technology/uganda-airlines-to-start-ground-handling-services-3694508 | 2022-05-24T21:56:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662577259.70/warc/CC-MAIN-20220524203438-20220524233438-00631.warc.gz | 0.964578 | 410 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__49105962 | en | What you need to know:
- With the inclusion of cargo in August last year, the airline carried more than 230 tonnes of cargo out of Entebbe and over 400 tonnes inbound.
- Shs102b loss: Uganda Airlines recorded for the Financial Year 2019/2020 according to the Auditor General’s report.
Uganda Airlines intends to start its own ground handling services to lift it from its loss-making position fuelled by the Covid-19 pandemic .
The plan which has been delayed by two years is currently awaiting a concession agreement from the aviation regulator Uganda Civil Aviation Authority.
Ms Jennifer Bamuturaki, the acting chief executive officer, says they expect to start their own ground handling services in the first quarter of this year. So far, they have procured the equipment, recruited and trained their own staff who have been licensed.
“The Airline is set to roll out its self-handling project by the first quarter of this year. This will involve passenger baggage and cargo handling, maintenance, security and general ground operations,” she says.
Asked how many routes they are currently flying and which of them is busiest so far, she said they are handling 18 regional routes and four international routes of which Mogadishu, Bujumbura and Juba are the best performing.
Asked if the Airline has started attracting passengers to ensure financial viability, Richard Kinalwa, the acting manager ground operations says last year alone, the Airline carried 154,245 passengers compared to 93,780 in 2019 and 2020 combined. With the inclusion of cargo in August last year, the airline carried more than 230 tonnes of cargo out of Entebbe and over 400 tonnes inbound.
Asked whether the airline has the capacity to maintain its aircraft, engineer Ephraim Bagenda, the director maintenance and engineering, says when the airline started operations four years ago, they had to look for approved maintenance organisations to carry out the maintenance since there were no capable local organisation. | aerospace |
https://www.qed.ng/davidos-father-takes-first-flight-on-new-private-jet/ | 2023-01-29T22:24:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499768.15/warc/CC-MAIN-20230129211612-20230130001612-00727.warc.gz | 0.951449 | 165 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__199859385 | en | Adedeji Adeleke, father of pop singer, Davido, has taken his first flight on new private jet with his nephew, Adebayo Adeleke, popularly known as B-Red.
B-Red, who recently signed on to Davido Music Worldwide (DMW), shared a video of the family on the plane on Instagram on Tuesday.
He revealed that they flew from Lagos to Atlanta, Georgia, United States.
“PRIVATE JET FROM LAGOS NIGERIA STRAIGHT TO ATL 🙏🏼#ADELEKEMONEY #DOLLAR #BIGBODY,” he wrote.
Mr Adeleke, 62, was recently delivered the $62 million bombardier express jet following purchase over the weekend. | aerospace |
https://www.curvesandchaos.com/where-does-wow-airlines-fly-out-of/ | 2023-06-02T07:46:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648465.70/warc/CC-MAIN-20230602072202-20230602102202-00315.warc.gz | 0.944676 | 933 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__157681686 | en | Where does wow airlines fly out of?
WOW Airlines flew to many destinations across 3 continents, including Salzburg, Montreal, Toronto, Copenhagen, Paris, Berlin, Dusseldorf, Dublin, Reykjavik, Milan and London. This Icelandic company, which was founded in 2011 and commenced operations in 2012, is based and headquartered in Reykjavik.
Is WOW Air still flying?
Icelandic low cost carrier WOW Air ceased operations in March 2019. Later that year details of PLAY Airlines were announced, which is a new Icelandic low cost carrier founded in part by former WOW Air executives.
Is Wow airlines coming back?
Iceland based now-bankrupt WOW AIR is relaunching under new ownership, in a new country and new goals. Launched in 2011, WOW AIR was the Ryanair of transatlantic travel, offering ridiculously low fares while charging a la carte for things like carry-on baggage, seat choice and entertainment.
Why did wow airlines fail?
In a Financial Times interview, WOW Air CEO Skuli Mogensen stated that the reason the airline essentially failed was their decision to hire a fleet of wide-body Airbus A330s (which added up to significantly higher fuel costs).
Who bought wow airline?
On 5 November 2018, it was announced that Icelandair Group, the holding company of rival carrier Icelandair, would acquire the entire share capital of Wow Air, subject to shareholder approval; the two airlines would continue to operate under separate names.
Who owned WOW Air?
Icelandic low cost carrier WOW Air ceased operations in March 2019. A few months later, some American investors purchased WOW Air’s assets. The most prominent person behind this was Michele Ballarin (who also sometimes goes by Michele Lyn Golden, or Michele Roosevelt Edwards).
What happened WOW Air?
The airline abruptly ceased operations on 28 March 2019, when its operating company WOW air hf. went out of business. The airline’s assets were acquired by United States-based holding company USAerospace Associates, which announced in 2019 and 2020 that it intends to relaunch the airline under the same brand.
Who bought wow airlines?
What airlines fly into Iceland?
Which airlines offer direct flights to Iceland? Icelandair, jetBlue, airBaltic, Fly Play, United, SWISS, Air Canada and Lufthansa all fly non-stop to Iceland.
Why was the A330 a high risk Aircraft addition to the WOW Air fleet?
The A330 Guaranteed the Collapse of WOW. Wide-body aircraft, like the A330, are significantly more expensive to purchase or lease, and more expensive to operate. The A330 allowed WOW to serve markets that the A321 could not, like Los Angeles and San Francisco.
What airline has purple planes?
Etihad Airways Airbus A330-300 A6-AFA at Munich | Purple car, Airplane design, Airbus.
Can I travel to Iceland right now?
Entry rules for Iceland All visitors are welcome, regardless of vaccination status, with no requirement to pre-register before visiting. There is no longer a requirement for a PCR test to board aircraft, and no testing or quarantine upon arrival.
Where does Air India fly?
Where does Air India fly? Air India (Star Alliance) serves 53 domestic destinations and 35 international destinations in 26 countries, as of December 2021. The following is an overview of all Air India flights and destinations:
Where does WOW Air Cargo operate?
WOW air Cargo is proud to announce the commencement of worldwide cargo operations from its US base in the capital region on the East Coast at Martinsburg. West Virginia. WOW air proudly welcomes Giuseppe Cataldo to the WOW family as Director of WOW Italy.
How many destinations does Air India serve in Star Alliance?
Air India (Star Alliance) serves 53 domestic destinations and 35 international destinations in 26 countries, as of December 2021. The following is an overview of all Air India flights and destinations: Looking for direct flights, routes or flight schedules operated by another airline?
Why choose WOW air?
With Honest Fares™ WOW air will be the carrier of choice for global Guests whether they are traveling for business or with their families “ Welcome to WOW world. . . where the experience of every Guest on board truly matters.” Velocity Veteran Veneers brings classic aviation interior applications to commercial passenger aircraft experience. | aerospace |
http://www.wxii12.com/news/space-shuttle-era-facts/-/9678112/21975608/-/11nuapa/-/index.html | 2013-12-22T01:04:26 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345776833/warc/CC-MAIN-20131218054936-00029-ip-10-33-133-15.ec2.internal.warc.gz | 0.952918 | 98 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__22357681 | en | Get Alerts »
Motorcyclist dies in overnight crash
Atlantis was the fourth operational shuttle and made its first flight on Oct. 3, 1985.
On September 17, 1976 NASA unveiled the first space shuttle to the public. Check out facts from the entire space shuttle era.
Tap to view facts.
A third person has accused Macy's flagship store in Herald Square of racial profiling after he purchased a $2,400 Louis Vuitton bag, according to his lawyer. | aerospace |
https://wdc.dlr.de/sensors/mhs/ | 2019-03-20T01:07:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202188.9/warc/CC-MAIN-20190320004046-20190320030046-00015.warc.gz | 0.879346 | 1,258 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__188691078 | en | Data & Products
Missions & Sensors
The Microwave Humidity Sounder (MHS) is one of the European instruments carried on MetOp-A. MHS is a five-channel, total power, microwave radiometer designed to scan through the atmosphere to measure the apparent upwelling microwave radiation from the Earth at specific frequency bands. Since humidity in the atmosphere (ice, cloud cover, rain and snow) attenuate microwave radiation emitted from the surface of the Earth, it is possible, from the observations made by MHS, to derive a detailed picture of atmospheric humidity with the different channels relating to different altitudes. Temperature at the surface of the Earth can also be determined.
MHS works in conjunction with four of the American instruments provided by the National Oceanic and Atmospheric Administration (NOAA), namely the Advanced Microwave Sounding Unit–A1 (AMSU-A1), the Advanced Microwave Sounding Unit–A2 (AMSU-A2), the Advanced Very High Resolution Radiometer (AVHRR) and the High Resolution Infrared Sounder (HIRS). Along with these instruments, MHS is already in operation on the NOAA-18 satellite, which was launched in May 2005, and it will also form part of the payload on NOAA-N' to be launched in 2008. MHS represents a significant enhancement in performance over the AMSU-B currently flying on the earlier NOAA-15,-16 and -17 satellites.
In conjunction with these American instruments, the MHS instrument will provide improved data for weather prediction models with a resulting improvement in weather forecasting..
MHS is intended primarily for the measurement of atmospheric humidity. It will measure cloud liquid water content. Furthermore, it will provide qualitative estimates of precipitation rate.
MHS helps to ensure the continuous and improved availability of operational meteorological observations from polar orbit whilst providing Europe with an enhanced capability for the routine observation of the Earth from space, and in particular, to further increase Europe's capability for long-term climate monitoring.
The Microwave Humidity Sounder (MHS) instrument is a five-channel self-calibrating microwave rotating radiometer on the nadir-facing side of the MetOp-A satellite and is designed to scan perpendicular to the direction flight (across track) at a rate of 2.67 seconds per scan. The swath width of the scan is approximately +/- 50°. The scan is synchronised with the AMSU-A1 and A2 instruments, with MHS performing three scan cycles for every one performed by the AMSU instruments.
The MHS incorporates four receiver chains at 89 GHz, 157 GHz and 190 GHz, with the 183 GHz data sampled in two discrete bands to provide the five channels. The fifth channel is achieved by splitting the 183.311 GHz signal into two channels, each with a different bandwidth.
The scanning of the MHS instrument is synchronized to the scanning of the AMSU-A1 and AMSU-A2 instruments. This allows additional ground processing of data to be performed, using data from selected channels from several of these instruments at the same time. This will provide additional scientific information, which would not otherwise be available from any one instrument alone.
Visit the Global Data Service of EUMETSAT here
The NOAA series Platform and MetOp-A Programme
The NOAA-POES series are regarded as the backbone of the US meteorological program. The current POES series satellites are named simply NOAA-9 through NOAA-17 in order of launch. The program has evolved over several years starting in 1960 with TIROS. The philosophy of NOAA is to maintain at least two operational satellites in complementary orbit. The POES satellites will operate till 2010.
All NOAA-POES satellites have a circular, sun-synchronous polar orbit with a nominal flight height of 833 km. The even numbered satellites cross the equator at local solar times of approximately 7:30 and 19:30, while the odd-numbered satellites cross the equator at local solar times of approximately 2:30 and 14:30.
For further details concerning the NOAA satellites look at the NOAA internet sites ( NOAA - documentation ).
The Meteorological Operational satellite programme is a new European undertaking providing weather data services that will be used to monitor climate and improve weather forecasts. The MetOp-A programme’s series of three satellites has been jointly established by ESA and the European Organisation for the Exploitation of Meteorological Satellites (EUMETSAT), forming the space segment of EUMETSAT's Polar System (EPS). MetOp-A has been designed to work in conjunction with the NOAA satellite system whereby the two satellites fly in complementary orbits. MetOp-A’s polar orbit is Sun synchronous, so that the satellite track along the Earth is always at the same local time, in this case in the mid-morning. NOAA will continue to operate its mid-afternoon orbit satellite service as part of the Polar Orbit Enviromental Satellites (POES) system.
The MetOp-A satellites, have been designed to embark instruments provided by NOAA, EUMETSAT, ESA and other European partners. MetOp-A will have different performances than the actual NOAA system due to a platform designed with high pointing accuracy, full on board recording capacity, digital high rate and low rate communication system, encryption capability and an increased payload.
Other Instruments on the Metop-A platform include the Advanced Scatterometer ASCAT, the Global Ozone Monitoring Experiment GOME-2, the Global positioning system Receiver for Atmospheric Sounding GRAS, the High Resolution Infrared Sounder IASI, the Advanced Microwave Temperature Sounder AMSU, the Advanced Very High Resolution Radiometer AVHRR.
MetOp-A’s main objectives are to furnish data for operational meteorology and climate monitoring. Many of the above instruments will give detailed information on the atmospheric temperature/humidity profiles, essential for weather forecasting.
If you would like to have more information about the MHS data, please contact email@example.com. | aerospace |
https://newsbulletinng.com/overland-lagos-bound-flight-suffers-engine-problem-aircraft-landed-safely/ | 2022-07-07T07:56:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104683708.93/warc/CC-MAIN-20220707063442-20220707093442-00347.warc.gz | 0.946541 | 244 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__127574183 | en | Overland Airways has applauded the professional interventions of the Federal Airports Authority of Nigeria (FAAN), Nigerian Airspace Management Agency (NAMA), Nigerian Civil Aviation Authority (NCAA) and the Accident Investigation Bureau Nigeria (AIB-N) over Wednesday’s incident involving one of its aircraft.
The airline in a statement described the interventions as prompt and reassuring.
This is just as the airline regrets the inconvenience the incident may have caused the passengers and assured the travelling public of its full commitment to safety of its services and passengers.
Explaining the cause of the incident, Manager Corporate Business Development, its flight OF1188 from Ilorin to Lagos experienced an unusual high turbine temperature on one of its engines yesterday around 7:50pm which occurred in the approach phase of flight but the aircraft landed safely as the Crew skillfully implemented their standard procedures for such abnormal situations.
According to the statement, all 33 passengers remained calm through the process and safely disembarked row by row in accordance with post COVID-19 procedures after the Aircraft came to a halt on the Murtala Mohammed International Airport Lagos runway 18 Right.
“No passenger was hurt in any way”. | aerospace |
https://bunburymail.com/63/lacuna-space-collaborated-with-miromico-on-internet-of-things/ | 2020-01-20T14:24:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250598800.30/warc/CC-MAIN-20200120135447-20200120164447-00458.warc.gz | 0.937447 | 521 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__100631484 | en | Reportedly, Lacuna Space (a provider for connectivity) and Miromico have signed a partnership accord for the development and easy stipulation of “space ready” communications devices that use low-cost satellite links and ultra-low-power. Miromico is an international leader for the design and manufacturing of wireless products for the IoT (Internet of Things). After the successful tests carried in 2019, the first commercial tests with Miromico devices and chosen enterprise customers of the Swiss firm in environmental monitoring, agriculture, or asset tracking are starting by 2020. By utilizing LoRa-1—which is the actual standard for the low power wireless IoT—the life span of battery-operated IoT equipment can be improved by years, saving maintenance and operation cost.
The common use of LoRa also facilitated Miromico to quickly and effortlessly adapt their hardware and connect to Lacuna Space’s satellite. Marcel Wappler—Head of IoT and LPWAN at Miromico—said, “A low-power and low-cost satellite link similar to Lacuna Space’s technology in every smart device will start a second IoT revolt. We experienced a skyrocketing but yet unfulfilled demand for affordable smart devices having low power and connectivity at large scale. Seemingly, the lack of global connectivity is recoiling endless applications. Some of that will aid in solving the most complicated challenges like allowing solar-powered local grids across South America and elsewhere, enhancing agricultural yield, or monitoring the global flow of assets or goods and track their carbon footprint.
Similarly, Lacuna Space was in the news as earlier it signed the second contract with NanoAvionics U.K. Both the firms inked a second contract to incorporate the Lacuna Space LoRa-based Space Gateway in NanoAvionics’ M6P nanosatellite bus. This project is scheduled to launch in the fourth quarter of this year through a PSLV (Polar Satellite Launch Vehicle). The two firms productively partnered on the Lacuna Space technology demonstration operation that was launched in April 2019.
Justin Woodruff has completed his education in Bachelor of Astronomy & Space Sciences before switching his career to become a full-fledged writer. He has previously toiled with a reputed organization for almost 3 years. Currently, he is working as a senior most copy editor and writer at The BunBury Mail firm handling the Science department. He has a keen interest in reading science books or completing short-term Astrophysics & planetary astronomy courses on the side-by-side basis. | aerospace |
https://koztimes.com/aeolus-the-first-satellite-that-observes-the-winds-from-space/2913/ | 2018-10-17T02:07:48 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583510932.57/warc/CC-MAIN-20181017002502-20181017024002-00549.warc.gz | 0.951656 | 1,401 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__141683630 | en | By Jeremy Wilks
& Stephanie Lafourcatère
In this edition of Space, our reporter Jeremy Wilks is located on the northern coast of Norway, at the space Centre of Andøya. He meets scientists who are working on a new satellite, called Aeolus. Its mission : to measure for the first time, the winds around our planet. Currently, the team is trying to calibrate and validate all the measures that they receive from space.
The roar of the Vega rocket marks the beginning of a revolutionary mission for weather observation. At the end of August, the long-awaited Aeolus, a satellite of the european space Agency (ESA) has joined the space to place just 320 kilometers above our heads.
_”Aeolus is spinning around the Earth at a time when we are talking about : it moves from the North pole to the South pole before returning to the North pole, it has what is called a polar orbit,”_ says Anne Grete Straume, scientific support for the Aeolus mission the ESA. “And while it revolves around the Earth,” she says, “the Earth also revolves : what makes Aeolus carries out measurements around the Earth 16 times per day.”
Aeolus evaluates thanks to a laser system called Lidar, the direction and speed of winds from space. A first.
No space mission cannot be carried out alone, the scientific team based in Norway, is there in support. The spatial Center of Andøya, an observatory atmospheric with several instruments, is a site unique, is situated 300 km north of the arctic circle.
The data collected on-site will play a key role in the calibration and validation of the surveys on the winds from space.
“When you look at the situation of our observatory at 69 degrees north, there is no other who is able to make measurements in collaboration with Aeolus,” noted Michael Gausa, director of research at the space Centre of Andøya. “This is really the only site that takes measurements Lidar on the speed and direction of winds at this latitude in the northern hemisphere,” he says.
Ground-based measurements in addition
On the site, there are two telescopes owned by the Leibniz Institute of atmospheric physics, which work as the new european satellite : they use lasers to observe the wind. Anne Grete Straume of ESA can refer to as you make comparisons in the context of the Aeolus mission.
“It is very important to check that the measurements of the satellite that we receive are accurate for any type of weather such as storms that trigger or good weather,” says Anne Grete Straume. “We need to compare them with these measures of quality that are performed on the ground and that relate to any type of weather and it is for this reason that it is important not to achieve a measure and compare it, but to realize and compare the continuous measures,” adds the scientist.
Other types of data are used to assess the accuracy of the instruments Aeolus as those from balloons and weather on the Norwegian website, are launched twice a day. They collect local measurements on the wind speed, the temperature and humidity that are found to be key parameters to forecast the weather.
“Thanks to these balls, we collect measurements on the wind in situ : it is very important to calibrate and validate the measurements of the satellite,” says Ingrid Hanssen, engineer of the directorate at the space Centre of Andøya. “Like this, one can know that it performs readings in roughly the same area : of course, the ball is pushed by the wind, but we know that we have the same global coverage and we can compare the measurements of the satellite with those of the ball,” she said.
“We have very little data on the wind”
Aeolus is far from being the only satellite weather in space : they are many to scrutinize the temperatures and the humidity.
So far, no system or wind measurement does not exist for the time scale of the planet. You can see the clouds, but not the movements atmopshériques.
The wind is the missing piece of the puzzle of the weather after Lars Isaksen european Centre for medium-range weather forecasts (ECMWF) : “Some of the largest forecast errors the last five years have had a link with our lack of knowledge about the winds in the tropics,” he says. “We have no information on winds over oceans like the South Pacific and even in the Atlantic, we have very little data on the winds,” he says.
The measures of Aeolus the winds will be routed by this facility to be processed and corrected in the light of other reports of weather before being transmitted to the forecasters.
Still, this mission of the ESA is a test : it must still be proven. “Nobody knows for the moment if it is going to work,” admits Lars Isaksen. “If everything works well, we will integrate the data in our numerical models prediction to have more information on the initial situation – this is the time that it is today,” he says. “It all depends on the time that it is today : one informs these conditions in a complex mathematical model that advance in time and we obtain a forecast for the coming days,” explains he.
“It’s really exciting”
Aeolus is capable to measure the speed and direction of the wind from ground level up to 30 km altitude. Until now, his instrument laser fairly delicate seems to work as expected.
“A few weeks after the launch in space and verification of the satellite and of the instrument, it has started and it is already starting to receive data that are similar to what we will have in the end : so it really is promising !” enthusiastic Anne Grete Straume, ESA.
In the future, when scientists will have at their disposal several years of data, they hope to use Aeolus for the analysis of the climate and of long-term trends.
“As the climate changes currently, the temperature difference between the Equator and the poles is reduced, and this also changes the way the winds behave in the atmosphere and transport energy,” says the scientist in charge of the mission. “So if we can understand this in more detail, we will be better able to know how the weather will evolve in the climatic conditions that there will be in the future,” she hopes.
If the Aeolus mission is a success, other satellites of the same type could be launched to take over. | aerospace |
https://thefauxy.com/pm-modi-took-advantage-of-clouds-and-used-pakistans-air-space-to-attend-sco-summit/ | 2020-08-12T14:22:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738905.62/warc/CC-MAIN-20200812141756-20200812171756-00385.warc.gz | 0.977045 | 281 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__83135186 | en | On 26th February, after the air strike by Indian Air Force (IAF) on a Jaish-Mohammed (JeM) terror camp in Balakot, Pakistan shut down its air space entirely. Since then, it has only two air routes open. A few days back India requested Pakistan to let Prime Minister Narendra Modi’s aircraft fly over its airspace. The aircraft was carrying PM Modi who was on his way to attend the SCO summit at Bishkek in Kyrgyzstan. However, India explored a better option later and decided not to use Pakistan’s airspace.
Reportedly, Monsoon has hit Kerala and other southern parts of the country and is likely to hit the entire country in another two days. SCO summit which was scheduled for 13th and 14th June only meant that a cloudy weather was on the cards. The same was verified by the Indian Meteorological Department after studying disturbances in Tata Sky signals.
PM Modi took advantage of these clouds and used Pakistan’s airspace without them knowing. Just like in the time of Balakot air strike, Pakistan’s radar couldn’t catch Modi’s Air crafts, which is way more technically advanced. PMO India took this decision after the Pakistan government unreasonably demanded a toll tax to allow India to use its airspace. More details on this awaited. | aerospace |
https://newswings.com.ng/nama-commences-implementation-of-free-routing-airspace/ | 2024-04-24T02:21:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818999.68/warc/CC-MAIN-20240424014618-20240424044618-00273.warc.gz | 0.934602 | 744 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__100739493 | en | …as Akinkuotu tasks Airlines to Embrace Technology
The Nigerian Airspace Management Agency (NAMA) has commenced the implementation of Free Routing Airspace (FRA) in keeping with its commitment to enhancing airspace efficiency and reducing operational costs to airlines.
Giving this indication at a stakeholders’ sensitization forum which held at Sheraton Lagos Hotel, Ikeja, Managing Director of NAMA, Capt. Fola Akinkuotu said Nigeria had earlier in October 2021 notified the global aviation community of its intent to commence the implementation of the Free Routing Airspace concept in December, 2021.
He said “the journey to the implementation of the Free Routing Airspace in Nigeria started two years ago, following the decision and recommendations of the International Civil Aviation Organization (ICAO) AFI (African- Indian Ocean) Region that member states should develop necessary strategies towards implementation of FRA in their respective states and regions. ICAO in collaboration with International Air Transport Association (IATA) supported this push by developing the FRA concept of operations, conducting FRA gap analysis as well as providing guidance in the development of FRA implementation checklist.
“After several meetings, workshops, and coordination among contiguous FIRs (Flight Information Regions), the FRA concept is surely transforming from an abstract idea to concrete reality and that has been largely the Nigerian experience as the nation successfully commenced FRA implementation on the 2nd of December, 2021.”
“FRA was first conceptualized about 13 years ago in Europe, being the first region in the world to have implemented a full FRA concept beginning from 2008. However, in the entire ICAO AFI Region, Nigeria is the second country, after Mauritius to implement this globally new concept.”
Explaining further, the NAMA boss said FRA basically accords airspace users over Kano FIR the opportunity to migrate from the conventional fixed Air Traffic Service (ATS) route network to flight plannable direct routes between a published FRA significant boundary entry point to a published FRA significant boundary exit point, thereby optimizing airspace utilization.
He listed the benefits of FRA to airspace users to include: Savings in terms of distance covered per route segment; Savings in terms of time required to cover one route leg; Fuel savings per route leg as well as carbon emission reduction per route segment per volume of airspace.
Capt. Akinkuotu also used the opportunity of the forum to enjoin airline operators in Nigeria to take advantage of new technologies being deployed by the agency as these would enhance their operational efficiency and also. He recalled that in the last couple of years, NAMA had deployed several next-generation tools like the Performance-Based Navigation (PBN) Approaches, Controller-Pilot Data Link Communication (CPDLC), Instrument Landing System (ILS) Category II and III, etc but noted that some Nigerian airlines were not taking advantage of them, stressing that NAMA would continue to strive to ensure that Nigeria has, not only safe airspace but also a profitable aviation industry.
The Free Routing concept is associated with ICAO Aviation System Block Upgrade – ASBU modules B1-FRTO, i.e. Introduction of free routing in defined airspace, where the flight plan is not defined as segments of a published route network or track system to facilitate adherence to the user-preferred profile.
The sensitization forum was well-attended as it attracted representatives from the Nigerian Civil Aviation Authority (NCAA), IATA, Airline Operators of Nigeria (AON), Max Airlines, Air Peace, Emirates Airlines, United Airlines, Arik Air among others. | aerospace |
http://www.kcballoon.com/SiteResources/Data/Templates/ContentPackageLayout006.asp?docid=540&DocName=Passenger%20Rides | 2016-08-26T11:52:56 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982295494.5/warc/CC-MAIN-20160823195815-00280-ip-10-153-172-175.ec2.internal.warc.gz | 0.913554 | 189 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__160084206 | en | Call to Schedule:
All passengers must be 12 years of age or older.
Passengers must give 24 hour notice for cancellation to avoid charges.
The pilot makes all weather related decisions. Your safety is our major concern. As with any outdoor sport, we have no control over weather conditions. Therefore, the pilot closely monitors all weather information available and will only cancel a flight for the safety of the passengers, crew and balloon
A non refundable deposit is required to reserve your flight date. If the weather does not cooperate your flight will be rescheduled for the next available time that works with your schedule.
Gift Certificates have no cash value and will only be honored as a flight prior to the expiration date.
The Passenger release form must be signed prior to your flight. Please print and sign, you are welcome to mail it to us or bring it with you for your flight.
Passenger Release Form: | aerospace |
http://mytechnologyworld9.blogspot.com/2015/07/see-this-aircraft-its-called-c-5-galaxy.html | 2018-07-17T09:29:18 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589634.23/warc/CC-MAIN-20180717090227-20180717110227-00627.warc.gz | 0.962273 | 99 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__24466974 | en | Do you know what a Lockheed C-5 Galaxy is? If not, there is just one thing you need to know about this aircraft: it's huge. It's so big and bad, it's almost hard to wrap your mind around it. The C-5 Galaxy is a large military transport aircraft built by Lockheed. The United States Air Force uses the Galaxy to carry large and insanely heavy cargo that will absolutely blow your mind.
This is what the C-5 Galaxy looks like. | aerospace |
http://www.kbizam.com/navy-helicopter-down-off-virginia/ | 2015-05-24T11:04:41 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207928015.28/warc/CC-MAIN-20150521113208-00232-ip-10-180-206-219.ec2.internal.warc.gz | 0.972957 | 251 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__47081883 | en | (ABC News) – A Navy helicopter with five aboard went down in the Atlantic 18 miles off Virginia on Wednesday. All but one of those aboard was rescued at sea, the Coast Guard said.
The search continued for the fifth occupant in 42 degree seas after a Navy helicopter airlifted the four and brought them to a civilian hospital in Norfolk, Coast Guard Petty Officer David Weydert said.
The condition of the four, who were taken to Sentara Norfolk General Hospital, was not immediately available. A spokeswoman referred questions about their status to the Navy, which did not immediately respond to questions from The Associated Press.
The Navy identified the aircraft as an MH-53E, the U.S. Navy said via Twitter.
According to the Naval Air Systems Command website, the aircraft performs airborne mine countermeasures and onboard delivery missions. It holds a crew of up to eight, including two pilots and is capable of speeds of more than 170 mph.
The helicopter measures 99 feet long and more than 28 feet tall. It weighs 69,750 pounds.
The chopper’s mission or why it went down was not immediately known.
Weydert said two Coast Guard vessels, including a cutter, responded to the scene. | aerospace |
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