url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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http://knoxradio.com/news/big-sky-big-deal/ | 2017-02-23T20:44:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171232.43/warc/CC-MAIN-20170219104611-00307-ip-10-171-10-108.ec2.internal.warc.gz | 0.928461 | 238 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__134006211 | en | Oct 18, 2013 at 6:55 am
The u-s air force will sign a lease in December with grand forks county for an unmanned aircraft tech park at the grand forks air force base. U-s senators hoeven and Heitkamp and governor dalrymple issued statements late Thursday in support of the agreement. Under terms of the deal the county will lease 217 acres over 50 years for the park dubbed “grand sky.” Hoeven says the agreement bolsters the chances of grand forks landing one of six u-a-s tests sites to integrate manned and unmanned aircraft into the national air space. A decision by the f-a-a on those sites is expected by the end of the year. In October hoeven said the technology project has the potential to create 27-hundred jobs. Senator Heitkamp says the arrangement will be a positive development for the entire region. Governor dalrymple says the move provides financial and operational support to the g-f-a-f-b. aerospace manufacturer northrup grumman has indicated support for being an anchor tenant in the u-a-s technology park. | aerospace |
http://www.cityam.com/273034/uks-aircraft-sector-soaring-deliveries-reach-gbp17bn-year | 2018-07-20T22:43:25 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676591837.34/warc/CC-MAIN-20180720213434-20180720233434-00209.warc.gz | 0.963731 | 200 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__157381485 | en | More than 100 aircraft were completed in August this year, bringing the total value for the UK industry to £17bn since the start of the year.
In the year so far, 885 aircraft orders have been filled, making 2017 second only to last year, when the UK's aviation sector reached new highs, according to trade body ADS.
During the second-highest August on record this year, 114 aircraft were delivered.
The backlog of undelivered aircraft now stands at 13,425, which is estimated to be worth up to £210bn.
“Continued high global demand for new aircraft means it remains vital to achieve new productivity gains," said ADS chief executive Paul Everitt.
"There can be no room for complacency in maintaining the UK’s hard-won competitiveness. Matching 2016’s record pace is a great challenge for the industry and expectations are high for strong performances from UK aerospace companies for the rest of this year.” | aerospace |
https://al-khaleejtoday.net/international/5719198/NASA-launches-a-vehicle-to-destroy-an-asteroid-that-threatens-Earth.html | 2021-12-05T17:36:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363215.8/warc/CC-MAIN-20211205160950-20211205190950-00097.warc.gz | 0.959151 | 430 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__17606358 | en | T + NS – normal size
The National Aeronautics and Space Administration (NASA) launched the DART spacecraft on Tuesday night from California, on a mission that seeks to neutralize the threat of an asteroid heading towards Earth.
NASA is engaged in an experimental and defensive mission, aimed at protecting Earth from a small moon and its asteroid.
The Dart was launched on a Falcon 9 rocket owned by SpaceX.
According to the Science Alert website, the spacecraft will head towards a pair of asteroids, one of which is a small moon called Demorphos, and the other is an asteroid called Didymos. According to Sky News.
The source explained that the small moon is about the size of a football field, and Dart is expected to reach it in September 2022.
“We’re going to hit it hard, but we’re going to hit it with a very small vehicle,” Ed Reynolds, director of the DART project at the Johns Hopkins University Applied Physics Laboratory, said at a news conference on Monday.
Lindley Johnson, Planetary Defense Officer, said: “This is a test. We don’t want to be in a situation where an asteroid is heading towards Earth and then we have to test that kind of ability.”
If the mission succeeds, DART will prove that technology can alter dangerous asteroids’ paths.
These were the details of the news NASA launches a vehicle to destroy an asteroid that threatens Earth for this day. We hope that we have succeeded by giving you the full details and information. To follow all our news, you can subscribe to the alerts system or to one of our different systems to provide you with all that is new.
It is also worth noting that the original news has been published and is available at saudi24news and the editorial team at AlKhaleej Today has confirmed it and it has been modified, and it may have been completely transferred or quoted from it and you can read and follow this news from its main source. | aerospace |
https://samuelcummings.org/2014/08/13/asteroids-are-fine-but/ | 2023-06-02T12:21:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648635.78/warc/CC-MAIN-20230602104352-20230602134352-00584.warc.gz | 0.948855 | 258 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__221536244 | en | “Have Americans Given Up On Space?“
— Topic of Fareed Zakaria
Yes — and No. The retirement of the Space Shuttle, without a conceivable and cemented-in-plans vehicle replacement, my fear is that the love of space has been lost in America — for now.
While the prospect of landing on an Asteroid, and even controlling its direction is a laudable and heady goal — it’s my feeling that this isn’t quite what people want to see.– at least in an exclusive goal.
With this in mind, I believe an eye back to the Moon should be the most urgent goal, with a plan of permanent colonization, similar to the Space Station. Indeed, not only could it serve as a model for an eventual Martian research colonization, but indeed, the Lunar outpost could serve as a “pit stop” on the way to Mars to pick up supplies previously launched.
A goal of settling the Moon with a research team, as a model for a similar Martian research colony could do a lot to buoy American and world confidence in the Space Program again; and the return to progress, as opposed to the perception of figuratively spinning our wheels in space exploration…
…what do you think? | aerospace |
https://themuslimtimes.info/2013/12/02/moon-does-it-have-a-purpose/ | 2022-12-06T06:50:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711074.68/warc/CC-MAIN-20221206060908-20221206090908-00755.warc.gz | 0.949703 | 226 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__5963582 | en | Article written and collected by Zia H Shah MD, Chief Editor of the Muslim Times
If you wonder what your life would be like without the moon, the surprising answer is that you wouldn’t be here to wonder at all! Earth before the impact that created the moon for our planet was a totally different planet.
The main message of the Discovery channel documentary is that if there were no moon, there would have been no land based life on our planet. The Earth has a large moon, making it unique in the inner solar system. The inner Solar System, that is the habitable zone of our solar system, includes the planets Mercury, Venus, Earth and Mars. Mercury and Venus have no moons, and Mars has only two small asteroid-sized objects orbiting it. There are 139 moons in our solar system, but our moon enjoys some special features. Of all the known moons in our Solar System, only three are in the inner region.
The moon manages the tilt of earth, in its rotation and hence the weather on our planet.
— The Muslim Times (@The_MuslimTimes) November 11, 2015 | aerospace |
http://www.science20.com/aerospace?page=11 | 2015-04-19T03:14:18 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246637364.20/warc/CC-MAIN-20150417045717-00113-ip-10-235-10-82.ec2.internal.warc.gz | 0.916236 | 942 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__131214185 | en | NASA is hosting a news teleconference to announce black hole observations from its newest X-ray telescope, the Nuclear Spectroscopic Telescope Array (NuSTAR), and the European Space Agency's XMM-Newton X-ray telescope.
This is obviously big news and has been hinted at for a while. Check it out.
The briefing participants are:
-- Fiona Harrison, NuSTAR principal investigator, California Institute of Technology, Pasadena, Calif.
-- Guido Risaliti, astronomer, Harvard-Smithsonian Center for Astrophysics, Cambridge, Mass., and the Italian National Institute for Astrophysics
-- Arvind Parmar, head of Astrophysics and Fundamental Physics Missions Division, European Space Agency
Infrasonic waves from the meteor that broke up over over Chelyabinsk in Russia's Ural mountains last week were the largest ever recorded by the Comprehensive Nuclear-Test-Ban Treaty Organization's (CTBTO) International Monitoring System. The blast was detected by 17 infrasound stations in the CTBTO's network, which tracks atomic blasts across the planet. The furthest station to record the sub-audible sound was 15,000 km away in Antarctica.
NASA has got the hang of it now. Creating an almost unbearable suspense before the launching of a new satellite, that is. Actually, the last time NASA tortured us with excitement was in connection with a landing, and not a launching. I am of course referring to Curiosity's landing on Mars. That went well, to put it mildly. Both the 'show' and now the results that are ticking in from the mission. Currently it is drill baby, drill mode on Mars
Some time this month, in Poker Flat, Alaska, a team of scientists from The Aerospace Corporation of El Segundo, Calif.and NASA's Goddard Space Flight Center of Greenbelt, Md., will launch a sounding rocket up through the Northern Lights.
A new image from the Atacama Pathfinder Experiment (APEX) telescope in Chile shows a beautiful view of clouds of cosmic dust
nebula NGC 1999
in the region of Orion. While these dense interstellar clouds seem dark and obscured to visible-light observations, APEX’s LABOCA camera can detect the heat glow of the dust and reveal the hiding places where new stars are being formed. But one of these dark clouds is not what it seems.
Low pressure areas that dropped more than a foot of snow in some Midwestern states have prompted many warnings and weather advisories. Satellite data recently got a look at a major snowstorm.
On Dec. 21st, 2012, at 0729 UTC (2:29 a.m. EST), the Atmospheric Infrared Sounder (AIRS) instrument that flies aboard NASA's Aqua satellite captured an infrared image of the massive low pressure area that caused a major snowstorm in the Midwest and beyond.
A team of astronomers have measured an excess of X-ray radiation in the first few minutes of collapsing massive stars, which may be the signature of the supernova shock wave first escaping from the star - new evidence that X-ray detectors in space could be the first to witness new supernovae that signal the death of massive stars.
If you looked at the "Black Marble" images of Earth at night released by NASA and the National Oceanic and Atmospheric Administration this week, you may have noticed bright areas in the largely uninhabited western part of Australia.
What's the story?
The Gamma-ray Burst Monitor (GBM) on NASA's Fermi Gamma-ray Space Telescope is now 10 times better at catching the brief outbursts of high-energy light, known as terrestrial gamma-ray flashes (TGFs),mysteriously produced above thunderstorms.
Terrestrial gamma-ray flashes last only a few thousandths of a second but their gamma rays rank among the highest-energy light that naturally occurs on Earth. The enhanced GBM discovery rate helped scientists show most TGFs also generate a strong burst of radio waves, a finding that will change how scientists study this poorly understood phenomenon.
How do you test the effects of weightlessness in space without risking lives and a lot of money?
Use a bed. People in bed with their heads 6° below the horizontal for long periods causes their bodies to react in similar ways to being weightless and so bedrest studies are being used to answer questions on how our bodies adapt to living in space and and even how our bodies adapt to growing old. Like Tang and pens that write upside down, findings from bedrest studies may apply directly to people on Earth. | aerospace |
https://www.sixai.tech/partner-iai | 2022-07-03T23:12:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104277498.71/warc/CC-MAIN-20220703225409-20220704015409-00574.warc.gz | 0.845157 | 169 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__170215436 | en | Israel Aerospace Industries (IAI)
IAI selected SixAI as its exclusive commercialization partner.
Annual R&D Budget
Neve Ilan, Israel
©2021 SixAI. All Rights Reserved. Designed by Moxie Method.
The future is already in motion.
Together let’s build. Big.
Achieved to Date
Established a JV to commercialize IAI’s technology portfolio in civilian markets.
Designated SPCs under JV to commercialize IAI’s technology.
Identified the first candidate technologies.
We seek to drive towards liquidity events (at JV level or SPC level) within 2-3 years. | aerospace |
https://infantino.com.sg/collections/science/products/shocking-rocket | 2020-07-06T06:31:26 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655890105.39/warc/CC-MAIN-20200706042111-20200706072111-00567.warc.gz | 0.781943 | 81 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__220507553 | en | Galt Shocking Rocket
Regular price $19.90
Shipping calculated at checkout.
Make a water-fuelled rocket, defy gravity and learn how rockets blast off into space and other shocking rocket facts.
- Plastic rocket, nose cone, fins, rubber stopper, valve, stickers, sticky tape and ‘Horrible Info’ leaflet.
- For 6+ years | aerospace |
https://kintekgroup.com/aviation | 2024-04-20T20:12:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817674.12/warc/CC-MAIN-20240420184033-20240420214033-00596.warc.gz | 0.913297 | 532 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__81739562 | en | At Kintek Group, we understand the critical importance of cybersecurity in the aviation industry. With the rapid advancements in technology, the aviation sector has become increasingly reliant on digital systems and networks to ensure safe and efficient operations. However, this reliance also opens up vulnerabilities to cyber threats that can have devastating consequences if not adequately addressed.
Why Cybersecurity Matters in Aviation
- Safety Concerns: Cyber attacks targeting aviation systems can compromise the safety of passengers, crew, and aircraft. From disrupting communication systems to tampering with flight controls, the potential risks are immense.
- Data Protection: Aviation companies handle vast amounts of sensitive data, including passenger information, flight plans, and operational details. A breach of this data can lead to financial losses, legal repercussions, and damage to reputation.
- Critical Infrastructure: Airports, air traffic control systems, and airline operations rely heavily on interconnected digital infrastructure. Any disruption to these systems can cause widespread chaos and disruption to air travel, impacting millions of passengers worldwide.
- Regulatory Compliance: The aviation industry is subject to strict regulatory standards and compliance requirements, including those related to cybersecurity. Failure to meet these standards can result in fines, penalties, and loss of operating licenses.
Our Approach to Aviation Cybersecurity
- At Kintek Group, we specialize in providing comprehensive cybersecurity solutions tailored to the unique needs of the aviation industry. Our team of experts combines cutting-edge technology with industry best practices to:
- Identify Vulnerabilities: We conduct thorough assessments to identify potential vulnerabilities in aviation systems and networks, allowing us to proactively address security risks before they can be exploited.
- Implement Robust Defenses: From firewalls and intrusion detection systems to encryption and access controls, we deploy a range of security measures to protect critical aviation infrastructure from cyber threats.
- Continuous Monitoring and Response: Our proactive monitoring and response capabilities enable us to detect and respond to cyber threats in real-time, minimizing the impact of potential breaches and ensuring uninterrupted operations.
- Compliance Assistance: We help aviation companies navigate complex regulatory requirements and ensure compliance with industry standards such as FAA, ICAO, and GDPR, providing peace of mind and mitigating legal and financial risks.
Partner with Kintek Group for Aviation Cybersecurity
Protecting the aviation industry from cyber threats requires a proactive and holistic approach to cybersecurity. With Kintek Group as your trusted partner, you can safeguard your operations, protect your assets, and ensure the safety and security of passengers and personnel.
Contact us today to learn more about our tailored cybersecurity solutions for the aviation sector and take the first step towards a more secure future in flight. | aerospace |
https://news.eoportal.org/web/eoportal/news/eomissions/-/article/10-years-of-the-microwave-humidity-sounder | 2020-04-07T21:05:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371805747.72/warc/CC-MAIN-20200407183818-20200407214318-00322.warc.gz | 0.893645 | 179 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__204375825 | en | Earth Observation Mission News
10 years of the Microwave Humidity Sounder
20 May 2015
Ten years ago, on 20 May 2005, the first Microwave Humidity Sounder (MHS) instrument was launched into orbit on board the NOAA-18 satellite.
Four MHS instruments are currently in orbit (on Metop-A and -B and NOAA-18 and -19) and are in good health - the only exception being one channel on NOAA-19. A fifth instrument will be launched on board Metop-C in 2018.
The MHS instrument is a radiometer providing operational data from polar orbit in five microwave channels, used to retrieve vertical profiles of atmospheric water vapour. These are key inputs for numerical weather prediction models, which are used operationally for weather forecasting worldwide.
Image credit: EUMETSAT - The MHS instrument | aerospace |
http://www.koreaherald.com/view.php?ud=20201118000099 | 2021-02-27T00:55:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358033.38/warc/CC-MAIN-20210226234926-20210227024926-00087.warc.gz | 0.959227 | 578 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__75618396 | en | The undated image, captured from the website of the US House Armed Services Committee, shows Vice Adm. Jon Hill, director of the US Missile Defense Agency. (Screenshot captured from the US House Armed Services Committee website)
WASHINGTON -- The United States has successfully intercepted and destroyed a mock intercontinental ballistic missile (ICBM) in its latest test of a sea-based missile defense system, the Defense Department said Tuesday.
The field test involved a threat-representative ICBM, launched from a US missile test site in the Marshall Islands early Tuesday morning (Washington time).
A Standard Missile-3 (SM-3) Block IIA missile launched from a US destroyer out in the sea intercepted and destroyed the target, the Pentagon said in a press release.
"This was an incredible accomplishment and critical milestone for the Aegis BMD SM-3 Block IIA program," Vice Adm. Jon Hill, director of the US Missile Defense Agency (MDA), was quoted as saying.
"The Department is investigating the possibility of augmenting the Ground-based Midcourse Defense system by fielding additional sensors and weapon systems to hedge against unexpected developments in the missile threat," he added.
The Pentagon did not name any country that a missile threat may originate from, but many believe the enhanced missile defense system is largely designed to protect the US homeland against North Korean missiles.
"The success of Tuesday's test is likely to draw particular interest from North Korea, whose development of intercontinental-range ballistic missiles and nuclear weapons is the main reason the Pentagon has sought to accelerate its building of missile defense systems over the past decade," the Associated Press wrote in its reporting of Tuesday's test.
Pyongyang continues to maintain a self-imposed moratorium on nuclear and long-range missile testing since late 2017.
Many, however, believe the communist state may stage a military provocation, possibly involving an ICBM launch, to test the new US administration of Joe Biden, set to be inaugurated on Jan. 20.
North Korea unveiled its largest-yet ICBM that likely has a longer range than its other missiles at an Oct. 9 military parade marking the 75th anniversary of the founding of its ruling Workers' Party.
"We have demonstrated that an Aegis BMD-equipped vessel equipped with the SM-3 Block IIA missile can defeat an ICBM-class target, which is a step in the process of determining its feasibility as part of an architecture for layered defense of the homeland," the MDA director, Hill, said.
The Defense Department said Tuesday's test marked the sixth flight test of an Aegis ballistic missile defense-equipped vessel using the SM-3 Block IIA guided missile, adding the test was originally scheduled to be held in March but was delayed due to restrictions caused by the COVID-19 pandemic. (Yonhap) | aerospace |
http://leftisrightdesign.co.nz/colat_two.html | 2019-02-16T13:54:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247480472.38/warc/CC-MAIN-20190216125709-20190216151709-00496.warc.gz | 0.800154 | 82 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__239656232 | en | Walsh Memorial Scout Flying School
view more: 1 2 3 4
Concept, Design, Implementation, Art-Direction & Development
Bumper Sticker concept for the Walsh Memorial Scout Flying School. Use of a unique branding concept "experience the aviation experience, learn to fly to walsh way" in combination with youthful graphics and imagery consistent with the target market of 16 to 20 year olds. | aerospace |
https://survivecamping.com/products/rtf-micro-critical-mass-1rocket-starter-set-haz | 2021-03-07T05:08:57 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178376144.64/warc/CC-MAIN-20210307044328-20210307074328-00549.warc.gz | 0.81793 | 250 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__12458501 | en | Details: This item has special shipping requirements. Please see our shipping information page for more details.With Quest?s new RTF Micro-Rocs you enjoy the thrilling experience of model rocketry in a small yard! These Ready-to-Fly micro-sized rockets require only a 50 foot diameter launch site and reach a maximum altitude of 75 feet! Designed for backyard fun- you won?t lose these micros the first time you launch them. Featuring the powerful Micro Maxx motor, maximum altitude is 75 feet and the streamer recovery method insures that they land nearby! The starter set includes 1 RTF Critcal Mass Micro Roc with streamer recovery system, 3 Micro Maxx motors with MMX-G2 igniters, Launch Pad, and Q2 Launch Controller. The only extra to buy is a 9 volt battery for the Launch Controller (sold separately).
- Includes 1 critical mass rocket for 3 flights and complete launch system
- NOT A TOY - Ages 14+
- Piston and Shock Cord Stream Recovery System
- Exclusive MMX-62 igniters
- Shipping weight: 2 pounds
Publisher: Quest Aerospace
Package Dimensions: 12.3 x 9.6 x 2.9 inches | aerospace |
https://www.simplerockets.com/u/AlphaAreonautics | 2024-04-13T23:10:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816853.44/warc/CC-MAIN-20240413211215-20240414001215-00438.warc.gz | 0.808505 | 124 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__43937879 | en | The next gen of alphaareospace
Quantumspace will provide launches and fast reliable rockets. With our new and first rocket, Quantum rocket. a 2 stage medium lift rocket.
QUANTUM ROCKET OVERVEIW
5 ares engines powering the first stage of the quantum rocket.
1 ares vac engine powering the 2nd stage of the rocket.
3 meter faring covering the top of the 2nd stage
Area of launch site : The philipines
Area of LC-2 : california
Quantumspace © 2024 | aerospace |
https://www.tlzone.net/tags/toledo-2/ | 2021-05-08T11:20:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988858.72/warc/CC-MAIN-20210508091446-20210508121446-00362.warc.gz | 0.964353 | 83 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__61167928 | en | A big thanks to Mark (Toledo) :thumbup
He had asked if i wanted the program (81 pages :yumyum )for the Biggin Hill international air fair,yes in deed Sir. :doug
I had then headed off on a mission and unbeknown to me it had arrived.
I mean't to put this up yesterday.
News tonight showed... | aerospace |
http://b96.radio.com/2018/02/07/the-best-part-of-the-spacex-launch-was-space-bae/ | 2018-02-24T10:01:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891815544.79/warc/CC-MAIN-20180224092906-20180224112906-00468.warc.gz | 0.936508 | 188 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__143542654 | en | SpaceX's Falcon heavy rocket sits on Launch Pad 39A Monday, Feb. 5, 2018 ready for the maiden demonstration test launch scheduled for Tuesday afternoon at 1:30pm. It is made up of three rocket boosters that will produce more thrust than any other rocket now flying. (Photo by Red Huber/Orlando Sentinel/TNS/Sipa USA)
Forget about the SpaceX Launch, who was that cutie hosting?
Space Bae went viral after many people had the same thought.
In case you’re ready to add Space Bae on social media his name is Brian Mahlstedt, a software engineer at SpaceX since 2011.
Showbiz ShellyShowbiz Shelly is the entertainment reporter and co-host for The J Show on B96 Radio (96.3 FM). At 7:15 am, every weekday morning she also takes on...More fromShowbiz Shelly | aerospace |
https://www.ascentwealthpartners.com/our-boeing-thoughts/ | 2023-12-08T13:24:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100745.32/warc/CC-MAIN-20231208112926-20231208142926-00058.warc.gz | 0.95021 | 620 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__59039978 | en | Boeing shares are widely held among Ascent portfolios, most notably in our dividend-focused investment strategy. They have been under pressure for the last month, following the crash of an Ethiopian Air flight using Boeing’s 737 Max 8 variant.
This crash is the second in seven months with this airframe. In October, an Indonesian Lion Air Max 8 crashed shortly after takeoff. At present, all 737 Max planes in service around the globe, approximately 400, have been grounded while the crash investigations continue.
The 737 is a highly successful airplane and one that, historically, has been very safe to operate. The “Max” version of the 737 dates to a 2011 design update, whereby the 737 was fitted with new engines that offer significant improvements in fuel consumption, noise and emissions over older 737 models. The engines are heavier than prior versions, and their adoption necessitated other design changes to the airframe, including where the engines are placed on the airplane’s wings.
Investigators have identified the likely culprit to the crashes. In brief, the plane’s new design has some different handling characteristics from the old, including a tendency to “nose up” during a climb, which could lead to a loss of lift for the craft. An automated flight control system meant to identify and counteract potential handling problems may have, ironically, hindered the pilots from maintaining aircraft control in a moment of trouble. To address flight safety, Boeing is refining the airplane’s control software, strengthening sensor data that detects flight dynamics, and is bolstering cockpit safety alarms, all in addition to providing increased pilot training. As Boeing makes these changes, the testing and certification process from global air travel regulators is expected to take several months to be complete, at which time the affected 737s can return to flying.
The 737 Max is an important plane to Boeing. Despite the modest count of planes currently in service, Boeing has over 5,000 orders in its production book. The obvious concern among investors is that confidence in the plane’s safety will erode, to the detriment of future sales. More immediately, Boeing is facing financial compensation exposure both to the families of crash victims, and to airlines flying the plane for its unplanned downtime. We believe those exposures, as they take shape, to be very manageable for the company.
Faced with elevated uncertainty, we have opted to trim a portion of our Boeing investment for those clients who hold it in one of our investment strategies. We think reducing our Boeing exposure is a wise risk-management call. That said, we are continuing with a meaningful investment position in the name. Despite the negative headlines and tragic loss of life from these crashes, we do not expect long-term damage to the 737 franchise. We expect that Boeing will be successful in identifying and correcting any safety problems with the aircraft, and the company will continue to thrive as a prime enabler of air travel for citizens around the globe. As always with our investment holdings, if the facts change, then we will reevaluate our ownership thesis. | aerospace |
https://fr.flightaware.com/squawks/view/1/1_year/new/89994/?replyto=301526 | 2023-06-01T22:12:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648209.30/warc/CC-MAIN-20230601211701-20230602001701-00507.warc.gz | 0.978425 | 454 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__209051553 | en | ← Back to Squawk list
Tupelo, Mississippi pilot threatening to crash plane into Walmart, police sayA pilot flying a small plane over Tupelo, Mississippi has threatened to crash into a Walmart, authorities warned Saturday. The Tupelo Police Department said it was notified around 5 am this morning that a pilot flying what a "King Air type" airplane was considering the crash landing into a Walmart located on West Main street. Authorities have confirmed the plane, which is believed to have been stolen, is a fixed wing multi-engine 1987 Beech C90A model. (www.foxnews.com) More...
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Update: Sources are now saying pilot has landed and authorities have that person in custody after stealing the plane and threatening to crash in to a local Walmart
The best possible outcome. I’m glad nobody got hurt.
The real story is about a person with mental health issues, but that certainly doesn't grab headlines like a plane crashing, which is what the initial reports on TV news was saying.
A couple of observations. It was reportedly 5am when the flight took place, so I surmise it was more attention getting than anything. To be sure there were people in danger but not like it might have been at noon. The "pilot" clearly had some aviating skills to fly the aircraft and complete a forced landing in a field. I am sure the investigation will reveal a lot.
How does someone steal an airplane? Can't the wheels be locked somehow? Can planes be chained to the floor of a hangar? I assume there is no ignition key, but can't the engine be disabled in some way? Obviously, I'm not a pilot. What could be done?
Airports have security, and the subset of people who want to steal and can actually fly a plane is pretty small.
Suspect the plane was based there in the FBO hangar. It is possible they had a key. Making any modification to the plane would be very difficult if not impossible. There are planes with the same key, for example all aero commanders had only one key that fit all, and that was the same with Aerostar. | aerospace |
http://thetubeguru.com/tag/defence/?post_type=gk | 2017-01-21T08:30:43 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560281001.53/warc/CC-MAIN-20170116095121-00526-ip-10-171-10-70.ec2.internal.warc.gz | 0.957666 | 195 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__262885032 | en | - Pinaka rocket, which has now transformed into guided Pinaka, was successfully test fired from a defence test facility of Odisha coast.
- The guided Pinaka has been combinedly developed by ;
1.Pune-based Armament Research and Development Establishment (ARDE),
2.Hyderabad-based Research Centre Imarat (RCI) and
3.Defence Research and Development Laboratory (DRDL).
- Pinaka Rocket Mark-II, which has evolved from Pinaka Mark-I, is equipped with; 1.navigation,
3.control kit and
is converted to a guided Pinaka.
- This conversion has facilitated enhancement of its strike range and considerably improved its accuracy .
Quick Question for Bank PO/ IBPS Exams 2016-17:
Pinaka rocket, which has now transformed into guided Pinaka, was successfully test fired from which place?
- defence test facility of Odisha coast. | aerospace |
https://almostadiary.de/usa/one-of-the-hardest-days/ | 2023-12-10T08:01:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101282.74/warc/CC-MAIN-20231210060949-20231210090949-00347.warc.gz | 0.977457 | 261 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__253176676 | en | It is disasters like today’s tragic loss of seven lives, who died when Space Shuttle Columbia disintegrated in 60 km altitude during the re-entry into the atmosphere, that remind us of the courage, the risks and the possible hardship involved in human space exploration which are all too often forgotten when success has become routine.
It is days like these that make it difficult to believe in the rationale Kennedy once gave for human space exploration.
“We choose to go to the moon in this decade and do the other things, not because they are easy, but because they are hard…”
Those two women and five men who died today did not choose to board a shuttle because it was hard. They, as all other astronauts before them, pursued a dream for all of mankind which gave them the courage and strength to take extreme risks even though they knew it could be so hard for them and their loved ones.
I am not sure if it is already the time for NASA to announce that
“[w]e’ll find the cause, fix it, and then move on”
– as one official just stated on CNN. But remembering the days when I had a picture of shuttle Columbia in my room, there’s something I know for sure. | aerospace |
https://www.sentinel-hub.com/explore/data/ | 2021-05-09T17:11:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989006.71/warc/CC-MAIN-20210509153220-20210509183220-00032.warc.gz | 0.874922 | 2,285 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__117659636 | en | Sentinel Hub services currently support all of the following data collections, which include freely available and commercial satellites, digital elevation model and an option to bring your own data. Visit our Custom Script Repository to explore the available data visualizations (bands, composites, indices and more complex custom scripts). If you are interested in how custom visualizations are made and how you can make them yourself, you can use custom processing scripts.
For more information about the following data collections, visit our Process API documentation.
Sentinel-2 is carrying a multi-spectral imaging instrument (MSI), which is delivering high-resolution optical images for land monitoring, emergency response and security services, with a common purpose for land-cover and land-change detection maps, monitoring of vegetation and burned areas. The MSI provides a set of 13 spectral bands: 4 visible (10 m spatial resolution), 6 near infrared (20 m) and 3 shortwave infrared (60 m). Sentinel-2A and Sentinel-2B have 5 days revisit time. Their acquisitions are available in L1C and L2A processing modes, L2A being atmospherically corrected. Global L2A data are available since March 2017, with limited data covering Europe and Northern Africa available since 2015. The L2A Scene Classification Maps (SCL) are available as well. Visit our blog post to learn more about the difference between L2A and L1C, and see our documentation for the availability and more details: Sentinel-2 L1C and Sentinel-2 L2A.Configurator: SH Dashboard
The Sentinel-1 imagery is provided by two polar-orbiting satellites, operating day and night performing C-band synthetic aperture radar imaging, enabling them to acquire imagery regardless of the weather. Main applications are for monitoring sea ice, oil spills, marine winds, waves & currents, land-use change, land deformation among others, and to respond to emergencies such as floods and earthquakes. The identical satellites orbit Earth 180° apart and at an altitude of almost 700 km, offering a global revisit time of 6-12 days depending on the area (check the observation scenario). Sentinel-1’s radar can operate in four modes. The spatial resolution depends on the mode: approx. 5 m x 20 m for IW mode and approx. 20 m x 40 m for EW mode. The data is available since October 2014. See our documentation for details.Configurator: SH Dashboard
Sentinel-3 is a low Earth-orbit moderate size satellite compatible with small launchers including VEGA and ROCKOT. The main objective of the mission is to measure sea surface topography, sea and land surface temperature, and ocean and land surface color with high accuracy and reliability to support ocean forecasting systems, environmental monitoring and climate monitoring. The Ocean and Land Colour Instrument (OLCI) provides a set of 21 bands ranging from the visible to the near infrared light (400 nm < λ< 1020 nm). The Sea and Land Surface Temperature Instrument (SLSTR) provides a set of 11 bands ranging from visible-near infrared to thermal infrared light (554.27 nm < λ< 10854 nm) The Sentinel-3 has less than 2 days revisit time and provides imagery in 300 m spatial resolution for OLCI and 500-1000 m resolution for SLSTR. Its data is available since May 2016. Sentinel-3 OLCI instrument ensures continuity of the ENVISAT MERIS.
Sentinel-5P provides atmospheric measurements, relating to air quality, climate forcing, ozone and UV radiation. Its data is used for monitoring the concentrations of carbon monoxide (CO), nitrogen dioxide (NO2) and ozone (O3) in the air as well as UV aerosol index (AER_AI) and different geophysical parameters of clouds (CLOUD). EO Browser serves level-2 geophysical products. The TROPOspheric Monitoring Instrument (TROPOMI) on board of the satellite operates in the ultraviolet to shortwave infrared range with 7 different spectral bands: UV-1 (270-300nm), UV-2 (300-370nm), VIS (370-500nm), NIR-1 (685-710nm), NIR-2 (755-773nm), SWIR-1 (1590-1675nm) and SWIR-3 (2305-2385nm). Its spatial resolution is below 8km for wavelengths above 300nm and below 50km for wavelength below 300nm. Data is available since April 2018 with one day revisit time. It covers latitudes from > 7° to < -7°, with better than 95 % coverage for latitudes in the interval [-7°, 7°].). Read our blog post on measuring Air Pollution from space to learn more about the usefulness of Sentinel-5P and visit our documentation to read more about S5P and the available data products.
The Landsat program is the longest running enterprise for acquisition of Earth's satellite imagery, running from 1972. The most recent, Landsat 8, was launched on February 11, 2013. The images provide a unique resource for global change research and applications in agriculture, cartography, geology, forestry, regional planning, surveillance and education. Landsat 8 data has eight spectral bands with spatial resolutions of 30 m - exceptions are thermal band with resolution of 120 m and panchromatic band with 15 m. The revisit time of each, Landsat 7 and Landsat 8, is 16 days, with the two spacecrafts offset so that either one or the other revisits the same spot every 8 days. There are different sensors on board of each satellite; Operational Land Imager (OLI) and Thermal Infrared Sensor (TIRS) on board of Landsat 8, Enhanced Thematic Mapper Plus (ETM+) on board of Landsat 7 and Thematic Mapper (TM) on board of Landsat 5. Data is available for Europe and North Africa since 1984 (Landsat 5, 7 and 8), with a global archive available since February 2013 (Landsat 8 - USGS). See our documentation on Landsat 8 here.
Landsat 8: USGS archive
Configurator: SH Dashboard
Process API entry point: https://services-uswest2.sentinel-hub.com/api/v1/process
WMS entry point: https://services-uswest2.sentinel-hub.com/ogc/wms/
Landsat 5, 7, 8: ESA archive
Configurator: WMS Configurator
WMS entry point: https://eocloud.sentinel-hub.com/ogc/wms/
(Contact us to create an account at eocloud entry point.)
Planet Labs, Inc. designs and manufactures Triple-CubeSat miniature satellites called Doves that are delivered into orbit as passengers on other rocket launch missions. Each Dove Earth observation satellite continuously scans the Earth, sending data once it passes over a ground station. Together, Doves form a satellite constellation that provides a complete image of the Earth at 3-5 m optical resolution. The images gathered by Doves provide up-to-date information relevant to climate monitoring, crop yield prediction, urban planning, and disaster response. Contact us for on demand access. If you're interested in getting free commercial data for research purposes, apply for ESA sponsorship.
The purpose of the Medium Resolution Imaging Spectrometer (MERIS) is primarily, to aid in Ocean Colour Observations, and secondary, to aid the understanding of the atmospheric parameters associated with clouds, water vapour and aerosols. Additionally, it is useful for land surface parameters, in particular, vegetation processes. It monitors changes of oceans (phytoplankton, yellow substance, suspended matter), atmosphere (water vapour, CO2, clouds, aerosols), and land (vegetation index, global coverage, moisture etc.). MERIS has a high spectral and radiometric resolution and a dual spatial resolution. It acquires 15 spectral bands, which can be programmed in their width and position. The data is available from June 2002 to April 2012. It has 3 days revisit time.
Spatial Resolution: Full 260 m resolution across track and 290 m along track. Reduced resolution of 1040 m across track and 1160 m along track.Configurator: WMS Configurator
DEM is a 3D representation of the terrain's surface created from terrain elevation data. It can be used for terrain analysis and orthorectification, which helps improve the accuracy of satellite imagery. With DEM, you are able to measure and analyze your area of interest or integrate data into a 3D application as a terrain data collection. Sentinel Hub is using MapZen's DEM, available through Amazon Web Services (AWS) in US. This data collection is based on SRTM30 (30 m resolution) but is in several places improved with local data collections. It is static and does not depend on the date (the values are updating as MapZen is improving the collection). Read more about how to explore the DEM data collection, and see our API documentation for details.Configurator: SH Dashboard
Moderate Resolution Imaging Spectroradiometer (MODIS) MCD43A4, version 6 dta collection, is updated daily and provides the 500 m NBAR (Nadir Bidirectional reflectance distribution function Adjusted Reflectance) data of MODIS "land" bands 1-7. NBAR data for a specific date is estimated based on 16 day retrieval period both from the Aqua and Terra sensors. As many data products derived from MODIS observations describe features of the land, oceans and the atmosphere, they can be used for studies of processes and trends on either local or global scale. They come in 250 m spatial resolution (bands 1-2), 500 m (bands 3-7) and 1000 m resolution (bands 8-36). Data is available since February 2000.Configurator: SH Dashboard
Currently, the available commercial satellite data are PlanetScope by Planet, and, provided by Airbus, Pleiades and Spot. They offer global daily data in high spatial resolution of 6 meters (Spot), 3 meters (PlanetScope) and 2 meters (Pleiades) for RGB and NIR channels, Pleiades additionally offering a panchromatic band in 0.5 meter resolution, with Spot panchromatic band having 1.5 m resolution. After the purchase, data is provided through the Sentinel Hub OGC services with all the added value features, including temporal comparison. Read our blog post on commercial data to get a better idea of the value these data collections can provide. More information on how to import the data! If you're interested in getting free commercial data for research purposes, apply for ESA sponsorship.
Sentinel Hub allows you to access your own data stored in your S3 bucket with the powerful Sentinel Hub API. Since data remains on your bucket, you keep full control over it. This functionality requires no replication of data and allows you to exercise full power of the Sentinel Hub service including Custom algorithms. More information here! | aerospace |
https://www.cn-dengfeng.com/blog/chandrayaan.html | 2023-10-01T15:06:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510903.85/warc/CC-MAIN-20231001141548-20231001171548-00085.warc.gz | 0.954309 | 847 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__284329362 | en | CTTC played a major role in delivering over 75,000 components for Chandrayaan-3 and has now started supplying critical components for Gaganyaan, India’s first crewed orbital spacecraft.
Published: 24th August 2023 09:32 AM | Last Updated: 24th August 2023 09:32 AM | A+A A-
CTTC general manager L Rajasekhar with his staff celebrating landing of Chandrayaan-3 on moon surface, at the centre’s office in Bhubaneswar. (Photo | Shamim Qureshy, EPS)
BHUBANESWAR: Emotions ran high at the city-based Central Tool Room and Training Centre (CTTC) as the lander made a soft landing near the south pole of the Moon in a copybook manner at 6:04 pm on Wednesday. A team of 150 scientists, engineers and technicians, who toiled hard for the last two years to mould different types of components used in the lander, erupted in joy when lander module Vikram landed on the dark side of the Moon’s surface. It was the lander that had crashed during the Chandrayaan-2 mission in 2019. CTTC delivered over 75,000 components for Chandrayaan-3.
CTTC general manager and centre head L Rajasekhar said the successful landing was a momentous occasion and a proud moment for team CTTC.
“We were involved in manufacturing crucial components used in the lander. ISRO had given us the mandate and we proved it. All systems functioned as expected. Now the focus is on the rover and other systems that will start functioning shortly to collect information on the conditions of the Moon's surface,” he said.
Several structural and technological changes were made to the lander for the third lunar mission to ensure its soft landing. Modifications were done in its landing mechanism, solar array system and sensor elements, which were supplied by the CTTC.
Unlike the previous lander, which had two solar array drives, the Chandrayaan-3 lander has four solar array drive assemblies to help solar panels function better. Apart from the overhauling of the landing mechanism, more sensors were added to the lander to increase its efficiency in signalling.
“Based on the learnings from the Chandrayaan-2 mission, a lot of rectifications and technological modifications have been made to the lander this time. Some of the links and components of the wheel mechanism of the lander were manufactured here. The challenges faced during the second mission were properly taken care of. The lander will now work more effectively and efficiently,” said chief of quality control at CTTC Sachi Kanta Kar.
Most importantly, Kar said, the Chandrayaan-2 orbiter, which has been in lunar orbit, has established a connection with the Chandrayaan-3 lander with the rover in its belly. As the lander approached the Moon's surface, the orbiter became active and provided the required information and guided the team for the successful soft landing, he said.
The centre has supplied several critical components used in the launch vehicle Mark III (LVM3), spacecraft and rover. Besides, high-quality components including rate gyro electronic package device, mechanical dynamic tuned gyros, internal navigation systems and temperature sensors worth over Rs 12 crore have been supplied to ISRO for Chandrayaan-3.
Its advanced manufacturing unit coupled with its skilled workforce and cutting-edge infrastructure enabled the successful production of these components. CTTC’s collaboration with ISRO extends beyond the Chandrayaan-3 project. It has worked closely with ISRO, contributing to India’s space exploration endeavours for last more than two decades.
Meanwhile, the CTTC has started supplying critical components for Gaganyaan, India’s first crewed orbital spacecraft, which is aiming for a 2025 launch. Already 80 per cent of the components have been supplied and the remaining 20 per cent will be delivered soon, Rajasekhar added.
Part of historyPart of history | aerospace |
https://gsmotorclub.com/lamborghinis-latest-project-is-totally-unexpected/ | 2023-01-27T15:11:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494986.94/warc/CC-MAIN-20230127132641-20230127162641-00838.warc.gz | 0.945426 | 263 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__94378538 | en | Lamborghini has officially entered the non-fungible token (NFT) business with its Space Key. The Italian supercar company began teasing a “To The Moon” campaign last month on social media and now it’s been fully unveiled. It’ll also soon be auctioned off. Developed with an “undisclosed artist,” the Lamborghini Space Key NFT is limited to just five examples and consists of the advanced carbon fiber composite the company sent to the International Space Station in 2019 for a joint research project.
The carbon fiber piece has since returned to earth. Instead of letting it sit on a shelf and collect dust, it’s been turned into five Space Keys. Each has a unique QR code on the back that’s linked to “an exclusive and purely digital artwork” by the same mystery artist.
What sets this NFT apart from most others is that buyers will actually receive a physical object – one that’s journeyed to space and back. Typically, NFTs are a non-interchangeable unit of data stored on a blockchain, usually associated with digital files like artwork, photos, videos, and audio.
For the full story, check out this article from Car Buzz. | aerospace |
https://www.planetalking.co.uk/tag/bangkok-airport/ | 2017-12-12T19:42:46 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948517917.20/warc/CC-MAIN-20171212192750-20171212212750-00667.warc.gz | 0.876466 | 54 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__177436011 | en | Home » Posts tagged"Bangkok Airport"
6 Dec 2013
Have you been to Thailand?
In the past we had only been to Bangkok Airport during a brief stopover Read more…
British Airways take delivery of their 25th Boeing 787 Dreamliner. | aerospace |
https://www.cpii.com/news.cfm/cpi-international-provides-key-enabling-technology-recently | 2021-09-18T17:05:54 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056548.77/warc/CC-MAIN-20210918154248-20210918184248-00301.warc.gz | 0.915757 | 1,630 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__74710398 | en | CPI International Provides Key Enabling Technology for Recently Activated CloudSat Satellite
PALO ALTO, Calif., June 14 /PRNewswire-FirstCall/ -- CPI International, Inc. (Nasdaq: CPII), the parent company of Communications & Power Industries, Inc., a leading provider of microwave, radio frequency, power and control solutions for critical defense, communications, medical, scientific and other applications, provides the 94 gigahertz Extended Interaction Klystron (EIK) that is the enabling element in the radar used by NASA's CloudSat, an Earth Observation satellite. On June 2, 2006, following several weeks of satellite positioning maneuvers and system tests, the cloud-profiling radar on-board CloudSat, including CPI International's EIK, became operational.
The 94 gigahertz EIK developed by CPI International (CPI) amplifies low-power radar signals and converts them to high-power radar pulses, which are transmitted by CloudSat into the Earth's atmosphere. CloudSat measures the reflected signal from clouds in the atmosphere in order to build a three- dimensional profile of the clouds and provide new information concerning their global distribution and evolution. The cloud-profiling radar, built at the National Aeronautics Space Administration's (NASA's) Jet Propulsion Laboratory (JPL) with hardware contributions from the Canadian Space Agency, is more than a thousand times more sensitive than typical weather radar. The radar detects clouds and distinguishes between different forms of precipitation and cloud particles.
CPI's 94 gigahertz EIK is the key enabling technology for cloud-profiling radars, and is the first space-qualified EIK of its kind. CPI pioneered and developed EIK technology at its Canadian facility, and has sold more than 1,000 commercial EIKs for use in millimeter wave radar, communications systems and scientific applications. During a multi-year project, CPI adapted a commercial EIK and qualified it for use aboard CloudSat under a series of contracts totaling $5.6 million with the Canadian Space Agency, the European Space Agency and JPL.
"CloudSat's radar could not function without the high-power EIK, and CPI is the only company in the world to develop and produce this vital technology," said Dr. Eastwood Im, the CloudSat Radar Instrument Manager at the Jet Propulsion Laboratory. "CPI's technology is the critical component for the CloudSat radar, and we have collaborated closely with them to qualify this exceptional and reliable 94 gigahertz EIK for space. CPI's experience and knowledge has been invaluable to the CloudSat mission."
"The CloudSat mission will provide important information to help us better understand our climate, and we are proud to provide an integral element of the cloud-profiling radar," said Joe Caldarelli, chief executive officer of CPI. "The technology that CPI has developed and the additional experience that we have gained as part of this program will further strengthen our leadership in the industry."
CloudSat is expected to provide the first global survey of cloud properties, which are not obtainable from current satellite measurement systems. Launched on April 28, 2006 from Vandenberg Air Force Base in California, CloudSat uses a millimeter-wavelength radar to measure the vertical structure and properties of clouds, providing a cross-sectional view of clouds and new information on their thickness, altitude, optical properties and water and ice content, as well as information on the impact of clouds on the distribution of the sun's energy in the atmosphere. This information is expected to aid research into atmospheric circulation models and weather patterns, and will be used by an international team of scientists to improve long-term weather forecasting and climate modeling and provide insights into the global water cycle. The first image of the CloudSat measured cloud profiles can be seen at http://www.jpl.nasa.gov/news/news.cfm?release=2006-083.
CPI is also working with the European Space Agency (ESA), the National Institute of Information and Communications Technology (NICT), Japan, and the Canadian Space Agency to develop a space-qualified, 94 gigahertz EIK that will meet a three-year operational requirement. This technology is expected to be used in the Earth Clouds Aerosols and Radiation Explorer (EarthCARE) space mission, an advanced joint mission between Europe and Japan (Japan Aerospace Exploration Agency (JAXA) and NICT) to acquire vertical profiles of clouds, aerosols and radiances at the top of the atmosphere, as well as the vertical velocity of clouds. In addition to an advanced cloud-profiling radar, EarthCARE will carry a laser radar operating with ultra-violet light, a cloud- imaging camera and a sensor to measure radiated energy from Earth to outer- space; it is due for launch in 2012.
About CPI International, Inc.
CPI International, Inc., headquartered in Palo Alto, California, is the parent company of Communications & Power Industries, Inc., a leading provider of microwave, radio frequency, power and control solutions for critical defense, communications, medical, scientific and other applications. Communications & Power Industries, Inc. develops, manufactures and distributes products used to generate, amplify and transmit high-power/high-frequency microwave and radio frequency signals and/or provide power and control for various applications. End-use applications of these systems include the transmission of radar signals for navigation and location; transmission of deception signals for electronic countermeasures; transmission and amplification of voice, data and video signals for broadcasting, Internet and other types of communications; providing power and control for medical diagnostic imaging; and generating microwave energy for radiation therapy in the treatment of cancer and for various industrial and scientific applications.
About the CSA
Established in 1989, the Canadian Space Agency (CSA) coordinates all civil, space-related policies and programs on behalf of the Government of Canada. CSA directs its resources and activities through four key thrusts: Earth Observation, Space Science and Exploration, Satellite Communications, and Space Awareness and Learning. By leveraging international cooperation, the CSA generates world-class scientific research and industrial development for the benefit of humanity.
Certain statements included above constitute "forward-looking statements" within the meaning of Section 27A of the Securities Act of 1933, as amended and Section 21E of the Securities Exchange Act of 1934, as amended. Forward- looking statements provide our current expectations, beliefs or forecasts of future events. Forward-looking statements are subject to known and unknown risks and uncertainties, which could cause actual events or results to differ materially from the results projected, expected or implied by these forward looking statements. These factors include, but are not limited to, competition in our end markets; our significant amount of debt; changes or reductions in the U.S. defense budget; U.S. government contracts laws and regulations; changes in technology; the impact of unexpected costs; inability to obtain raw materials and components; and currency fluctuations. These and other risks are described in more detail in our periodic filings with the Securities and Exchange Commission. As a result of these uncertainties, you should not place undue reliance on these forward-looking statements. All future written and oral forward-looking statements attributable to us or any person acting on our behalf are expressly qualified in their entirety by the cautionary statements contained or referred to in this section. New risks and uncertainties arise from time to time, and it is impossible for us to predict these events or how they may affect us. We undertake no duty or obligation to publicly revise any forward-looking statement to reflect circumstances or events occurring after the date hereof or to reflect the occurrence of unanticipated events or changes in our expectations.
SOURCE CPI International, Inc.
CONTACT: Amanda Mogin, investor relations of Communications & Power
Industries, +1-650-846-3998, or firstname.lastname@example.org
Web site: http://www.cpii.com | aerospace |
https://www.metrolibrary.org/events/upcoming | 2022-01-29T09:42:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304883.8/warc/CC-MAIN-20220129092458-20220129122458-00338.warc.gz | 0.816779 | 201 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__251786506 | en | Library Branch: Ralph Ellison Library
Room: Online + Curbside (Ralph Ellison)
Games & Gaming,
Science & STEAM
Seats Remaining: 18
In celebration of the launch of NASA’s James Webb Space Telescope, you will get a chance to experience the teamwork, research, and planning it takes to make a successful NASA mission to space. Players will represent a team of scientists and engineers...
Warning: Kit contains small parts that could represent a choking hazard. It is not intended for children under 3. It is encouraged that an adult supervise children while using this Metropolitan Library System Take & Make Bag.
We can only guarantee one kit per household and per registration (if required).
It is encouraged that an adult supervise children while using this Metropolitan Library System Take & Make Kit. | aerospace |
https://www.american.edu/cas/physics/research-faculty.cfm | 2019-08-22T03:27:05 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027316718.64/warc/CC-MAIN-20190822022401-20190822044401-00288.warc.gz | 0.90753 | 103 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__174133897 | en | Research Professor in Residence
Vladimir Airapetian is a Research Professor at American University, DC and Senior Scientist at NASA GSFC.
He is leading an international effort to understand the effects of exoplanetary space weath…
Research Assistant Professor
CAS - Physics
Giuliano Liuzzi received his Master Degree in Physics at Università del Salento in Lecce, Italy in July 2012. His first work was dedicated to the study of Martian atmosphere and surface composition. | aerospace |
https://news21chaupal.com/2023/01/23/nasas-geotail-mission-signs-off-after-30-years-key-facts/ | 2023-03-28T18:07:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948868.90/warc/CC-MAIN-20230328170730-20230328200730-00795.warc.gz | 0.952916 | 614 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__223260333 | en | NASA’s Geotail mission signs off after 30 years: Key facts
Jan 19, 2023, 03:23 pm
2 min read
An artistic impression of the Geotail spacecraft (Photo credit: NASA)
The Geotail mission, a collaboration between NASA and the Japan Aerospace Exploration Agency (JAXA), has officially come to an end after 30 years.
Among its varied accomplishments, the Geotail dataset, along with ground-based observations, shed light on the location and mechanisms of the formation of auroras.
What led to the termination of the mission was the failure of the spacecraft’s only-operating data recorder.
Why does this story matter?
- Geotail, which has achieved several significant breakthroughs during its 30-year reign in space, is the first joint mission between NASA and JAXA.”Geotail was originally slated for a four-year run, but the mission was extended several times due to its high-quality data return, which contributed to over a thousand scientific publications,” wrote NASA in a blog post.
The Geotail mission was launched in 1992
The Geotail mission’s prime goal was to probe the Earth’s magnetosphere, the “protective magnetic bubble” surrounding our planet. The 1000-kg satellite took to space on July 24, 1992.
The mission provided crucial insights into the flow of energy and particles from the Sun reaching Earth, the processes occurring at the magnetosphere’s boundary, and has identified oxygen, silicon, sodium, and aluminum in the lunar atmosphere.
The missions operations were terminated on November 28, 2022
Geotail had two data recorders, one of which failed in 2012 after collecting data for almost twenty years.
The second continued to work, for almost a decade longer, until it encountered a technical glitch on June 28, 2022.
Attempts were made to remotely repair the recorder but to no avail. The mission’s operations were terminated on November 28, 2022, according to NASA.
Scientists will continue to study data gathered by Geotail
“Geotail has been a very productive satellite, and it was the first joint NASA-JAXA mission,” said Don Fairfield, NASA’s first project scientist for the mission who retired in 2008.
“The mission made important contributions to our understanding of how the solar wind interacts with Earth’s magnetic field to produce magnetic storms and auroras.”
Scientists will continue investigating Geotail’s data in the coming years.
The mission’s findings paved the way for the MMS mission
The Geotail mission helped determine the location of a process called magnetic reconnection, which relays material and energy from the Sun into the magnetosphere and is one of the initiators of auroras. This finding paved the way for the Magnetospheric Multiscale Mission (MMS) in 2015. | aerospace |
http://www.riekerairservice.de/en/unternehmen/ueber-uns-en.htm | 2018-12-13T03:45:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824448.53/warc/CC-MAIN-20181213032335-20181213053835-00424.warc.gz | 0.965108 | 109 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__200870152 | en | Rieker Air Service Business and Executive Charter GmbH was founded in 1980. Shortly later the operating licence was granted by the German aviation authority LBA.
Stuttgart is our homebase, but we manage to position our aircrafts at the place of your choice
Safety and reliability are our highest priority.
Maintenance of our aircraft is soley performed by certified companies who comply with strict official regulations.
Our pilots participate on-going training programms and simulator checkflights at Flight Safety in France and the United States. | aerospace |
https://www.foxvox.org/2004/03/19/1712/ | 2024-04-15T10:31:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00034.warc.gz | 0.936331 | 117 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__196053802 | en | So many interesting things going on in space these days! Here is a page from NASA JPL that shows the size of Sedna relative to the Earth, Moon, Pluto, and Quaoar. Then there’s the close asteroid fly-by. And of course, there’s the UFO that the Spirit Rover recorded on Mars. Not to mention the upcoming Venus Transits this year and in 2012. As well as those two comets that are zinging in at each other sometime this summer. Maybe I should trade in the TV for a huge telescope – LOL. | aerospace |
https://info.shine.com/article/two-indian-moonshots-in-2018/23734.html | 2021-09-28T22:49:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060908.47/warc/CC-MAIN-20210928214438-20210929004438-00628.warc.gz | 0.903756 | 392 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__15320475 | en | Two Indian 'moonshots' in 2018Thursday, April 06, 2017
India, April 5 -- Two vastly different Indian teams are planning separate 'moonshots' in 2018 - one is an Indian Space Research Organisation effort, while the other is TeamIndus, a private start-up aiming to claim the Google Lunar XPrize (GLXP) winnings of $20 million and put Indian space businesses on the map. TeamIndus is led by Rahul Narayan, an IT entrepreneur and IIT-Delhi graduate, along with four co-founders: former IAF fighter pilot Samir Joshi (also a regular contributor to Vayu); investment banker Julius Amrit; advertising professional Dilip Chabria; and aerospace engineer Indranil Chakrobarthy. The venture is the only Indian entry for the GLXP, which calls for teams to send privately funded robotic spacecraft to the Moon, travel 500 metres, and transmit high-definition video and images back to Earth. Participants are required to launch their spacecraft no later than 31 December 2017. That deadline will put them ahead of the larger and betterfunded ISRO Chandrayaan-2 project, which presently plans for an early-2018 launch and will see a robotic rover probe the lunar terrain for 14 Earth days. However, both missions will launch using ISRO launch vehicles. The 3,250 kg Chandrayaan-2 payload (around four times heavier than the TeamIndus payload) will be launched aboard ISRO's Geosynchronous Satellite Launch Vehicle (GSLV) Mk.II, while TeamIndus will launch using a Polar Satellite Launch Vehicle (PSLV), sharing space with fellow GLXP contestant Team Hakuto of Japan. The end-2017 launch timeframe has led to TeamIndus planning to land their craft on the moon on the morning of Republic Day 2018. Published by HT Digital Content Services with permission from Vayu Aerospace & Defence Review. | aerospace |
http://www.news.uwa.edu.au/201202224373/volume-7-edition-1/researchers-brush-moon-dust-data | 2013-05-25T14:32:47 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705956263/warc/CC-MAIN-20130516120556-00046-ip-10-60-113-184.ec2.internal.warc.gz | 0.938647 | 524 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__139470892 | en | Researchers in the School of Physics have been gaining new insights into lunar exploration, thanks to data collected during the Apollo Moon voyages more than 40 years ago.
Honours student and champion athlete Monique Hollick has been working with Adjunct Professor Brian J. O’Brien examining data on the potentially hazardous dust and radiation effects of the Moon.
A new era began in 1969 when Neil Armstrong and Buzz Aldrin on Apollo 11 became the first humans to set foot on another celestial body. The six manned Apollo missions to and from the Moon between July 1969 and December 1972 gave the world new insights to our nearest neighbour but also raised many questions.
During those voyages, astronauts deployed self-powered active scientific observatories, whose experiments measured the lunar environment until 1977, transmitting digital data to Earth for recording and analyses.
The UWA team’s data came from matchbox-sized Dust Detector Experiments (DDEs) invented by Professor O’Brien on 12 January, 1966 and deployed by Apollo 11, 12, 14 and 15. Even now, those dust experiments are still the only direct active measurements of the number one environmental problem for Apollo astronauts on the Moon: the sticky, abrasive, powdery dust which is easily disturbed but then inescapable.
Monique has been fascinated by space from a young age and began research on the dust experiments this year for her Physics Honours thesis, in collaboration with Prof. O’Brien and UWA Senior Lecturer Ron Burman.
Their studies of digital data from the solar cells of the DDEs are the most comprehensive analyses of the combined long-term effects of dust and radiation on solar cells on the Moon to date, and provide the groundwork for more future investigations into dust itself.
The research requires frequent communication with international scientists to piece together information and findings, both historical and recent, from various projects in space and in laboratories.
“As a Science and Engineering student, the research has been invaluable,” says Monique. “It required and helped me develop a wide range of professional skills in data analyses, report writing and communication, and provides opportunities to be involved in a stimulating, unique project requiring research in many disciplines.”
Monique is planning to complete her degree in 2012 while continuing the analysis of DDE and related data with Professor O’Brien.
Thoroughly investigating the 40-year-old data is seen as necessary because no such direct experiments of the lunar surface have been performed since the Apollo flights.
CRICOS Code: 00126G | aerospace |
https://www.jobsinscotland.com/article/hunt-down-a-top-career-chance/ | 2019-01-19T20:57:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583681597.51/warc/CC-MAIN-20190119201117-20190119223117-00500.warc.gz | 0.963191 | 627 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__214563816 | en | Hunt down a top career chance
A youngster is being given the chance to turn their hobby into a dream career thanks to the Press and Journal’s Apprentice 100 campaign.
Cyberhawk has pledged to take on a trainee remotely operated aerial vehicle (ROAV) pilot as part of our bid to create new and exciting opportunities for young people in Scotland.
Phil Buchan, commercial director at Cyberhawk Innovations, said: “We’re very pleased to be supporting the P&J Apprentice 100 initiative. This is not only a fantastic way to bring new blood into a variety of industries, but also an excellent opportunity for companies like Cyberhawk to highlight the positive experience we have had with many graduates.”
He added the trainee ROAV pilot role on offer is a rare opportunity, and one which would be particularly well suited to a drone hobbyist, or someone with an interest in aviation and drone technology.
Since its inception in 2008, Cyberhawk has become a world leader in industrial inspection and land surveying using unmanned aerial vehicles. While the main sector it works in is oil and gas, both onshore and offshore globally, employees also have the chance to work across other industries including renewables, utilities and rail.
It has experienced great success over the past seven years, a large part of which Mr Buchan attributes to the company’s “continual recruitment and training of graduates”, which now make up a third of the workforce.
“We have seen first-hand the level of talent that graduates can bring to a company, and are committed to continuing to bring new talent into the fast-growing ROAV industry,” he added.
“For an innovative company like Cyberhawk, identifying new talent and new ways of working is essential for us to remain at the top of our game. The ideas that our graduates bring to the table play as much of a part in our business as the suggestions from more experienced members of staff.
“Many of our graduates have joined us already interested in drones as a hobby, and keen to start a career in this area, whilst others have arrived as engineering graduates, keen to try a career path that differs from that of their peers.
“As a growing business, we continue to recruit and add to our skill pool on a regular basis, and want to ensure that we retain a good balance between graduates and the more experienced personnel.”
To become a Cyberhawk apprentice, visit the website or e-mail email@example.com
WHAT THE JOB WILL ENTAIL
The lucky youngster who bags this trainee pilot job will learn to:
Operate as the pilot of unmanned aircraft (also known as a UAV or a drone)
Undertake pre-flight planning and post-flight data management and operational paperwork
Assist in the maintenance and preparation of flight equipment
Prepare and apply risk assessments
Handle onsite client liaison
Work within HSE standards
An aviation/UAV qualification or experience would be desirable, but not essential | aerospace |
http://comoplantarorquideas.info/flights-into-space | 2019-01-21T04:45:50 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583755653.69/warc/CC-MAIN-20190121025613-20190121051613-00398.warc.gz | 0.940169 | 447 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__126649933 | en | Flights into space
Every year the space industry is developing more and more actively penetrating into all spheres of human activity. Satellite TV and mobile communications, navigation and weather forecasts, the creation of unique pharmaceutical products and materials with special properties — all created using different types of spacecraft.
Man, thanks to the space travel, learned a lot about their planet Earth, he had a great opportunity to see her from the side. Currently the mass of satellites moving around the Earth each in its own orbit, provide people an amazing opportunity. Satellites can capture high quality images to explore the planet, to transmit different radio signals, as well as provide quality work for many devices that operate on Earth.
A variety of rocket and space systems to EN.all.biz allow you to perform many important tasks in the industry. With their help, perform the required operation: refueling and technical inspections, management modes of flight and experimentation.
The Earth’s orbit has allowed many of the new to learn more about natural satellite — the moon, and other planets of the Solar system. With the help of satellites and robots we collected various soil samples,and studied the characteristics of gas content of various space objects. Through such studies, scientists were able to propose and test hypotheses about the formation of the planets, Sun and other galaxies.
The huge scale of the Universe, unfortunately, does not allow a person to completely comprehend all the mysteries of the cosmos. Only to reach the edge of the Solar system spacecraft, it is necessary to spend several decades of continuous flight. To be able to quickly overcome such a huge distance, humanity requires new space that will allow you to reach the farthest limits of space.
Currently go into space and tourists who fly into orbit for the sake of entertainment. Any space travel and research are the fact, expensive, and space tourists can afford to pay for the flight to orbit a lot of money. These funds be a good source of funding for scientific research that will be necessary for all people.
Space travel need not just for the development of science and expansion of knowledge of the mysteries of the Universe. Such a long journey help to create necessary and important for all systems ensuring comfort of human life on Earth. | aerospace |
https://hotnewscast.com/2020/10/21/is-lockheed-building-the-air-forces-secret-fighter/ | 2021-01-16T20:51:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703507045.10/warc/CC-MAIN-20210116195918-20210116225918-00697.warc.gz | 0.904379 | 234 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__280719926 | en | Defense One: Is Lockheed Building the Air Force’s Secret Fighter?
Executives drop some not-so-subtle clues.
Is Lockheed Martin building a secret new fighter jet that U.S. Air Force officials revealed last month?
Company executives dropped some not-so-subtle hints about the company’s growing backlog of classified military work, including one project that requires erecting a new building at its secretive Skunk Works facility in Palmdale, California. They also pointed to revenue growth within the company’s Aeronautics division, which includes the Advanced Development Programs shop that created the fabled U-2 and SR-71 spy planes and F-117 stealth attack jet.
“We do anticipate seeing strong double-digit growth at our Skunk Works — our classified Advanced Development Programs,” Lockheed CFO Ken Possenriede said during the company’s quarterly earnings call with Wall Street analysts. “We continue to execute on…recent awards.”
Read more ….
WNU Editor: It looks like they are building the Air Force’s next fighter. | aerospace |
https://homemark.co.za/products/sky-viper-quadcopter | 2018-12-13T04:31:04 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824448.53/warc/CC-MAIN-20181213032335-20181213053835-00294.warc.gz | 0.86615 | 437 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__130980008 | en | The Sky Viper Quadcopter is a state of the art drone suitable for the entertainment of the entire family. With so many exciting features, you will never get bored!
Thanks to the innovative design of the Sky Viper, you will be the envy of your friends in no time. Select either low, medium or high speeds to fly at. If you are not yet a seasoned drone flyer, we suggest you start with a low speed and work your way up as you get better.
Once you've gotten the hang of how the Sky Viper works, why not try some tricks. The 360° flips will definitely get heads turning. What's more, is if you are struggling to control the drone and would like it to come back to you, all you have to do is hit the return button.
Features of the Sky Viper:
- It has a 6-axis Gyro.
- With rel time video transmission
- Access three different speed options: low, medium, high.
- Have fun with the wifi camera.
- Auto trim.
- Headless mode.
- One button return.
- 2.4GHz Frequency.
- Can perform 360° flips.
Specifications of the Sky Viper:
- It has a 200°/s of max yaw angular velocity.
- 35° max tilt angle.
- The max ascent and descent speed is 5m/s.
- The max flight speed is 5m/s.
- Max flight time is 7-8 minutes.
- Charging time is 80 minutes.
- Has WIFI Streaming
Specifications of the Remote Controller:
- The frequency is 2.4GHZDSSS.
- It has a maximum communication range of 100m.
- Receiver sensitivity is -105dBm.
- Uses 3 x AA dry batteries. (Not included)
Sky Viper Kit Includes:
- The Quadcopter with a detachable battery.
- 2.4GHZ Remote Controller.
- USB Charging Cable.
- User manual.
- Spare props, prop guards as well as landing feet. | aerospace |
https://www.forumdaily.com/en/vazhnyj-shag-v-pokorenii-kosmosa-nasa-sozdalo-kislorod-na-marse/ | 2021-05-15T01:38:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991812.46/warc/CC-MAIN-20210515004936-20210515034936-00250.warc.gz | 0.904052 | 781 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__25891997 | en | An important step in the conquest of space: NASA created oxygen on Mars
NASA's Perseverance rover instrument on the Red Planet has extracted oxygen from carbon dioxide on its surface. Oxygen was generated using a toaster-sized device that the rover is equipped with. It's called Moxie - Mars Oxygen In-situ Resource Utilization Experiment. The publication told about this in more detail. with the BBC.
It produced 5 grams of gas - equivalent to the volume that an astronaut on Mars can breathe for about 10 minutes.
NASA believes that future human missions will take enlarged versions of the Moxie to the Red Planet, rather than trying to bring all the oxygen needed to support them from Earth.
Oxygen (O₂) is also an integral part of the rocket's chemistry. The thrust is achieved by burning fuel in the presence of an oxidizing agent, which can be simple oxygen.
The atmosphere of Mars is dominated by carbon dioxide (CO₂) at a concentration of 96%. Oxygen is only 0,13% compared to 21% in the Earth's atmosphere.
Moxie can separate oxygen atoms from CO₂ molecules, which are made up of one carbon and two oxygen atoms. The waste is carbon monoxide, which is released into the atmosphere of Mars.
The NASA team that developed Moxie is launching the device in different modes to see how well it performs. The machine is expected to be capable of producing up to 10 grams of O₂ per hour.
“Moxie is not just the first oxygen generator in another world, it is the first technology of its kind that will help future missions to 'live off the Earth' using elements of the environment of the other world, that is, to extract resources locally,” said Trudy Cortez, director on Technology Demonstration at NASA's Space Technology Office. “It takes regolith, a substance you find on earth, and recycles it into a larger structure, or it takes carbon dioxide - the bulk of the atmosphere - and turns it into oxygen. This process allows us to transform these abundant materials into useful things: fuel, breathable air or, in combination with hydrogen, water. "
You may be interested in: top New York news, stories of our immigrants and helpful tips about life in the Big Apple - read it all on ForumDaily New York
This week, the mini chopper made history with the first controlled flight of an airplane on another planet. NASA will try to start it up again soon.
During the second flight, the drone will rise 5 meters above the ground, move 2 meters to the side, turn and take a few pictures, and then return to the take-off site and land.
Read also on ForumDaily:
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Do you want more important and interesting news about life in the USA and immigration to America? Subscribe to our page in Facebook. Choose the "Display Priority" option and read us first. Also, don't forget to subscribe to our РєР ° РЅР ° Р »РІ Telegram - there are many interesting things. And join thousands of readers ForumDaily Woman и ForumDaily New York - there you will find a lot of interesting and positive information. | aerospace |
https://chrisbart.com/category/uncategorized/ | 2019-06-25T10:37:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999817.30/warc/CC-MAIN-20190625092324-20190625114324-00170.warc.gz | 0.979927 | 4,292 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__73184680 | en | A US reviewer initially lost us a lot of sales for our second edition taking offence at our piece on how a fabulously expensive US warship designed to fight World War III found itself larking around with Iranian gunboats and in the process shot down an Iranian airliner on a scheduled flight. (The loss of the Pan Am 747 over Lockerbie, Scotland, was just possibly a consequence of this.)
Interestingly, it was not so much the captain’s decision to fire that was the problem, but the circumstances, in that he was at the time chasing Iranian speedboats (mini-gunboats) with a billion dollar ship to claim combat experience when he shouldn’t have been.
In fact, our account was accurate, as Australia’s “60 Minutes” TV program confirmed.
The original all-in-one second edition of Air Crashes and Miracle Landings has a detailed account (See extract). [Note: Large print edition does not have detailed accounts of military actions.]
In early comments on the Boeing 737 MAX disasters Donald Trump tweeted that airliners were becoming too complicated (Click here).
The problem with that is that the 737 MAX in many respects is not a modern airliner. It is based on design work done in the 1960s and is not a fly-by-wire aircraft with an integrated control system.
The article to which we supply the “Click Here” link explains this.
There have been a number of fiery evacuations with passengers bringing their their hand luggage with each time everyone getting out, though sometimes injured.
In the Air France overrun at Montreal it was touch an go with one passenger blocking an aisle as he unpacked his bag. Passengers on the British Airways 777 that caught fire at Las Vegas had large bags, but fortunately the aircraft had only been half full.
The Sukhoi Superjet Crash in Moscow (Click Here) is an example of how dangerous taking your luggage can be for others. Perhaps part of the problem is that people exist in a bubble–say at the front of the aircraft in relative safety unaware of the severity the fire at the back or of the possibility that an explosion may engulf the whole aircraft in seconds.
There have been many suggestions regarding ways to stop people collecting their luggage including the locking of the overhead bins, though this would have to be automatic and have some facility to deal with a fire in the bin, say caused by a lithium battery. Ensuring passengers have essential items such as medication in a mini-bag would help. Confiscation of luggage taken in an evacuation might be a help but difficult to put into practice world-wide. Making passengers criminally liable for deaths or injuries would be difficult to prove in court.
Here is the end to our piece on the “Miracle on the Hudson” from our book Air Crashes and Miracle Landings:
Comparison with Ditching of Ethiopian Airliner
The media immediately contrasted Sully’s ditching and its perfect outcome with the imperfect one by Captain Leul Abate, the Ethiopian Airlines pilot who ditched his 767 off a beach, with one wing snagging the water and the aircraft spinning around before breaking up, with many lives lost. (A number of passengers were trapped due to premature inflation of their life vests causing them to float upward in the water-filled cabin.)
[Described earlier in this chapter.]
However, the two ditchings are not comparable:
1. Abate was coming down in the sea with waves;
2. A hijacker was grabbing at the controls;
3. With no fuel left, electrical power was only being provided by the ram air turbine (RAT), a wind-driven generator;
4. With only minimal electric power for the most basic instruments and controls, he could not use any flap and was therefore traveling much too fast, with the aircraft difficult to control.
However, like Sully he did well to come down somewhere where boats could come to the rescue of survivors.
A Very Close-run Thing
Only when one looks closely at the photos of the occupants of the A320 perched precariously on its wings does one realize what a close-run thing it was. The aircraft could have sunk deeper; there could have been jostling, with people falling into the water and dragging others with them.
Again, Sully did great—going twice up and down the cabin to check everyone was out and telling rescuers to first save those on the wings. But had the bird strike occurred a little earlier, with the aircraft not quite so high, he would not have been able to skirt the George Washington Bridge and come down at a shallow angle on the Hudson, let alone at a point where rescue craft were at hand.
It was a miracle—call it what you like—that Sully’s great feat was capped by the perfect rescue, thanks to an almost unbelievable combination of factors and, not least, diligence—and nothing went seriously wrong, as it so easily could have.
Boeing 737 MAX deliveries will surely regain momentum, though it may take time to get approvals from the various regulatory authorities now that the FAA has lost its sheen.
Airlines, in particular low-cost-carriers, have put so much investment in the 737 and are not in the main going to move to Airbus, even though they may suggest the possibility to get better terms from Boeing. In fact, Airbus would not be able to ramp up production very significantly.
Parallels with the DC-10
However, there are some parallels with the sad history of the McDonnell Douglas DC-10. Design was rushed in order to compete with the Lockheed’s L1011 TriStar.
In 1972, a DC-10 flying along the border between the US and Canada almost crashed when it became almost uncontrollable when a cargo hold door blew out with the result that the pressure differential between the passenger cabin and the hold caused the cabin floor to buckle.
The hydraulic lines and cables to the tail were attached to the underside and damage to these was what was making the aircraft difficult to control. Fortunately the floor had been reinforced to support a piano for an inaugural event and the pilots were left with just enough control to bring the aircraft back to the airport with good airmanship, adjusting the power of the low-slung engines to raise and lower the nose.
Within three weeks of the Detroit/Windsor scare, the NTSB made two urgent recommendations:
1. Modification of the DC-10 door-locking mechanism so that it is physically impossible to bring the vent-flap-locking handle to its stowed position without the C-latch locking pins being fully engaged.
2. Vents (holes) should be incorporated in cabin floors to greatly relieve sudden pressure differentials, such as those caused by the opening of a cargo hold door in flight.
The Gentleman’s Agreement
The NTSB could only advise. It was up to the FAA to make these two modifications mandatory.
Just when the FAA was about to issue an airworthiness directive (AD) making interim and long-term solutions mandatory for all US operators of the DC-10 (which foreign operators would have followed), discussions between the FAA administrator and the president of the Douglas division of McDonnell Douglas led to the senior FAA technical staff being overruled. Douglas and the FAA were no doubt being subjected to pleading from US airlines, who would not want to take their aircraft out of service in the peak summer season. So, the FAA did not issue that airworthiness directive. Instead, McDonnell Douglas almost immediately issued recommendations, in particular the installation of a “lock mechanism viewing window.”
This gentleman’s agreement between the FAA administrator and McDonnell Douglas’s Douglas division president sufficed to prevent a repeat accident in the United States, but not to prevent a DC-10 crashing after taking off from Paris for London with the loss of 345 lives.
The FAA hurriedly made the measures the NTSB had recommended mandatory. These included floor vents. Passengers are safer now thanks to that.
The DC-10 was only grounded when a DC-10 taking off from Chicago lost an engine and crashed.
Further to this, the public lost confidence in the DC-10 and sales petered out. This was unfair as the engine had fallen off because maintenance workers had contrary to instructions used a fork lift to remove the engine and in so doing had damage the pylon. In fact, the DC-10 albeit in limited numbers flew safely for airlines for many years.
If the max were to similarly have a terrible accident in the US sometime in the future, one that was not Boeing’s fault, the public’s refusal to fly on it could, however unfairly, be a serious problem for Boeing and not least those low-cost-carriers.
This crash where a new version the 737 came down on a motorway just short of the diversion airport after the captain had shut down the good engine in the belief–based on his knowledge of the previous version–that the smoke must be coming from that one.
Furthermore, the pilots had felt the vibration and aircraft shudder, but did not refer to the engine vibration indicators clearly showing which engine had the problem because they had got out of the habit of doing so because the ones in the previous version were unreliable. This was not true for those in the new version of the 737.
When the problem engine failed completely they were too low on their approach to the airport and going too slowly to restart the good engine.
Extract from Air Crashes and Miracle Landings (85 Cases):
In total, forty-seven passengers perished, sixty-seven passengers and seven crew members were seriously injured, and four passengers and one crew member had slight or no injuries. Though considered the classic case of what not to do, there were a number of contributory factors to what came to be called the Kegworth Air Disaster, in view of its proximity to the village of that name. These include the following:
Safety expert Professor Peter Ladkin says this is the only case he is aware of where a “false positive” features in an air accident. That is to say the mistaken corrective action (shutting down the good engine) seemed to be solving the problem, thus making the pilots think they had done the right thing. This is unlike in medicine, where the long period of time over which recovery or improvement of the patient for any unrelated reason can be attributed to action by the doctor or surgeon means such false positives are well known.
The cessation of the vibrations was one thing, but to confirm things by saying that the smoke disappeared when the pilots shut down the number two engine was, with hindsight, rather dubious thinking, since smoke would not normally disappear immediately.
Engine instrument system (EIS) difficult to read
Before the introduction of two-man flight crews, the primary instruments, showing the performance of the engines were in front of the pilots, and the secondary instruments, indicating the condition of the engines, such as oil temperature and pressure and vibration, were in front of the flight engineer. However, with the sidelining of the flight engineer, these secondary instruments had to be in front of the pilots.
In the earlier version of the aircraft, the B737-300, this was done by having traditional cockpit dials with mechanical hands, as in traditional clocks, there being two panels side by side, one with the main flying instruments, and the other showing the condition of the engines. These earlier ones with needles were easy to read at a glance.
However, as anything mechanical is liable to go wrong and anyway requires costly maintenance, LEDs were used instead of mechanical hands. However, rather than redesigning the panels to take full advantage of the virtues of an electronic display, the designers wanted to maintain the same general layout so pilots could switch from one model of the aircraft to another without expensive recertification.
In reality, LEDs could not simulate the previous clocklike hands, because those available at that time could not be bunched up at the center of the dials to look like a continuous line. Instead, the designers placed three rather pathetic-looking LEDs at intervals around the perimeter of the dials.
These could still be read by pilots with good eyesight when looking for a particular reading but made comparison and noticing anything unusual more difficult. In addition, Boeing had reduced the size of the secondary engine display relative to that for the primary display instruments.
The captain and first officer had very little experience (twenty-three and fifty-three hours respectively) on the 737-400 version, and the airline did not yet have a simulator where they could have practiced using the new engine information system (EIS), with its diodes. In addition, the captain said his considerable experience with other aircraft had led him to distrust vibration readings in general, and he did not include them in his usual scan of the instruments. His conversion training had not included instruction that technical improvements meant that spurious vibration readings were very unlikely.
Training and checklists
In the training of the BMA 737 pilots, the need to think or check things out before taking precipitous action was stressed, but as already mentioned there had not been training on a flight simulator with the new hybrid EIS display. There was a checklist for what to do in case of vibration from the engines and one for what to do when smoke occurred, but not one for when they happened simultaneously.
At the time pilots at BMA had not been made fully aware that there was no need to shut down engines completely because of vibration, nor that engine fans which are vibrating or not properly aligned could have their fan tips touching the rubber seals on the periphery and that this could produce smoke and a smell of burning but did not mean the engine was on fire. Thus, as the investigators said, the situation was outside the pilots’ experience and training.
Workload and stress: Fear of fire
In many emergencies, airlines usually insist that captains take control. Captains also tend to take control in difficult situations when it is not quite an emergency. Doing something physical makes the captain feel he is coping and relieves stress. The trouble with this is that the captain is concentrating on the physical task of flying the aircraft, or, as in the case of SQ006 at Taipei, maneuvering it over the slippery taxiway in bad visibility and heavy rain, and misses the larger picture.
The flight data recorder (FDR) revealed that when the captain disengaged the autopilot, the aircraft yawed sixteen degrees to the left, a sign that the left engine was producing less power than the one on the right, but he did not seem to notice, as he did nothing to correct it. The fact that the first officer reported to ATC early on that they had an “emergency situation like an engine fire” shows they were concerned about fire, even though up to then none of the engine fire alarms had triggered.
It is an interesting psychological point that a smell can instantly transport one mentally to a certain place, and the shaking of the aircraft followed by the smell of burning may have caused the pilots to react more instinctively and precipitously than they would have done in the event of a fire-warning light coming on. Anyway, a fire warning would have immediately indicated which engine had the problem.
The official report made the additional point that having another pilot take over the handling of the aircraft—as PF (pilot flying)—meant monitoring of the instruments was less consistent than it might have been.
Up until the onset of the vibration, the first officer had been flying the aircraft and would have been concentrating on the main instruments, not the engine vibration indicator, it being the role of the PNF (pilot not flying; in this case the captain, who did not believe in scanning vibration readings) to do the general monitoring. The captain must have thought the first officer had good reason to say it was the right engine that was giving trouble.
5. Unfortunate timing.
The pilots did not have the height or speed to restart the good engine, and not enough height to choose a flat place to land. Had the airport been farther away, they would have had found the problems with the number one engine when still high enough to restart the other one.
Passengers and three cabin crew knew
Passengers at the rear who had seen the “sparks” from the left engine when the initial trouble occurred were somewhat perplexed when the captain said he had shut down the right engine but did not inform the cabin crew because the captain sounded supremely confident.
The three members of the cabin crew who had also seen the sparks apparently did not notice the captain saying the right engine had been shut down. They knew the purpose of the announcement was to reassure the passengers and were no doubt extremely busy with their own duties as they got ready for the unexpected landing.
A retired British Airways flight attendant has suggested to the author that the failure to pick up on the captain’s mistake might have come about because cabin staff themselves often get confused about left and right, as they face backwards when addressing the passengers.
Just after shutdown of the number two engine, the captain called the flight service manager (FSM) to the flight deck to tell him to clear things for landing, and at the same time asked him, “Did you get smoke in the cabin back there?” He got the reply “We did. Yes.”
This perhaps only confirmed the captain’s mistaken view that the right-hand engine must have been at fault. The FSM departed but returned a minute later to say the passengers were panicky, and it was only then that the captain announced to the passengers that a little trouble with the right engine had produced some smoke, but it would be okay, as they had shut it down, and would be landing about ten minutes thereafter.
The Mentour Aviation YouTube videos, site, and Apps have gone from strength to strength, explaining to wannabe pilots and thousands of others all aspects of flying down to minor details such as why pilots pause for a moment at medium thrust before engaging takeoff thrust on departure.
They gave the impression MentourPilot was working as captain on a small airline based in Spain flying Boeing 737s.
It came as a nice surprise that on a flight to holiday in Thailand with his young son on Qatar Airways where the first leg to the Middle East was on the Airbus A350 and the second on the Boeing 787 MentourPilot dared say that he liked both aircraft but if anything he preferred the Airbus A350, perhaps because of the slightly wider diameter of the cabin. He was not saying anything that would deter people flying on the 787.
Sadly this was followed by a video saying that flying the route the opposite way starting with the 787 made him think differently. That was OK, but the rehashing and rehashing of features such as the auto-darkening windows seemed over the top.
I would not have thought any more about this blip except that he took down a video on the 737 MAX after a few hours not realizing the impact it would have when linked to Leeham News and his collaboration with its Bjorn Fehrm. The big boys had taken notice.
The written post remains and we had A LINK to it in our previous post (a video) entitled “Boeing between A Rock and A Hard Place” explaining grandfathering and the danger of a reprogrammed MAX crashing if MCAS failed to function if too many precautions against it not doing so when not needed.
There are many comments on the above Leeham News post which says MentourPilot took down the video on the advice of a colleague and not due to pressure from his airline. (MentourPilot said the same about his colleague) in a subsequent post of his.
Seeing how his subsequent coverage of the MAX is so over the top in favor of Boeing and the future MAX I decided to look further.
Far from working for a small airline operating out of Spain, MentourPilot is working at a Spanish base of the largest low-cost carrier in Europe. One that only flies Boeing 737s and has 110 orders for the MAX 200, a high-capacity version of the MAX 8, with options on 100 more! While the airline would be careful about applying direct pressure, the esteemed colleague who who exerted so much influence, might have been subject to it and anyway neither would have wanted to kill the goose that lays the golden egg.
As an employee of such an airline it would be difficult for him to suggest that grandfathering has perhaps gone too far in the case of the 737 and that Boeing did not really want to go for the MAX in the first place.
Even so, to use his signature word, he usually does a “fantastic” job. | aerospace |
https://shop4-h.org/collections/aerospace-curriculum-activities/products/aerospace-adventures-curriculum-1-pre-flight | 2021-11-29T13:59:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358774.44/warc/CC-MAIN-20211129134323-20211129164323-00591.warc.gz | 0.85177 | 81 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__121810469 | en | In Level 1 of Aerospace Adventures, youth build a marshmallow rocket, learn about different careers in aviation and space, and explore how an airplane works. 4 activities total. Grades 1-3.
Authored by Academy of Aviation, AMA, Air National Guar, CAP NCR/DAE, and National 4-H Council.
Click Here to Preview The First Few Pages | aerospace |
https://www.southbendtribune.com/story/news/2014/09/10/report-suggests-missile-downed-malaysian-je/117103456/ | 2022-06-29T09:39:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103626162.35/warc/CC-MAIN-20220629084939-20220629114939-00237.warc.gz | 0.976202 | 516 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__147961923 | en | Report suggests missile downed Malaysian jet
A preliminary report on Malaysia Airlines Flight 17 appears to confirm initial assertions that the passenger plane was hit by a surface-to-air-missile in mid-flight July 17 before crashing in Ukraine.
"The pattern of damage observed on the forward fuselage and cockpit section of the aircraft appears to indicate that there were impacts from a large number of high-energy objects from outside the aircraft," concluded a report issued Tuesday by the Netherlands' air safety board.
The Boeing 777, en route from Amsterdam to Kuala Lumpur, the Malaysian capital, was flying at about 33,000 feet over separatist-held territory in southeastern Ukraine when it broke apart in midair and crashed, killing all 298 passengers and crew members on board.
The report says that fragments of the aircraft reveal numerous puncture holes and indentations on the plane's skin that would be consistent with damage from missile shrapnel and, investigators say, rule out pilot error or any mechanical fault as the cause of the disaster.
Although investigators have not been able to recover these pieces for forensic examination, the report states that "the pattern of damage observed ... was not consistent with the damage that would be expected from any known failure mode of the aircraft, its engines or systems."
Working with experts from several other countries, including Malaysia, Russia and the United States, the Dutch team evaluated air-traffic control information along with photographs of the wreckage and data from the plane's flight recorders.
"The distribution of pieces of the aircraft over a large area indicates that the aircraft broke up in the air," the report says. "Fuselage pieces, cargo and baggage were scattered through the wreckage site."
The plane's cockpit voice and flight data recorders, often referred to collectively as the "black boxes," were not recovered by investigators but were removed from the wreckage by unknown individuals and turned over to a Malaysian official in the eastern Ukraine city of Donetsk several days after the crash.
Damage to the units was consistent with the nature of the crash, but their internal memory modules remained intact. They showed that communication from the crew gave no indication that anything had gone wrong with the flight. "No aircraft system warning or cautions were detected." on the flight data recorder.
U.S. intelligence sources said shortly after the crash that the plane was destroyed by an SA-7 rocket fired by a Russian-made BUK launching system fired from separatist-held territory.
Russian President Vladimir Putin has denied accusations that his government supplied the sophisticated antiaircraft launcher to the separatists. | aerospace |
https://leantoys.com/product-eng-7025-Remote-Controlled-Plane-26-cm-Gray.html | 2021-09-17T20:35:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055775.1/warc/CC-MAIN-20210917181500-20210917211500-00656.warc.gz | 0.910941 | 217 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__252279879 | en | Easy product returns
You can return the product without providing a reason within 14 days.
Remote Controlled Plane 26 cm Gray
This RC plane model will be a great choice for all aviation enthusiasts. Thanks to careful execution, it will meet the requirements of each user. It is also a great choice for a child as a first toy and instilling a passion for aviation in him. The included 2.4 GHz remote control offers trouble-free operation with the device.
- R/C plane
- controller for remote control
- airplane wings
Dimensions of the set elements:
- remote-controlled plane: 26 cm x 24 cm x 8 cm
- controller for remote control: diameter - 13 cm
34 cm x 23 cm x 8 cm
The aircraft is powered by three 1.5V AA batteries (not included), the remote control is powered by two 1.5V AA batteries. The toy has a CE certificate and complies with the EN 71 standard. It is packed in a box with a transparent glass window, making it ideal for a gift. | aerospace |
https://www.dronelogisticsecosystem.com/post/drone-delivery-entrepreneurship-101-with-dr-shian-lee-from-alphaswift | 2024-02-25T08:55:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474594.56/warc/CC-MAIN-20240225071740-20240225101740-00551.warc.gz | 0.952934 | 674 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__33308404 | en | 31 AUG 2023
Interview by AJE
On the 66th year of Malaysian Independent Day (Hari Merdeka) we are delighted to cover one of the most interesting drone delivery companies in Malaysia, AlphaSwift. We had the privilege to interview the co-founder and CEO of the company, Dr Shian Lee. As a drone (delivery) entrepreneur and specialist with a Ph.D. in Aeronautical engineering from Nanyang Technological University (NTU) in Singapore. He is considered an authority in the development and application of drone technology in logistics in Asia. It is noteworthy to mention that the aerospace industry in Malaysia has produced many success stories among the world's largest Low-Cost Carrier Airline AirAsia founded by internationally recognized entrepreneur Tony Fernandes and World's largest Drone As A Service (DAAS) company, Aerodyne Group co-founded by the serial entrepreneur Kamarul A. Muhamad. Hence, making the Malaysian aerospace market sophisticated and mature with a high entry barrier for startups. What was the triggering point that made you take the decision to found the drone delivery startup AlphaSwift, and what drives you to continue leading this ambitious project? I found there are no companies that build delivery drones in Malaysia, and during the COVID-19 lockdown, we can see that the logistics market is unable to cope with our demands, further needing this technology. Civilization requires two things to flow to flourish. Money and goods. I am improving the flow of goods to help bring civilization to the next level. Think of it as a silk road in the sky.
Over the past 1 year, what have been the most successful moments and challenges for AlphaSwift? Success: 400 hours of flight tests with our delivery drone. We flew for more than 11000 km. Challenges: Product development while making sure the cash flow is healthy. So how does your drone delivery platform differentiate from other drone delivery companies? Other drone delivery companies are focused on one niche, such as medical delivery only, or food delivery only, and most of them are better at lighter payloads. Alphaswift wants to build a general heavy-payload aircraft that can carry anything. Think of a truck in the sky.
How does the actual delivery take place, e.g., stationary container, land and drop, or winch? Our drones will land on the platform and release the payload. We are working closely with the regulators and key suppliers of this system.
What is the most exciting project you have been running in the past 6 months? For the past 6 months, we have been working with Petronas to optimize our cargo delivery drone for offshore oil rigs. What are the latest updates and news from AlphaSwift you would like to share with us? We are moving to a new workplace with more space. We will be assembling hybrid-powered drones and bringing them to the market. One lesson you would like to share with young entrepreneurs in the drone delivery industry? Find your Own Niche. The market is big, and Competitors Can Become Partners. It is always great to hear the facts about the drone delivery industry from someone who has both experienced the academic and business world. If you are interested to know more about AlphaSwift please do not hesitate to drop Dr Shian Lee a message on LinkedIn. | aerospace |
https://www.worldtechtoday.com/tag/space/page/5 | 2021-12-01T22:20:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964360951.9/warc/CC-MAIN-20211201203843-20211201233843-00143.warc.gz | 0.973553 | 349 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__26861425 | en | NASA’s Dawn spacecraft has collected some new images of the dwarf planet Ceres. The images reveal the structural features of the planet which highlight the presence of craters on the surface. The present series of pictures is three times better than the images that were taken in December. As Dawn closed in towards the mysterious planet, it was able to acquire images of 27 pixel values, which helped scientists learn new information about the surface of the dwarf planet.
Dawn is set to approach Ceres for a closer rendezvous as soon as in March this year. During the approach, the spacecraft transmitted the new series of pictures of Ceres. The black and white images, taken on January 13, were acquired from a distance of 238,000 miles from the planet. The NASA released the images on Monday, and although they still reveal a fuzzy view, their resolution is 80% better than those taken almost a decade ago. The earlier images were taken in 2003-2004 by the Hubble Space Telescope.
There is a feature noted in the recent images that had lured the attraction of the scientists last time also. The images show the presence of a white spot on the surface of the planet. Scientists cannot yet confirm what the spot is but hypothesize that it could be a frozen pool of water. They believe that it is ice at the bottom of a crater and is clear enough to reflect sunlight. Evidence to support the hypothesis is the presence of water vapor that was discovered emanating from Ceres.
The presence of water on Ceres has revoked scientists into believing that the planet supports some form of life. Ceres happens to be smallest known dwarf planet but is the largest object in the chief asteroid belt. Scientists are now expecting to find out more details in March. | aerospace |
https://outdoorrobotics.com/cameras/ | 2022-07-05T12:16:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104576719.83/warc/CC-MAIN-20220705113756-20220705143756-00354.warc.gz | 0.850493 | 380 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__36476416 | en | Data Capture and High Resolution Imaging
Cameras and sensors we recommend for exploration, survey, inspection and agriculture.
DJI Zenmuse X5S
Equipped with an uprated Micro 4/3 sensor, the DJI Zenmuse X5S has a dynamic range of 12.8 stops with a very good signal to noise ratio. Included are the gimbal, camera, and lens.
Product Highlights: Gimbal + Camera + Lens, Micro 4/3 Sensor, 5.2K at 30 fps / 4K at 60 fps, 20.8MP Still Images, 12.8 Stops of Dynamic Range, 12-Bit Raw, 20 fps Continuous Burst
The Sony QX1
The Sony QX1 is a 20 mega pixel high resolution lens style digital camera. Light weight and capable of collecting high quality imagery for mapping and collecting dimensional and volume data.
Depending on the industry purpose this camera is mounted to the Outdoor Robotics drone using a fixed bracket or 2 axis gimbal. The versatility of the HoverCat drone system is being able to mount camera or sensors in different positions to capture the best images for delivering the best data.
Mica Sense Red Edge MultiSpectral Camera
The MicaSense RedEdge™ is an advanced, lightweight, multispectral camera optimized for use in small unmanned aircraft systems, and available for use on manned aircraft as well. RedEdge™ provides accurate multi-band data for agricultural remote sensing applications.
RedEdge™ is much more than just a camera, sharing more design features with Earth imaging satellites than it does with standard consumer cameras. Industrial imaging sensors provide high dynamic range in varying lighting conditions while removing artifacts commonly seen in drone video and imagery. Coupled with MicaSense ATLAS, RedEdge™ provides a complete imaging, processing, and analysis system ready for integration with any platform. | aerospace |
https://visitcarlsbad.com/attractions/carlsbad-air-tours/ | 2023-06-05T17:41:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652149.61/warc/CC-MAIN-20230605153700-20230605183700-00640.warc.gz | 0.862656 | 119 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__255054166 | en | Fly Carlsbad Air Tours and enjoy aerial views of San Diego County. Customize your experience by selecting your flight path such as the coastline, Palomar Mountain or charming towns such as Temecula or Rancho Santa Fe.
Go solo or share the adventure with someone special. Carlsbad Air Tours offers:
• Two-pilot flight crew
• Luxurious cabin with air conditioning
• Leather seats and immaculate interior
All flights depart from Atlantic Aviation at McClellan-Palomar Airport (KCRQ) in beautiful Carlsbad, California. | aerospace |
https://www.ikey.com/military-solutions-from-ikey/ | 2023-09-21T22:08:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506045.12/warc/CC-MAIN-20230921210007-20230922000007-00170.warc.gz | 0.908064 | 82 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__56245501 | en | Check Out Our Military Solutions Infographic
iKey has safe, sealed keyboards, displays and pointing devices designed perfectly to military applications. We are proud to provide products to L3 Harris, General Dynamics, Lockheed Martin, the US Army, Navy, Marines, and Air Force, and the military in many countries.
Ready to get started on a project? Contact us at: 512-837-0283 | aerospace |
http://www.newsy.com/videos/scientists-find-invisible-space-shield-protecting-earth/ | 2016-12-06T19:49:08 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698541995.74/warc/CC-MAIN-20161202170901-00061-ip-10-31-129-80.ec2.internal.warc.gz | 0.889331 | 180 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__32910178 | en | Scientists Find Invisible Space Shield Protecting Earth
An invisible barrier is keeping dangerous super fast electrons from interfering with our atmosphere, but scientists aren't entirely sure how.By Sebastian Martinez | November 27, 2014
On this Thanksgiving, an invisible shield protecting the earth from dangerous super fast electrons might not be too high on your list of things to be thankful for, but maybe it should be. (Video via NASA)
Scientists found this barrier through NASA probes in the Van Allen radiation belts, which range from about 620 miles to 37,000 miles above the earth's surface. (Video via NASA)
Dr. Nicky Fox of Johns Hopkins University explains, "The radiation belts are two donut-shaped regions that encircle the earth. They're home to very intense radiation, both electrons and protons. And when these particles get very energized they can cause problems for satellites and astronauts." | aerospace |
http://www.wlky.com/news/18519094 | 2014-07-22T09:45:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997857714.64/warc/CC-MAIN-20140722025737-00160-ip-10-33-131-23.ec2.internal.warc.gz | 0.975448 | 122 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__89236045 | en | Know your Kentucky facts?
An asteroid half the size of a football field, will have a close encounter with the Earth on Feb. 15. NASA said there is no chance that the asteroid will slam into the planet, but it will pass closer to the Earth than the moon.
It's a very rare occurrence, but things flying through space have been known to slam into our planet. Take a look at some of the major events scientist believe took place.
Hundreds of flights to and from eastern China were canceled or delayed Monday and state media warned that more disruptions should be expected in the next few weeks. | aerospace |
https://ecogirlcosmoboy.wordpress.com/2011/11/23/countdown-to-curiosity-3-days-to-go/ | 2017-03-29T09:11:22 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190236.99/warc/CC-MAIN-20170322212950-00603-ip-10-233-31-227.ec2.internal.warc.gz | 0.938115 | 846 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__16815806 | en | While yesterday we focused on radiation measurements on Mars, and the RAD experiment, today we’ll look how Curiosity is going to measure the Martian atmospheric conditions, or Martian weather if you want to think about it that way. The instrument(s) that will make these measurements form the Rover Environmental Monitoring Stations (REMS).
The Martian atmosphere is both very thin and much lower pressure than the Earths (the average pressue is about 150 times lower than at sea level on Earth). The elemental composition is very different too, Mars’ atmosphere is dominated by carbon dioxide (95%) and there is only a tiny fraction of oxygen (0.1%). Combined with a variation of surface temperature from -87 C through to (very localized) highs of 30 C in the southern regions (although mean surface temps are around -60 C), Mars is expected to have some quite unique planetary weather.
For our weather forecasts on Earth we like to know temperature, wind speed, humidity, atmospheric pressure and some times the UV levels. So it will come as no surprise that’s pretty much what Curiosity is going to measure. In fact, Curiosity will measure the following six atmospheric parameters: wind speed/direction, pressure, relative humidity, air temperature, ground temperature, and ultraviolet radiation.
Anyone who has worked at a weather station knows that you need to put sensors measuring wind speed (for example) slightly above the ground to get away from surface effects. The two wind speed sensors thus sit on Curiosity’s Remote Sensing Mast (on two separate booms, one pointing forward and another at 120 degrees to the first), along with humidty and air & ground temperature sensors. Placing the booms at different angles ensures that at least one of them will record accurate wind data for any given wind direction. Note, even on the mast the wind measurements will still be slightly impacted by air flow around the mast itself. The wind speed measurements will be pretty accurate, with a resolution of around 0.5 m/s. The directional measurements are anticipated to be accurate to within 30 degrees or so, and it will even measure vertical variation in wind direction to within 10 degrees.
Even though the ground temperature sensor is up on the mast, it can still measure the temperature of the ground by pointing toward a patch to the side of the rover. The temperature sensor is an electrical one, a thermopile, and can record in a temperature range of 150-300K with an accuracy of around 10K. The air temperature measurements made on the boom itself will be twice as accurate (to within 5K) over the same temperature range. The pressure and humidity sensors complete the instrument suite on the mast.
Since the UV sensor is designed to measure the incoming UV from above the rover, it sits on top of the rover deck to the back. Much like the radiation assessment detector (RAD) the UV sensors are sensitive to incoming radiation across about a 60 degree cone above the rover. The sensor itself will be able to detect UV in six different wavelength ranges, (from UVA through to UVE, plus a “total dose” across the entire range) and will thus characterize the UV environment in great detail.
But really the great “value add” behind all these measurements is that Curiosity will make them systematically every hour. So for each hour of each Martian day, Curiosity will record 5 minutes of data from all the sensors. To do this REMS has been set up to work independently of the main power sources on Curiosity and can take data even when the rover is in a sleep mode.
From all this data we’ll be able to develop detailed models of Martian weather patterns, with a detailed focus both on large scale fronts and smaller, so called microscale weather systems. The microscale systems include small whirlwinds like dust devils. We’ll also uncover precisely how the Martian water cycle works, and it’s going to be seriously different from the Earth’s!
And to whet your appetite for all this new Martain weather data, here’s a beautiful Martian sunset taken by the Spirit Rover. Tomorrow: DAN. | aerospace |
http://www.coolsky.no/index.php/dc-9-classic/screenshots/305-dc-9-classic-release-liveries | 2018-07-21T05:30:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592387.80/warc/CC-MAIN-20180721051500-20180721071500-00033.warc.gz | 0.881017 | 256 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__165737872 | en | Just recently came across an article on the Internet that detailed the differences between the various DC-9 models, as well as the MD-80 series, the MD-90 and B717. I thought it was a very interesting article and I wanted to share it with you.
Why do you have to open the pneumatic crossfeed valves to de-ice the wings? Exactly what does the AC bus cross-tie switch do? And why do the engines only draw fuel from the center tank when all the fuel booster pumps are on? The key to understanding these and many other aspects of your aircraft is studying the schematic drawings for the various aircraft systems. That may sound a little bit dry, but to help you out I have included a Schematics section in the DC-9 Classic Flight Center that gives you live interactive schematic drawings.
I was recently ask why Coolsky doesn't develop for and support Lockheed Martin's Prepar3D flight simulator. The discussion quickly turned into one about the future of flight simming since P3D is often held up as the future of flight simming. I will try to explain here why I don't develop for or support P3D, and why I don't think it is the future of flight simming. | aerospace |
https://www.lightreading.com/satellite/china-s-first-leo-satellite-constellation-close-to-lift-off- | 2024-04-16T11:31:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817081.52/warc/CC-MAIN-20240416093441-20240416123441-00866.warc.gz | 0.940175 | 747 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__88991524 | en | Subscribe and receive the latest news from the industry.
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G60, a Shanghai government project, looks set to be China's first low-Earth mass constellation in orbit.
February 13, 2024
It looks like the auspicious Year of the Dragon will be the year China's first mass low-Earth constellation finally gets aloft.
China is currently a laggard in the satellite race, despite its big ambitions. US-based Starlink already has some 5,400 low-Earth orbit (LEO) satellites in orbit, while French-owned Eutelsat OneWeb has 630.
China's national champion, known as Guowang and created by the amalgamation of two state satellite projects, is still stuck on the launchpad. But a Shanghai government effort known as G60 Starlink appears set for lift-off this year.
G60 Starlink, announced last July, will build 1,296 satellites in its initial phase with plans to expand that eventually to 12,000, delivering bandwidth via the Ku, Q and V bands. A test satellite was launched on a Long March 2D rocket and successfully placed into orbit in November.
G60 – named after a highway in the Songjiang district in Shanghai where many of the companies are located – is part of a Shanghai plan to build 600 commercial satellites and 50 rockets annually.
$931 million investment
One of these firms, Shanghai Spacecom Satellite Technology (SSST), which is building the G60 satellites, has just received 6.7 billion yuan (US$931 million) in first-round funding, mostly from government-owned PE and investment companies. It's the biggest single investment round in China's satellite industry.
In a further boost for China satellite broadband, Geespace, a subsidiary of Geely auto, one of the country's biggest car-makers, just put 11 satellites into orbit via a single launch.
Geespace says it now has 20 satellites in orbit offering integrated communication, navigation and remote sensing services and capable of supporting Geely self-driving cars. The company is planning 72 satellites in orbit by 2025 and ultimately will build out a constellation of 240, Reuters reports.
Securities firm CSC Financial, which also expects G60 Starlink to begin service this year, says China's push into satellite began in April 2020 when the chief economic planning agency NDRC identified the sector as strategic infrastructure.
A year later, the China Satellite Network, usually referred to as Guowang, was formed by the merger of two competing government LEO projects, one by China Aerospace Science and Technology Corporation (CASC) and the other by China Aerospace Science and Industry Corporation (CASIC).
Guowang's status today is unclear. Judging from the long radio silence and the speed with which it was overtaken by this rival project, its future may not be certain.
However, the space race is first come, first served, and China has already booked the satellite slots. So it will be eager to ensure that Guowang – or some alternative – fills those slots.
Read more about:Asia
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http://astronommer.blogspot.com/2011/11/snowy-soyuz-sendoff-succeeds-swimmingly.html | 2018-06-18T20:37:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267861163.5/warc/CC-MAIN-20180618203134-20180618223134-00063.warc.gz | 0.955757 | 98 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__76787560 | en | Three cosmonauts, one American and two Russion, launched into a snowstorm yesterday, bound for the ISS. The same mission will return three crew members from the ISS to Earth. The launch is significant, as it's the the first crewed Soyuz mission since a Soyuz cargo vehicle crashed in August. There was some concern about the cause of the fault, specifically whether it was a manufacturing defect that may affect other launch stacks.
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http://stock.thundertiger.com/product/4793-K10.html | 2018-08-15T12:42:13 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221210105.8/warc/CC-MAIN-20180815122304-20180815142304-00103.warc.gz | 0.705315 | 528 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__27482725 | en | |Full Length of Fuselage(mm / in.)
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https://macfab.ca/macfab-signs-on-as-launch-canada-sponsor/ | 2021-12-07T08:07:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363337.27/warc/CC-MAIN-20211207075308-20211207105308-00168.warc.gz | 0.931314 | 357 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__11068531 | en | Macfab announces sponsorship support for Launch Canada amateur rocketry competition
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The machine suddenly turned to the right and I immediately shut off the power. Quick as a flash, the machine turned down in front and started straight for the ground. Our course for 50 feet was within a very few degrees of the perpendicular.The puzzle formulation describes how, during a demonstration flight in 1908 at Ft. Myer, Virginia, part of the right propeller of the Wright Flyer Model A broke off in flight at 150 feet elevation. The result was a fatal crash, and we have been asked...
What is your explanation for the sudden turn to the right with power on,
followed by pitching straight down with power off?
Moreover, the analysis so far has concluded that the blade fragment did not strike the rudders and could not have damaged the aft part of the aircraft structure enough to explain the events described by Orville Wright. If so, the blade fragment itself "did not play a rôle in the rest of the drama." However, we shall see that the absence of the blade fragment was a significant causal factor in bringing down the Wright Flyer on September 17, 1908.
Immediately after the separation of the blade fragment, the engine thrust would be reduced. That means airspeed would necessarily begin decreasing limited by inertia, causing gradual loss of lift on the wings. More importantly, the aircraft was instantly subjected to 'asymmetrical thrust'.
Here is a curve that estimates the differential thrust between the two propellers as a function of the length of the blade break. It is derived from First Principles, which mathematically integrate local increments of blade thrust from the hub to the break at R - ∆R, recognizing aerodynamic 'lift' according as the square of tangential velocity.
For example, a break at ∆R = 24 inches would reduce the thrust from the right propeller by 20% of thrust from the undamaged left propeller (referenced to total thrust). About half of that, 10%, was the impact on overall thrust. Resistance to rotation of the propeller is inversely proportional to the pro-rated lift-to-drag ratio of the blade. That means the engine increased its speed after the blade break, which partially offsets the loss in total thrust following separation of the blade fragment.It is important to note that the yaw force developed instantaneous as the fragment broke away. Orville Wright's perception was that the machine suddenly turned to the right. However, inertia meant that some time elapsed during which the actual turn would have gradually begun. From that point on, aerodynamics participated in the final sequence of events.
To understand those aerodynamic events and to explain them, solvers are hereby offered a review of certain features designed into the Wright Flyer, beginning with this excerpted view of the left wing.
There are eight wooden struts and 24 steel wires between the wings on each side of the aeroplane. All but two of the wires are fixed, structural braces. The best strength-to-weight ratio for steel is in mechanical tension. Each strut acts in compression without bending forces, thanks to the hinged connectors at each end. For understanding descriptions to follow, the next sketch labels stationing of the structural elements and emphasizes the struts and wires along the leading edge of the left wing.
Wing warping was an innovation begun earlier in the development of Wright Gliders, and it was proven successful in achieving 'lateral stability' for the whole flying enterprise. Today the expression "pilot control of roll" would be more appropriate, and controlling roll is -- well, it is the rôle of aelerons. How roll or 'banking' was accomplished in the Wright Flyers is illuminated in the next two sketches...
Under normal circumstances the Wright Flyer, would be commanded to roll into a right turn by pulling taut the indicated bank-right warping control wire. That causes the left tips of both wings to be warped downward, increasing their angle-of-attack and thus increasing lift on the left. Conversely a left turn would be commanded by pulling taut the bank-left warping control wire, which causes the left tips of both wings to be warped upward, decreasing their angle-of-attack and thus decreasing lift on the left.
Continuing with the description of wing warping under normal circumstances, we observe that pulling taut the bank-right warping control wires on both left and right must simultaneously slacken the bank-left warping control wires on both left and right. Those control requirements were fulfilled in the cockpit at C1.
Returning to the final seconds of the fatal crash as narrated in Orville Wright's letter, let us retrospectively organize those frantic aerodynamic events into four phases...
Phase 1: Yawing to the Right, Flat Skid with Engine Power and Asymmetrical Thrust
We have noted that the asymmetrical thrust began instantly as a yaw force. Although the pilot felt that force and apparently interpreted it to mean that the machine suddenly turned to the right, angular inertia meant that an actual turn would have taken some seconds to develop. Indeed, during that interval the plane would start yawing to the right in a flat skid more than a turn, the latter characterized by actually changing flight course to the right.
Orville Wright's letter to his brother Wilbur makes no mention of uncommanded rolling or banking. Despite the passage that reports the machine suddenly turned to the right, we must surmise that Orville Wright's initial experience was that of a level skid, with the asymmetrical thrust suddenly yawing the aircraft to the right.
In a skid, the airflow over the full length of both wings would not have been orthogonal to the wingspan, thus diminishing lift on both sides. At the same time, there was an increase in parasite drag as longitudinal structures are being held at an angle to the relative wind. These effects would mean loss of airspeed during Phase 1.
Blown laterally by the relative wind in the skid, the rudders would tend to be weathercocked leftward as if operated by the pilot for yawing to the right.
Phase 2: Rolling to the Right with Engine Power and Asymmetrical Thrust
With or without wing-warping by the pilot, as the aeroplane began yawing to the right, the wings top and bottom began moving through the air faster on the left than on the right, inasmuch as the wing on the left had farther to travel than the wing on the right in equal elapsed time intervals. The machine began banking toward the right with a gradually increasing roll-rate as limited by inertia.
With years of self-taught 'flight skills' in Wright Flyers, Orville Wright's reflexes were well developed for balancing out spontaneous changes in flight attitude. His letter says that he immediately shut off the power. However, we must presume that without even thinking about it, he immediately began operating the controls to resist the uncommanded yawing and rolling of the Wright Flyer before he shut off the power.
We can reasonably surmise what Orville Wright's actions were in Phase 2 and their effects. Even if we assume he had time to position the steering controls all the way toward the left, it was most unlikely that the warping of the wings and the deflection of the rudder would have been effective in completely overcoming the uncommanded turn to the right against the asymmetrical thrust imposed by the engine power?
If we take Orville Wright at his word -- that he immediately shut off the power -- the durations of both Phase 1 and Phase 2 were extremely brief, offering insufficient time for the aircraft attitude to change beyond the mere perception that the machine suddenly turned to the right.
Phase 3: Yawing to the Left with Engine Power Shutting Down
When Orville Wright immediately shut off the power, the aircraft's single engine rapidly changed from power-on to power-off. With no ability to feather the propellers, the thrust changed abruptly to engine drag resulting from the windmilling of both propellers against the 'pumping' torques within the engine. Thanks to the shortened blade on the right, the engine drag on the left would have been stronger, yawing the aeroplane to the left.
Presumably still in near-level flight, the Wright Flyer was already decelerating in Phase 2, and with the propeller drag, deceleration would have suddenly increased beyond what was generally experienced in Wright Gliders. As an experienced glider pilot, though, Orville Wright instinctively shoved forward on the elevator control to avoid a stall. Though not explicitly included in his narrative, that action is commensurate with his description -- quick as a flash, the machine turned down in front.
With the right propeller blade shortened, the engine drag was asymmetrical -- not unlike the asymmetrical thrust in Phase 2, but producing a yaw force in the opposite direction. Depending on how quickly the engine power was shut down, the Wright Flyer would begin yawing toward the left. At that instant, Orville Wright would still be positioning the steering control toward the left as described in Phase 2. Both wing-warping and rudder deflection would then be acting to produce a coordinated turn at that moment to the left. The aeroplane was then inadvertently assisted by asymmetrical engine drag in the pilot's struggle to recover from the turn to the right.
Phase 4: Wings Level, Pitching Downward with Both Propellers Windmilling
Airspeed had begun declining sharply during Phase 3, resulting from propeller drag and aggravated by back and forth wing-warping drag forces, which were brought about by the pilot's efforts to avoid unwanted banking of the aeroplane. With engine power off and both propellers windmilling, the Wright Flyer continued to face ferocious drag forces. Whether a sufficient flying speed could be maintained depended on the angle of descent.
Given no more than 150 feet of altitude above ground level at the instant of the blade fracture, the final passages in Orville Wright's letter must be looked at closely. That the aeroplane had started straight for the ground at its highest elevation, though astonishing in retrospect, is certainly explainable as a perception by Orville Wright -- the word straight implying not turning. If so, either the turn to the right in Phase 1 must not have become fully experienced in Phase 2 or the turn must have been stopped by the asymmetrical engine drag in Phase 3.
The general expression straight for the ground allows for any angle of descent -- but certainly not immediately perpendicular in the first 100 feet. As in Phase 3, the pilot was continuing his efforts to prevent a stall with forward pitch-control in Phase 4. We need to reconcile that reality with the next passage which describes the course with specificity: for 50 feet was within a very few degrees of the perpendicular. Accordingly, the final two sentences in Orville Wright's letter make more sense if one inserts a two-word phrase...
Quick as a flash, the machine turned down in front and started straight for the ground.
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http://fromthetrenchesworldreport.com/barak-8-missile-on-the-way-to-full-operability/126409 | 2022-08-16T07:15:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572221.38/warc/CC-MAIN-20220816060335-20220816090335-00605.warc.gz | 0.931714 | 536 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__173470936 | en | The Barak-8 is one of the most advanced air defense systems in the world today. A source in the program toldthe system approaches full operational status.
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https://fugamyxice.lowdowntracks4impact.com/braseys-encyclopedia-of-aerospace-forces-and-warfare-book-31649ol.php | 2022-09-26T23:07:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334942.88/warc/CC-MAIN-20220926211042-20220927001042-00775.warc.gz | 0.919594 | 2,796 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__101226969 | en | 5 edition of Brasey"s Encyclopedia of Aerospace Forces and Warfare found in the catalog.
Brasey"s Encyclopedia of Aerospace Forces and Warfare
Franklin D. Margiotta
December 1997 by Brassey"s UK Ltd .
Written in English
|The Physical Object|
|Number of Pages||800|
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Official definition of the United States Department of the term aerospace. aerospace Of, or pertaining to, Earth’s envelope of atmosphere and the space above it; two separate entities considered as a single realm for activity in launching, guidance, and control of vehicles that will travel in both entities.
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The Daesh leader may have been killed alongside other leaders of the extremist group and terrorists in a Russian Aerospace Forces strike late last month, the Russian Defense Ministry said Friday. The ministry said its Su strike aircraft and Su multirole fighter attacked a so-called Daesh military council south of its stronghold of Raqqa in northern Syria on May Aerospace Defense Forces (VKO) The Russian Aerospace Defense Forces (VKO) were created in by a decree of former President Dmitry Medvedev12 and.
A command with broad continuing missions under a single commander composed of forces from two or more military departments.
Joint warfare is best described as the ______________. integrated and synchronized application of all appropriate capabilities. Page - Legislatures shall have passed special appropriations for the terms hereinafter mentioned, to which Acts this Agreement shall be attached as a First Schedule.
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to use armed forces in Middle East if necessary. March 3. Warning of Submarine Men ace. Admiral Arleigh A. Burke, Chief of Naval Operations, warned of the ever-present danger to U.S. warships and com mercial shipping posed by Soviet subma rines in international waters.
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If some elements (especially photos) were. The Navy is creating a development center where information warfare forces will conduct advanced training for mission areas like cyberspace operations and electronic warfare. The establishment of the Naval Information Warfighting Development Center was approved in.
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Posts will be as simple as historic picture of. Intwenty-three-year-old Theodore Roosevelt published his first book, The Naval War of Reviewers praised the book’s scholarship and style, the recently established Naval War College adopted it for study, and the Department of the Navy ordered a copy placed in every ship’s library.File Size: 50KB.
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Fiction is a way to explore future worlds, what-if’s. Though Singer is an author of multiple bestselling books on war, this is his first novel. It is no mere flight of the imagination, however: The book has nearly footnotes.
The major parts of the defense industry are: aerospace and defense. According to the impact study, “The Aerospace and Defense Industry in The U.S.”, conducted by Deloitte, the aerospace and defense industry is the largest net exporter and one of the largest contributors to.
Harry Geier, marketing and development director at the Planes of Fame Air Museum in Chino, California, discusses the Bell P Airacomet, the first US-produced fighter jet, and which the museum is trying to get back in flight, during a Nov.
29,interview with Defense & Aerospace Report Editor Vago Muradian conducted at the museum. Same as it can in any other industry. Also aviation is not really one industry. Companies that build planes are one industry, companies that FLY planes are another.
Manufacturers who build military aircraft don't always build civil aircraft too. Y. | aerospace |
https://hobbiesaustralia.com.au/products/zvezda-1-72-russ-attack-helic-hokum-plastic-model-kit-7216 | 2021-05-15T17:28:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243990551.51/warc/CC-MAIN-20210515161657-20210515191657-00506.warc.gz | 0.914105 | 156 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__79066729 | en | Zvezda 7216 1/72 Russ. Attack Helic. "Hokum" Plastic Model KitZV7216
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http://biztechreport.com/story/1900-growing-indian-defense-budget | 2017-04-25T14:25:44 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120461.7/warc/CC-MAIN-20170423031200-00433-ip-10-145-167-34.ec2.internal.warc.gz | 0.95059 | 2,072 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__248560618 | en | India’s defense budget has shown a substantial increase in the past five years, according to defense experts and analysts. Following the recent budget announcement by the Defense Minister A. K. Anthony, for the fiscal year 2012, the focus returns to India’s growing defense spending. In a recent announcement in the Indian Parliament, the Minister said that India’s defense expenditure in the last decade has amounted to US$98.35 billion.
The growth in allocation of funds towards building defense resources has been in discussion over the past few years and it has become the center of several debates following a study led by the Confederation of Indian Industry (CII) and KPMG, a global auditing firm.
The study reports that in the past four years, the country has spent nearly US$25 billion on acquiring defense equipment from global sources. The research also notes that the defense ministry will continue to forge new deals through the next couple of years as well, spending nearly US$41.99 billion.
Defense experts and strategic analysts also endorse the likely hike in Indian defense expenditure over the next ten years and predict that spending will double as India needs to completely replace the nearly 20-year old equipment, commissioning the latest defense systems that include advancing technology.
The spectrum of defense spending would typically include: heavy-lift aircraft, submarines, attack helicopters, 155mm howitzers and warships.
India has over the past ten years spent extensively on equipping India’s forces with aircraft, warships, arms, and radars from Russia, the US and European countries. These deals have included buying US$2.1 billion worth of reconnaissance aircraft from Boeing, the leading US-based aerospace supplier; a whopping US$4.1 billion worth of medium range missiles from IAI (Israeli Aerospace Industries) and nearly US$965 million on upgrading the MiG-29 series with Russian Aircraft Corporation. Poseidon P-8I patrol aircraft for the Navy, costing US$2.1 billion for eight such aircraft, were purchased in 2009, while a further four costing US$1 billion are being approved and waiting for shipment.
India’s defense expenditure has shown a four-fold growth in the past decade, revealing the nation’s aspiration to meet certain short-term and long-term goals. The immediate and most compulsive reason is the nearly 70 percent redundancy factor in defense equipment. Across all the three defense forces, equipment has become obsolete, ineffective and does not match the real-time manoeuvrability required to protect the nation’s borders high-up in Himalayan altitudes or preserving the coastlines along the Eastern and western coasts.
India’s security concerns along Pakistani borders are paramount with regard to India’s defense ministry investing in acquiring sophisticated surveillance and deep-penetration equipment to protect and secure India’s borders.
Another very important long-term goal that India will satisfy by acquiring a new arsenal array is to build up an impregnable military capability, given the rising growth of China’s defense forces in the region and the lining up of its defense forces along India’s borders, especially along Tibet.
The third long-term goal for defense spending is Homeland Security. Laxman Behera, a leading name in defense analysis and a research fellow at Indian Defense Strategic Affairs, says that, “Homeland security’s budget was US$4.4 billion last year. Internal security has urgent needs that cannot wait. Overall, we are compelled to modernize forces including the police.”
Analysts predict that in the next few years, the Defense Minister will go on a massive upgrading spree, replacing India’s decades old, and technologically-defunct equipment in a phased manner, and that defense-related spending will be in the region of close to 2.5 percent of GDP. With the aim of modernization, India is thus poised to become the world’s foremost defense consumer, reaching stupendous figures of $200 billion spent just on acquiring new defense systems. Preliminary surveys covering expenditure growth from 2001 to 2012 shows a massive four times increases in defense spending by the nation.
Heading this list is a yet-to-be finalized US$10.4 billion deal to purchase the MMRCA (multi-medium role combat aircraft), a total of 126 such machines for the Indian Air Force. Other expenditures in the pipeline include Hawk Advanced Jet Trainers, Super Hercules (C-130J) as well strategic transport aircraft like airlifting C-17, likely to cost the exchequer US$36.3 billion for the 2011-2012 fiscal year.
In the next few years India will invest heavily in buying advanced technology equipment for all the three defense forces. First on India’s shopping list is the E-2 Hawkeye aircraft, a state-of-the-art advanced aircraft with some of the most sophisticated detection technologies such as radar system that can cover territories 300 percent more than existing radar systems. These are expected to be more advanced than the Northrop Grumman E-2D Advanced Hawkeye aircraft used by some of the leading defense forces in the world. The sophisticated E-2 alone is likely to cost US$232 million.
India is today a dream destination for most defense and aerospace companies based in Europe, Russia and the US. While most of them have already provided India with their latest defense equipment, some of the nation’s expenditure includes upgrading of modern aircrafts and equipment. Heading the list are the 51 Dassault Mirage jet, which though finalized in 2011 with a down payment is now completed with the payment of US$2.4 billion. Dassault and another company Thales will now upgrade equipment of the aircraft and will include latest changes to upgrade them to match the latest 2000-5 regulations. Further upgrades will include the Thales RDY2 multimode radar, to include advanced navigation systems electronic measurement calibrations for faster assessment.
Rafale, one of the premier defense equipment companies, will offer its MPDU mission computer for installation on the Mirage aircraft. In fact, Rafael is expected to work more closely on several other defense projects. Contracts have been drawn to include Rafael Advanced Defense System’s medium-range air-to-air missile with Tejas light combat aircraft, one of India’s indigenous combat aircraft series. It is expected that this new equipment integration will increase the Indian Navy’s aircraft Harrier FRS51 prowess, as they will now allow allweather, infrared-guidance as well as activeradar guidance.
The Defense Ministry also stated in the Parliament recently that priority was being “given to ensure that artillery units are equipped with modern weapons.” The latest array of equipment for the Army is likely to be in the region of US$13 billion and will provision for the increase in soldiers, about 90, 000, for four new divisions being planned for stationing along Chinese borders.
Making an announcement at Hyderabad’s Aviotech, an aerospace space division, Rahul Gangal says that, “The army will purchase 2,600 vehicles as part of its future combat vehicles program, and it is likely to see strong public and private sector participation from ordnance board and industry players such as Tata Group.”
The Navy too is likely to include a refitted aircraft, INS Vikramaditya, and will add nine other surface warships to its fleet. Reports quote that these will include the Shivalik-class frigate, the Kolkata-class destroyer, an antisubmarine warfare corvette, offshore patrol vessels, two Talwar-class frigates from Russia, three catamaran survey vessels, and 25 fast interceptor craft.
Further reports from the Defense Research and Development Organization say that, “the organization is likely to spend around US$4 billion over the next three years on locally manufactured strategic and tactical missiles, including the Astra air-to-air missile, BrahMos supersonic cruise missile, Akash surface-to-air missile and the Shourya ballistic missile. Also scheduled for production are 1,100 Pinaka rockets, 1,000 84-mm rocket launchers and 7,500 missiles.”
Though the government has made the necessary allocations, the ministry has failed to utilize all the annual funds, says a recent new report. The reason for non-utilization has been the complex procurement process which has caused delays in implementing long-term plans. Delays have resulted in cost-escalation as well as lower-generation technology equipment.
However, in the past few months, a fast-paced process has been adopted to optimize procurement of equipment leading to not only immediate commission of some vital defense spending but which has also resulted in India’s defense forces, in small parts and sections, being equipped with advanced and sophisticated equipment that are not only safe and secure for Indian forces but which incorporate the latest technologies as well. Poised to become a super-power, India is backed by well-defined borders and it is mandatory that it defends its borders to prove its sovereignty. It is critical to the region that India has the military capability to intervene and pledge support to smaller neighbors in the region. Hence, India is compelled to spend more than 2.5 percent of its annual GDP to maintain its defense capability in order to continue to be a powerful military force. Ironic though it may seem, this spending is being done to maintain balance of power in the region, as India continues to be a forceful advocate of World Peace.
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https://www.drone-made.com/post/poland-drone-laws | 2024-03-02T12:41:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475825.14/warc/CC-MAIN-20240302120344-20240302150344-00029.warc.gz | 0.912657 | 1,400 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__187254445 | en | 🖐 In this blog post we’ll share all law links and known rules about recreational and commercial drone use in Poland (Krakow). Give a 👍 at the end of this post if you enjoyed it & feel free to ask any questions or share your experience in The Forum. Keep in mind that the content below is updated to the best of our ability & does not replace official sources & your own research.
Recreational vs Commercial drone use in Poland
Poland (Krakow) differentiates commercial & recreational drone uses - see our post to differentiate recreational vs commercial drone usage. Both are subject to restrictions and code of conduct. Additionally, depending on the weight of your drone and where you want to fly your drone, different rules will apply.
✅ In Poland, drone regulation falls under the Polish Civil Aviation Authority (CAA). They can be contacted any time via:
Phone: (+48) 22 520 72 00
Can I bring my drone to Poland?
✅ Currently, there doesn't seem to be any restrictions on bringing drones within Poland (Krakow) as long as your import is considered as legitimate (generally one drone per person).
🚨 Be aware of the airline you purchase to travel as some main ones will only accept your drone on-board if its batteries are detached & placed in a firecase during travel time. Most airlines will have a battery voltage limit based on the recommendation of the Transportation Security Administration (TSA). You can find more info about a specific airline here.
Where can I fly my drone in Poland?
✅ Poland built a detailed drone flight map showing flight restricted areas for recreational use mainly. The map is organised in a 3 color scheme to help drone owners to fly responsibly and safely within the country:
Green = military zones
Purple = airport/heliport controlled zones, you should not fly there without permission. 🕔 You can ask one to the Polish Air Navigation Services Agency, allow 7 days.
Pink = border control zone, you can ask authorisation by calling (+48) 85 714 5011
The map also showcases Poland's heliports, airports, glider & hang glider fields which comes in convenient when in seek of where you can fly in total safety.
🚨 Most of Poland's North & East borders are next to countries non member of the Schengen agreement, so take extra care when flying around there. Although Lithuania is part of it, according to this map, you should also call local authorities prior flying at the border between Lithuania and Poland.
🚨 If you want to fly above Krakowskie Przedmieście in Warsaw (the city center), you will need to ask for a 'ROL 48' flight zone permission. To do such, you will need to:
Download this form online
Complete your form & attach a map of your planned flight.
Send the complete form to email@example.com 🕔 allow 5 working days
Information will be processed from Monday to Friday (08.15 - 16.15) & you may contact them for an update via phone at: (+48) 22 606 52 23
Recreational Drone use in Poland
✅ Good things first, you will not need a permit or a license to fly your drone for recreational purposes in Poland as long as you do not fly in a restricted zone without permission.
Saying this, within the permitted zones, you will need to follow a few rules:
fly a drone that weights less than 25 kg.
fly your drone only during daylight & always in sight.
fly away from roads, buildings & from any urban area without permission.
fly your drone away from people or large crowds & respect individuals' privacy.
fly your drone at least 5 km away from any airport or heliport or ask for permission before flying closer & give priority to all other categories of aircraft. If you see a plane or helicopter during your flight, land immediately your drone.
What do I risk for flying a recreational drone illegally in Poland?
🚨 The amount & scope of the fine will depend on the nature & severity of your infraction. The judges will also evaluate if you intentionally committed the infraction and/or if you had any commercial purposes to do such.
Commercial Drone use in Poland
For any drone commercial use in Poland, you will need:
- a recognised license* by Polish authorities & a proof you can fly drones safely. This is a two step exam by passing a theoretical & a practical exam.
- an aero-medical certificate to prove you're fit to fly
- an insurance covering this parties in Poland in case of an accident.
- for videos & photos, a permission from the Civil Aviation Authority (CAA)
*🌏 If you hold another European drone pilot license, you may be able to make it valid by by contacting the CAA at firstname.lastname@example.org.
How to register my drone for commercial use in Poland?
The registration process requires 2 steps;
Apply for a PH number (registration mark) for your drone; this can be done online here. You will to specify who owns the drone (you or your company for e.g.).
🕔 Allow 2 weeks for the Dutch authorities to process it all. If something is missing in your application and the need to get back to you, expect a process time between 6-8 weeks.
How to register my drone company in Poland?
for a full certificate (up to 150 kg drones, flying at 120 m altitude & 500 m away from you max); expect around 10,000EUR
for a light certificate (up to 4 kg drones, flying at 50 m altitudes & 100 m away from you maw); expect between 600-1,500EUR
What do I risk for flying a commercial drone illegally in Poland?
The amount & scope of the fine will depend on the nature & severity of your infraction. The judges will also evaluate if you intentionally committed the infraction and/or if you had any commercial purposes to do such.
Once you got everything in order, you can start flying above Poland's awesome landscapes and create videos like this one:
✅ Please leave a comment or update when you receive news and/or gain experience with your drone in Poland! Have fun and safe flight!
Disclaimer: Although great care has been taken to ensure the accuracy of the information researched, we take no responsibility for any loss, harm or damage caused as a direct or indirect consequence of relying on this information. It is your responsibility to seek advice from qualified local & relevant authorities for needed information about local drone regulations.
Government Protection Bureau (for permission to fly above Warsaw) | aerospace |
https://orefrontimaging.com/how-far-to-moon-from-earth/ | 2023-10-04T19:02:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511406.34/warc/CC-MAIN-20231004184208-20231004214208-00140.warc.gz | 0.94757 | 1,549 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__113034536 | en | The Moon lies 238,855 miles from Earth – more than 30 Earths!
Historically, distance measurements to the Moon were measured through coordinated observations during lunar eclipses or other events that all observers could view simultaneously. Nowadays, accurate mechanical clocks and digital cameras allow millimeter-precision measurements.
Engineers need a lot of fuel to reach the Moon. Once in orbit, more energy must be burned to slow down for landing and use parachute deployment to stop.
How far is the Moon from Earth?
The average distance between Earth and the Moon is 384,400 kilometers (238,855 miles), which varies over time due to its elliptical orbit. When close to us – at perigee – the Moon appears bigger and brighter than usual, often creating entire moon phenomena known as supermoons. Furthermore, its proximity with us also affects tide levels, with larger ones appearing when the Sun, Moon, and Earth align perfectly in one position.
The Moon lies approximately 150 million kilometers (93 million miles) from the Sun. Like Earth, both bodies orbit elliptically around each other, with the Sun being at its closest when we are at perihelion and its furthest away when at aphelion.
Astronomers measure lunar distance by watching for instances when the Moon partially obscures a background star or illuminates from another source passing behind it – this method, called occultation, is the oldest and most reliable means of ascertaining how far away from Earth the Moon lies. Furthermore, measurements take only several hours!
Although it might appear far away, the Moon can be reached more quickly by foot than we think due to our living in space stations orbiting above it. So, if you traveled to the Moon by air or spacecraft, it would likely take more than 238,855 miles to arrive! Plus, getting to your launch site would require additional time! To help visualize the distance between Earth and the Moon, imagine that a basketball represents Earth while tennis balls represent its moon counterpart. Put the basketball on the floor, use a measuring tape, and find 23 feet 9 inches (9.3 meters). That distance approximates how far away the Moon is from Earth.
How do we measure the distance between the Earth and the Moon?
Scientists can be challenged in pinpointing the exact distance between Earth and the Moon due to their elliptical orbital pattern, which brings them closer at certain times of the year. They have various techniques available for measuring this gap – one such approach is radar ranging, which involves pointing an antenna toward the Moon and measuring how long it takes for signals sent there to return home to Earth again.
Parallax is another method for measuring distance between Earth and the Moon, using objects’ appearance differently when seen from different positions on Earth as its base point. By comparing two images of the Moon taken at other times, astronomers can calculate differences in apparent size; more enormous such differences indicate greater separation.
Laser ranging accurately measures the distance between Earth and the Moon, using a spacecraft equipped with mirrors or reflective surfaces to direct laser light pulses towards and back from the Moon. Although accurate, this technique requires a reasonably large spacecraft and being visible during lunar events, making using it challenging.
There are various methods of estimating the distance between the Earth and the Moon, including using the geometry of the solar system and measuring angular velocity with gyros. But none are as precise as radar ranging.
Astronomers in the past measured the distance between the Earth and the Moon by carefully observing lunar eclipses. This event occurs when Earth passes between the Sun and Moon, blocking out some or all of its light. One early account was written by Aristarchus of Samos around 310 B.C.; Aristarchus used simple geometry to calculate that the Moon lies approximately 60 Earth radii away.
Today, we measure the distance between Earth and the Moon with radar technology or by using satellites to direct satellites towards reflectors left by Apollo astronauts on the Moon or by using lasers on Earth or space to time reflections from Apollo missions left on the lunar surface by lasers or timed reflectors left behind by Apollo astronauts. Crewed Apollo missions took an average of 78 hours to enter lunar orbit; traveling directly to its surface takes two days, 21 hours, and 8 minutes.
How long does it take to travel to the Moon?
As the Moon’s orbit is not circular, its distance varies. At perigee (its closest point), approximately 226,300 miles (363,300 kilometers) separate us and her farthest point, or apogee (405,500 kilometers). On average, spacecraft take three days to reach the Moon from Earth.
Speed also plays an integral part in how long it takes a spacecraft to reach the Moon, with Apollo 11’s 1969 mission taking only four days, six hours, and 45 minutes for crew members to arrive on the lunar surface.
Spacecraft traveling at high speeds must face immense resistance in their attempts to reach the Moon, including frictional resistance created by laws of gravity that will slow their progress. Getting it sooner becomes increasingly unlikely if such resistance stands in their path.
Although Earth is relatively large compared to our Moon, its gravitational pull on Earth is still strong enough for high and low ocean tides to occur. Furthermore, sunlight reflected off allows some parts of Earth to see more illumination than others.
How can we know how far away the Moon is from Earth? Scientists use telescopes to measure distances between Earth and the Moon using satellite measurements; using this data, they are then able to calculate its orbit around us all and create models of its surface for more in-depth studies into how its formation occurred.
To gain a clear picture of how far away the Moon is from Earth, consider it in terms of scale. Imagine standing at the center of a soccer field and gazing across to an adjacent corner with an enormous beach ball measuring one meter (3′), representing the Sun. A tennis ball would mean the Moon, each distance between Earth and the Moon being similar in magnitude.
What is the Moon’s distance from Earth?
The Moon’s distance from Earth varies with where it lies in its orbit, from just under 225,000 miles at perigee to an astounding 252,088 mile-plus distance at its farthest apogee point – its average distance being 238,855 miles, which equals approximately 30 Earths.
Distance between these points equates to the time required for light to travel from the Moon to Earth; due to light’s constant speed of travel, this takes 1.28 seconds! So when you look at the Moon now, you see it just like it appeared 1.28 seconds earlier!
Astronomers use radar or laser beams to measure the distance between the Earth and the Moon. This method is much quicker than sending a spaceship there, although it still takes several days to reach the orbit of the Moon. On Apollo missions, astronauts could enter lunar orbit in just over three days, but took even longer before landing on its surface.
Scientists also utilize the Moon for studying our solar system and its interactions with each planet, giving them insight into its history and future development.
The Moon is the fifth largest satellite in our solar system and our only natural satellite. At only about one-quarter the diameter of Earth, its influence still makes itself felt, from tides caused by the gravitational pull of the Moon on oceans to solar eclipses affecting the Sun’s positions; its shape, gravity, and other properties even help form stars within our galaxy! It’s a genuinely fantastic object! | aerospace |
https://www.ust-media.com/ust-magazine/UST015/82/ | 2022-05-22T17:10:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545875.39/warc/CC-MAIN-20220522160113-20220522190113-00274.warc.gz | 0.961422 | 768 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__324641910 | en | Unmanned Systems Technology 015 | Martin UAV V-Bat | William Sachiti | Sonar Systems | USVs | Desert Aircraft DA150 EFI | SeaCat AUV/ROV | Gimbals
82 August/September 2017 | Unmanned Systems Technology PS | UAVs for research I n February 1946, Britain’s Air Ministry threw away the nation’s lead in the technology of supersonic flight when it cancelled the Miles M52, an experimental jet aircraft designed to be capable of flying at 1000 mph at 36,000 ft – even though the first of a planned three prototypes was on schedule to make its maiden flight within months (writes Peter Donaldson). The ministry’s excuse was that the risks of flying so far into the unknown were too great to ask test pilots to take, and so future supersonic flight research would be done with radio-controlled models. It later emerged though that a long list of top Royal Air Force and Royal Aircraft Establishment pilots who were to have flown it had in fact been compiled. However, the ministry’s mendacity inspired many eager volunteers to try to persuade it to change its mind, including a former Luftwaffe pilot who said that nobody would mind if a former enemy pilot were to break his neck! Sadly this was to no avail, and Chuck Yeager took the lead for the US when he flew the Bell X1 past Mach 1 over the Rogers Dry Lake in the Mojave Desert in California in October 1947. While a fictional plan to use unmanned systems helped kill Britain’s early work on supersonic flight, they now have a central role in manned flight research. Unmanned sub-scale research aircraft serve where computer simulations and wind tunnel tests won’t do, and where the risks are deemed too great for human test pilots or the associated costs thought too high. For example, Area 1’s Prototype- Technology Evaluation Research Aircraft (PTERA) was originally developed to meet a NASA requirement for a sub- scale test aircraft resembling a typical small airliner to test new circulation control wing (CCW) technology intended to enable shorter take-offs and landings. In a CCW, high-pressure air from the engines or separate compressors is blown over the leading and trailing edges of the wings to generate extra lift. The CCW work was carried out at NASA’s Armstrong (formerly Dryden) Flight Research Center. The agency’s requirement called for the PTERA to be able to fly with or without the CCW equipment, so Area 1 designed it to be reconfigurable and modular. Another version, known as the Generic Modular Aircraft T-Tail, was built for NASA to investigate the extremes of deep stall and recovery behaviour of such aircraft, in which the turbulent air from the stalled wings kills the lift on the tail, eliminating its ability to pitch the nose down to recover the main wing from the stall. The first PTERA is now being used in a cooperative programme carried out by NASA’s Armstrong, Langley and Glenn centres to research the spanwise adaptive wing concept, in which the outer portions of the wings fold as far as 75° up or down to reduce drag and increase lift in different areas of the flight envelope. This is an old idea being examined again now that new, more compact actuator technologies can reliably articulate thin aerofoil sections. As these UAVs cost about $250,000 each, losing one is unlikely to break the budget if you are NASA – or a former enemy’s neck. Now, here’s a thing “ ” There was a former Luftwaffe pilot who said that nobody would mind if a former enemy pilot were to break his neck! | aerospace |
https://expatprotection.org/bird-strike-stops-pal-planes-take-off/ | 2019-11-22T23:19:05 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496672170.93/warc/CC-MAIN-20191122222322-20191123011322-00421.warc.gz | 0.971731 | 301 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__2437324 | en | Bird strike stops PAL plane’s take-off
NO PASSENGER was injured when one of the aircraft of Philippine Airlines (PAL) experienced a bird strike Wednesday afternoon, August 29.
In a statement, the national flag-carrier said Flight PR814 bound for Manila from Davao City pushed back from its parking bay at the Francisco Bangoy International Airport at 1:10 p.m.
“It taxied towards the main runway but midway, experienced a bird strike. The pilot halted the flight thus preventing take off and returned the plane to ramp at 1:34 p.m.,” PAL corporate communications officer Cielo Villaluna said in a text message.
She added that the bird strike was on the right engine of the aircraft during takeoff roll prior to lift-off. The aircraft returned to ramp and all passengers are safe.
“All passengers were assisted in the rebooking of their flights and food and drinks were also provided,” she said.
Villaluna added with the trainings PAL conducted to its pilots in responding accordingly to situations like the recent incident, the pilots decided to halt the flight and return to ramp.
Davao airport police chief inspector Ronel Tesorero said the aircraft is not blocking the runway, instead it went back to the ramp.
“Passengers were given food and drinks and they were also assisted with their flight rebookings,” Villaluna added. | aerospace |
http://www.spacenews.lu/spacex-falcon-heavy-rolls-to-the-pad/ | 2023-10-02T03:46:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510967.73/warc/CC-MAIN-20231002033129-20231002063129-00559.warc.gz | 0.930977 | 268 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__214602492 | en | Shake Rattle & Roll tomorrow at 9:41 AM Nov. 1st Tuesday with more than 5 million pounds of thrust at liftoff SpaceX FalconHeavy USSF-44 which is currently the most powerful operational rocket in the world (until Artemis 1 launches) from LC-39A Cape Kennedy Florida.
Weather is 90% Go For Launch and the two side core boosters will return to LZ-1 & LZ-2 with the strengthen center core will be expended in the Atlantic Ocean. Fairing recovery ship “Doug” is 1410km downrange to attempt a recovery of both fairing halves.
This is only the fourth Falcon Heavy to launch and its been over three years since the last Heavy broke the bonds of gravity.
First Heavy was a demonstration launch with Elon’s Tesla roadster and Starman at the wheel back on Feb. 6th 2018. 2nd Heavy was ArabSat-6A on April 11th 2019 and the third was USAF STP-2 with two rideshares from Celestis & Lightsail-2 on June 25th 2019.
Good luck to the entire team at SpaceX, Elon Musk and United States Space Force on tomorrow’s mission.
Article & Photos by Scott Schilke for spacenews.lu and space-news.es | aerospace |
http://askz.sakura.ne.jp/column/cm901/index_en.html | 2017-07-27T02:30:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549426951.85/warc/CC-MAIN-20170727022134-20170727042134-00008.warc.gz | 0.951711 | 111 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__118885592 | en | It's been a while since I have gone to the Zoo.
It's Tama Zoo report.
I have seen the Boeing 787 first flight in Japan, test flight program.
The result is ........
Friendship Festival was held in Yokota Air Base, Japan.
I saw the F-22 Raptor Stealth Fighter for the first time.
The fireworks was held in Tokyo Racecourse, Fuchu city Japan.
It was spectacular.
I walked across the Rainbow bridge.
The Rainbow bridge spanning the Tokyo Bay. | aerospace |
http://onlinesportsbookpro.com/2017/04/02/boeing-787-10-dreamliner-takes-first-flight.html | 2018-02-23T06:56:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814493.90/warc/CC-MAIN-20180223055326-20180223075326-00639.warc.gz | 0.938845 | 618 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__259093633 | en | The first Boeing 787-10, BOE1, took off on its first flight from the Boeing facility in North Charleston, South Carolina at 9:30 a.m. local time Friday, March 31.
"We had a great flight today", 787 test pilot Capt. Tim Berg said in a webcast news conference after the flight.
Boeing celebrated the first flight of its 787-10, the newest and biggest variant yet of its "Dreamliner" widebody aircraft.
This is the second extension of the composite-construction, dual-aisle jet with a maximum seating capacity of 330 passengers, up 36% from the 242 passengers in the original 787-8.
Singapore Airlines will be the first recipient of Boeing's 787-10 in the first half of 2018. Its 787-8 and 787-9 family members are assembled in both North Charleston, and Everett, Wash. The aircraft, built exclusively at the Boeing South Carolina plant, is in the midst of its maiden flight at this writing, and is expected to stay aloft for two hours, "or even longer, weather depending", according to a Boeing spokesperson. The aeroplane took off just after 2:30pm United Kingdom time / 9:30am Eastern for an estimated four-hour flight.
Google Maps Turns into Ms. Pac-Man for April Fools' Day
If you have the Google Maps app, all you need to do is open it up and hit the amazingly conspicuous button with Ms. Niantic showed us only the beginnings of what AR games in Google Maps are capable of - I'd like to see more.
As of February 2017, orders on 787 Dreamliner airplanes from Chinese customers had exceeded 120.
Otherwise, the 787-10 was created to be 95% common with the 787-9.
"We've gone through a lot of development in recent years". The planes in the Dreamliner family now fly 560 routes worldwide. Hale said. "We've done exactly the right thing in the design of this airplane". It is comprised of more than 2.3 million parts made around the world and is capable of flying long-range routes that previously weren't possible.
The new Dreamliner stretches 68m, 2.4m longer than its European rival, and its cabin capacity of 330 travelers is created to carry five more people than the Airbus plane.
- Lululemon Athletica inc. (LULU) Issues FY18 Earnings Guidance
- Britney is coming to Manila
- Federal Bureau of Investigation information suggests Trump associates may have coordinated with Russian Federation
- Russian Federation ties: Senate pledges thorough inquiry
- White House Officials Helped Give Nunes Intelligence Reports
- BlackRock bets on robots to improve Its stock picking
- Key findings from the AP-NORC poll on President Donald Trump
- Trump tax bill revealed in fresh leak
- Clinton warns Trump's proposed budget cuts would endanger US security
- Twitter tweaks 140 character limit in replies | aerospace |
http://www.rocketrycarolina.org/rockcaro/2012/4/6/epic-april-launch-helicopter-rides-sunday-422.html | 2013-12-04T20:42:56 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163037418/warc/CC-MAIN-20131204131717-00061-ip-10-33-133-15.ec2.internal.warc.gz | 0.928757 | 108 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__107351908 | en | I’m happy to announce another exciting event for April’s launch. Weather permitting, Michael Hollowell is flying a helicopter down on Sunday, April 22. So for Aprils launch we have something for everyone!
Helicopter Rides (all prices are per seat, up to 3 seats or max gross weight
per flight) :
While the racks are being loaded:
$40 around the Field
While the racks are being launched:
$125 Lowes MotorSpeed Way / Concord (min 2 booking) | aerospace |
https://www.monch.com/mpg/news/missile-defence/7948-israel-delivers-iron-dome-to-us.html | 2021-07-28T03:14:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153521.1/warc/CC-MAIN-20210728025548-20210728055548-00642.warc.gz | 0.943915 | 294 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__149961071 | en | During the first weekend of the year, the Israel Missile Defense Organization (IMDO) delivered the second of two IRON DOME batteries, developed by Rafael Advanced Defense Systems, to the US Army, the company announced on 4 January.
“The delivery of the IRON DOME to the US Army once again demonstrates the close relations between the Israel Ministry of Defense and the US Department of Defense, the effectiveness of the system against various threats, and the excellent technological capabilities of Israeli industries. I am confident that the system will assist the US Army in protecting American troops from ballistic and airborne threats as well as from developing threats in the areas where US troops are deployed on various missions,” commented Israel’s Defence Minister, Benny Gantz.
In August 2019, the agreed to procure two IRON DOME batteries. The first was delivered last September and is already undergoing a process of implementation in the US. The second battery was delivered in accordance with the agreement and project schedule.
The MMR radar for IRON DOME is developed by Israel Aerospace Industries’ (IAI) ELTA subsidiary and the C2 system by mPrest. Israel’s multi-layered defence system against airborne threats, developed by the IMDO, consists of the IRON DOME, DAVID’S SLING, ARROW-2 and ARROW-3 weapon systems.
Click here for a brief video relating to the delivery | aerospace |
https://www.beverlyhillsmagazine.com/multipurpose-helicopter-the-eurocopter-as365-n3/ | 2023-10-04T04:30:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511351.18/warc/CC-MAIN-20231004020329-20231004050329-00400.warc.gz | 0.920939 | 807 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__20250810 | en | Eurocopter AS365 N3 is a twin-engine helicopter and a member of the Dauphin family. It’s a medium-size multipurpose helicopter. As a result, this model fits well with civil and military operations. That’s why, after so many years since its inception, the helicopter is still a darling for special functions.
The initial model was Aerospatiale SA 365 Dauphin 2 developed in France by Aerospatiale firm. However, the name changed after the firm merged with Eurocopter in the 1990s. Later on, Eurocopter changed its name to Airbus Helicopters.
The Design Aspect of this Multipurpose Helicopter
The AS365 N3 features one of the most successful designs. It’s majorly used for corporate transport, airborne law enforcement, emergency medical services (EMS), electronic news gathering, and search & rescue. It also comes with a distinctive fenestron rotor tail synonymous with all Dauphin. Besides that, the fuselage features anti-corrosion protection.
The fuselage of AS365 N3 comes with a lavish cabin, a luggage compartment, and a removable tricycle landing gear. It has four doors, two on the cockpit and two sliding doors on both sides of the cabin. Plus, the manufacturer added boarding steps to ease in and out movement.
In total, the multipurpose helicopter accommodates 12 passengers and two pilots. However, this number reduces to seven passengers if you opt for a luxury layout.
The composite material of this rotorcraft comes from different sources. Take the rotor blades as an example; they’re built using carbon fiber. Apart from that, the structural design includes a reinforced system with hoists and cargo slings. Also, on the fuselage surface, they have mooring lines and gripping points installed.
The cockpit highlights sophisticated designs and advanced avionics. Once inside, you can’t afford to overlook the latest generation of mechanical assemblies and electrical systems. Other notable instruments include the 10.4 touch screen display, automatic voice alarm device, and flight data management system. These also include the health and usage monitoring system and digital audio communication system.
Performance of this Multipurpose Helicopter
On top of being multipurpose, this cool helicopter flies in regions with significant altitude. It can also fly in areas with hot temperatures with ease. Interestingly, one pilot can fly AS365 N3 with the help of instrument flight rules. It contains a 4-axis dual digital automatic flight control and auto-pilot system.
The helicopter comes with 635kW Arriel 2C turboshafts and a single channel digital engine with manual reversion. Likewise, the redesigned composite rotor tail fenestron consists of ten blades. But since they wanted to reduce noise output, they arranged the blades asymmetrically.
The AS365 N3 twin-engine can go for a range of 793km at a cruise speed of 269km/h. Its climb rate stands at 408m/m, while its gross weight is 4,300 kg (9,500lb), and its certified ceiling height is 19,500ft. Plus, the helicopter’s takeoff and landing distance are 50ft.
The Market Price of Eurocopter AS365 N3
If you are looking to buy a helicopter with luxury touches and versatile capability, one of the AS365 N3 models is available for sale. For more information and price details, contact Nigel Watson Limited.
Currently, there are so many developed variations and specialized versions of this Dauphine. However, most of those designs are for military and rescue operations. For example, the Eurocopter panther and HH/MH-65 Dolphin. Also, China produced a few variations of this Dauphin: the Harbin Z-9 and the Eurocopter EC155. | aerospace |
https://www.uavfordrone.com/product/payload-drop-release-mechanism-system-for-dji-agras-t20-t40/ | 2024-03-02T10:33:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475806.52/warc/CC-MAIN-20240302084508-20240302114508-00170.warc.gz | 0.885235 | 217 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__75887662 | en | Payload drop release mechanism system for DJI Agras T20 T40, max drop weight 40Kg, the TD40 heavy-load drop release hook are perfectly suitable for DJI T40 and T20 agriculture spraying drone. Each single drop hook of this series can bear 10kg. TD40 has 4 built-in drop release hooks, which can load 40kg of payload at a time. The TD40 drop release system comes with a radio data transmission module, and the maximum control distance is 2 km. The ground end is designed as an extension component of the remote control of the DJI Agras drone, which can complete the drone flight and delivery work by one person.
- Heavy-load drop release hook, special for DJI Agras agriculture spraying drone, DJI T20, T40.
- Each hooks max payload capacity 10Kg, total 40Kg,
- Comes with a data transmission module, real-time monitoring drop release via the DJI remote control,
- Quick-release design, easy to install. | aerospace |
https://leodesignnyc.com/blogs/journal/one-giant-leap-for-mankind-unfinished-7-20 | 2023-11-29T04:33:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100056.38/warc/CC-MAIN-20231129041834-20231129071834-00015.warc.gz | 0.941308 | 787 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__275258371 | en | "The Eagle has landed."
With these words, the Apollo 11 Lunar Module touched-down in the Mare Tranquillitatis ("The Sea of Tranquility") on the moon's grey and dusty surface. NASA was meticulously ticking another box—each step a milestone in American (and Humanity's) history, science and knowledge. It happened fifty years ago today.
After 76 hours en route to the moon (some 240,000 miles), three astronauts were just hours away from completing their historic mission: to set human foot upon the moon. Astronaut Michael Collins stayed behind, manning the Command Module "mothership", while Neil Armstrong and Buzz Aldrin descended to the moon in the Lunar Module (the Eagle) which would spend some 21 hours on the moon's surface. Like the rest of the multi-segment Apollo 11 rocket, the Eagle was made in two parts: a descent stage which powered the landing upon the moon surface (and was left behind), and an ascent stage which got the two men back to the mothership. The descent apparatus still sits on the moon to this day, bearing a plaque which reads: "Here men from the planet Earth first set foot on the moon July 1969, A.D. We came in peace for all mankind."
Fifty years ago today, at 4:17 Eastern Time, Neil Armstrong stepped out of the Eagle and took "One small step for man. One giant leap for mankind." Nineteen minutes later, Buzz Aldrin joined his boss outside the lunar module. The two men spent less than three hours outside—planting a flag, taking pictures, disposing of "poo bags"—before climbing back into the part of the Eagle which would return to the Command Module (and, no doubt, an inquisitive Michael Collins).
Four days later (on 24 July), the world watched again as the Lunar Module splashed-down dramatically into the Pacific Ocean. The craft landed upside-down, whereupon inflatable bags were deployed which righted the capsule. Helicopters, deployed from the nearby USS Hornet, soon appeared at the site and divers jumped into the water, followed by life rafts. The module (and the astronauts) were wiped-down with disinfectants as a precaution, just in case they were carrying any pathogens back from the moon. The astronauts spent the next 21 days in quarantine before emerging as enduring national heroes.
It's important to remember that NASA accomplished this tremendous feat 50 years ago—well before the technological advancements which we enjoy today. The scientists were able to foresee and compensate for every possible eventuality, mostly using pencil and paper. And one can not overstate the extraordinary impact this accomplishment had on American culture, its attitude about advancement and its confidence as a leader among nations.
This little bronze Rocketman has never been to the moon. In fact, he's never been outside of Earth's gravitational pull. Nevertheless, he will help you dream of the great beyond while he sits on your desktop or mantelpiece. Click on the photo above to learn more about him.
Though our Greenwich Village store is now permanently closed, LEO Design is still alive and well! Please visit our on-line store where we continue to sell Handsome Gifts (www.LEOdesignNYC.com).
We also can be found in Pittsburgh's historic "Strip District" at Mahla & Co. Antiques (www.mahlaantiques.com) or in Canonsburg, Pennsylvania at The Antique Center of Strabane (www.antiquecenterofstrabane.com).
Or call to arrange to visit our Pittsburgh showroom (by private appointment only). 917-446-4248
Follow us on Instagram: "leodesignhandsomegifts"
Follow us on Facebook: "LEO Design - Handsome Gifts" | aerospace |
http://www.helinetwork.com/?lang=en | 2021-08-05T13:07:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155925.8/warc/CC-MAIN-20210805130514-20210805160514-00217.warc.gz | 0.775519 | 249 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__129340823 | en | Welcome to HNI,
The specialist in helicopters support, the ultimate source to provide Bevel Reduction Gearbox, Epicyclic Reduction Gearbox, MGB, TGB, Engines, Servo Control and others for Airbus, Bell and Leonardo aircrafts. We have also many Pratt&Whitney, Honeywell and Rolls-Royce components available.
Since 1995, Helinetwork INTERNATIONAL has been the ultimate source for civilian and military helicopter spare parts from all helicopter range Airbus, Bell, Leonardo and Sikorsky…
2017 – SAFRAN HELICOPTER ENGINES certified distributor.
2018 – SECAN certified distributor
2019 – LISI AEROSPACE CARGO EQUIPMENT certified distributor
2020- TEHC-TOOL PLASTICS; COLLINS AEROSPACE & THALES Certified distributor
HNI is also SERVAT’s commercial representative. It’s able to overhaul and repair starter generators like 150SG-XXXQ series, 23032-XXX series, 23081 series, 160SGXXXQ series… – Read more here –
We guarantee timely deliveries, traceability and attractive prices for ours helicopter spare parts
Keep on flying safely! | aerospace |
http://www.xjs.us/astonishing-new-video-lets-you-see-pluto-like-never-before.html | 2017-08-16T19:26:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886102393.60/warc/CC-MAIN-20170816191044-20170816211044-00566.warc.gz | 0.912658 | 401 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__165319349 | en | From the outer fringes of the solar gadget, tiny Pluto looms large in a newly launched NASA video that unearths striking detail from the dwarf planet.
the distance agency used knowledge gathered by way of the new Horizons spacecraft all over its 2015 flyby of Pluto to create the photos of its rugged mountain levels and icy plains.
“This dramatic Pluto flyover starts over the highlands to the southwest of the nice expanse of nitrogen ice simple informally named Sputnik Planitia, ” NASA stated in a press release.
“The viewer first passes over the western margin of Sputnik, where it borders the dark, cratered terrain of Cthulhu Macula, with the blocky mountain levels located inside the plains seen on the right.
“The excursion moves north past the rugged and fractured highlands of Voyager Terra after which turns southward over Pioneer Terra – which exhibits deep and huge pits – ahead of concluding over the bladed terrain of Tartarus Dorsa in the some distance east of the come upon hemisphere,” NASA mentioned.
Two years in the past, New Horizons sent home the primary close-up photographs of Pluto and its moons, including its greatest – Charon.
to emphasise Pluto’s topography, the dwarf planet’s reduction is exaggerated by an element of 2 to three instances, while the skin colors of Pluto and Charon also are better within the video, NASA stated.
“The complexity of the Pluto system — from its geology to its satellite tv for pc system to its atmosphere — has been past our wildest creativeness,” mentioned Alan Stern, New Horizons main investigator from the Southwest Analysis Institute in Boulder, Colo.
“All Over we turn are new mysteries. Those new maps from the landmark exploration of Pluto by means of NASA’s New Horizons mission in 2015 will help get to the bottom of these mysteries and are for everyone to revel in.” | aerospace |
https://planetarygeolog.blogspot.com/ | 2019-10-18T00:01:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986677230.18/warc/CC-MAIN-20191017222820-20191018010320-00381.warc.gz | 0.950989 | 1,521 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__141841332 | en | |Crash site of the Schiaparelli lander as viewed by the |
High Resolution Imaging Science Experiment on the
NASA Mars Reconnaissance Orbiter,
imaged on October 25th, 2016.
Image Credit: NASA/JPL/University of Arizona
The Schiaparelli Descent and Landing Demonstrator Module (EMD) crashed into the Martian surface on October 19th at approximately 3 pm (Greenwich Mean Time). The crash was viewed by no less than three instruments. Data from the lander’s descent was recorded by the ExoMars Trace Gas Orbiter (TGO), which had travelled to Mars with the Schiaparelli lander. Collection and transfer of data was also assisted by the ESA Mars Express orbiter, which has been parked at Mars since December of 2003, when it too lost its accompanying lander the Beagle 2. In addition, measurements were made from Earth, using the Giant Metrewave Radio Telescope (GMRT), an experimental telescope array located near Pune, India. Scientists and engineers are still poring over this glut of data to determine what happened. However, several details have already become clear.
Image Credit: ESA – B. Bethge
Schiaparelli’s 6-minute descent through the martian atmosphere was intended to proceed in three stages. The first stage was to be free-fall under the protection of two heat shields, at front and back of the module. In stage two, a parachute (12 meters in diameter) was to be deployed, reducing the lander’s descent speed. In the third and final stage, the parachute and back shield were to be released, so that a set of nine thrusters could fire, further slowing the lander down and bringing it to a soft landing at Meridiani Planum near the martian equator.
Preliminary analysis of the collected data indicates that, for some reason, the thrusters switched off prematurely at a height of 2-4 km above the martian surface. This resulted in a long free-fall for the lander module, much longer than had been planned, and the lander crashed into the surface at speeds of more than 300 km/h. The hydrazine propellant tanks, which fueled the thrusters, are expected to have still been fairly full when the thrusters switched off, so they may have exploded on impact. The descent data is still being analyzed, so more accurate details may become available in the future.
But monitoring the lander’s descent was not the only observation that was planned for Schiaparelli. Two cameras on NASA’s Mars Reconnaissance Orbiter (MRO) spacecraft were scheduled to image the predicted landing ellipse, a 100 km by 15 km area where the lander was expected to touch down. This allowed the location of the crash to be identified and the aftermath to be studied.
|Crash site of the Schiaparelli lander as viewed by the Context Camera on the NASA Mars Reconnaissance Orbiter. Image on the left shows the full view, while the image on the right shows a zoomed-in view. Both images toggle between data collected on Oct. 20th, just after the crash, and data collected on May 29th, five months before the crash. The images are located at approximately 2 degrees south latitude and 354 degrees east longitude, are oriented with north towards the top, and have a resolution of 6 m/pixel.|
To learn more about this image, go to this ESA website.
Image Credit: NASA/JPL-Caltech/MSSS
The discovery image shows the locations of two distinct components of the lander module. The dark fuzzy patch in the upper part of the image is where the lander crashed, forming an impact crater. The crater itself is fairly small, while the bulk of the dark patch, which is roughly 15 x 40 meters in size, represents surface material that was disturbed by the impact. Below the lander crash site, a small white dot can be seen. This is the module’s jettisoned parachute.
|Higher resolution images of the Schiaparelli lander as viewed by NASA’s Mars Reconnaissance Orbiter HiRISE camera on Oct. 25th. Zoomed-in views are provided for each identified impact point resulting from module’s crash.|
In the image, north is up; west is to the left, and the resolution is 29.5 cm/pixel. The brightness of the zoomed-in sections have been individually adjusted to best reveal the features in question. In addition, the image is corrected to adjust for the fact that HiRISE acquired them at an oblique angle. As a result, the scale bar in the main image is only indicative.
To learn more about this image, go to this ESA website.
Image Credit: NASA/JPL-Caltech/University of Arizona
The Schiaparelli lander’s impact site consists of a central dark spot, an asymmetrical deposit around the dark spot, and a long dark arc on the north-east side. The dark spot is about 2.4 m across, which is consistent with a crater made by a 300 kg object impacting at a few hundred km/h. The crater is predicted to be about 50 cm deep and it is hoped that more details will be visible in future images. This will be necessary to help explain the enigmatic asymmetric and arc features, which are currently not well understood.
Asymmetrical deposits are not uncommon around impact craters, but such craters are usually formed by meteors travelling at speeds of 40,000 – 80,000 km/h. In such cases, the presence of asymmetric debris around a crater implies that the meteor came in at a low angle (closer to horizontal), so material was ejected from the crater in a preferred direction, with more ejecta material deposited in the direction of travel. However, the Schiaparelli lander is thought to have been travelling at only 300 km/h and descending almost vertically at the time of impact, so directed ejecta would not be expected. Also, the lander entered the atmosphere travelling from west to east. Thus, even if the impact was not vertical, the preferred direction for ejected material would have been to the east of the crater, not to the west as is seen in the HiRISE imagery. It is possible that the module’s propellant tanks exploded in a westerly direction, producing the asymmetrical ejecta, but more analysis is required to confirm this idea.
The long dark arc to the north-east of the crater is also currently unexplained. One suggestion is that an exploding propellant tank may have created this arc by disturbing the surface soil.
Despite many remaining questions, the abundant data from the Schiaparelli EDM crash is allowing us to study an extra-planetary accident in more detail than has ever been possible before. We can only hope that more data will bring more insights into how to avoid such disasters in the future.
Mars Reconnaissance Orbiter views Schiaparelli Landing Site.
ESA ExoMars News, Oct. 21, 2016
Detailed Images of Schiaparelli and its Descent Hardware on Mars.
ESA ExoMars News, Oct. 27, 2016 | aerospace |
https://www.flying-crews.com/2019/07/flying-as-cabin-crew.html | 2022-07-05T03:18:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104512702.80/warc/CC-MAIN-20220705022909-20220705052909-00055.warc.gz | 0.954029 | 939 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__285330632 | en | FLYING AS A CABIN CREW
Air Cabin Crew members provide excellent customer service to passengers while ensuring their comfort and safety throughout the flight. Crew are trained to deal with security and emergency situations which may arise and can administer first aid to passengers.
Cabin Crew is everyone that works on board an aircraft. Flight Attendants, Senior Flight Attendants, Pursers, On board chefs – all of them are part of the Cabin Crew. They are all a part of the team that is responsible for your well-being on a flight
The role of a flight attendant is to "provide routine services and respond to emergencies to ensure the safety and comfort of airline passengers while aboard planes". However, particularly in the USA flight attendants often state that they are there "primarily for [the passenger's] safety". Typically, flight attendants require holding a high school diploma or equivalent, and in the USA the median annual wage for flight attendants was $50,500 in May 2017, higher than the median for all workers of $37,690.
The number of flight attendants required on flights is mandated by each country's regulations. In the USA, for light planes with 19 or less seats, or, if weighing more than 7,500 pounds, 9 or less seats, no flight attendant is needed; on larger aircraft, one flight attendant per 50 passenger seats is required.
The majority of flight attendants for most airlines are female, though a substantial number of males have entered the industry since 1980
Prior to each flight, flight attendants attend a safety briefing with the pilots and lead flight attendant. During this briefing, they go over safety and emergency checklists, the locations and amounts of emergency equipment and other features specific to that aircraft type. Boarding particulars are verified, such as special needs passengers, small children travelling as unaccompanied or VIPs. Weather conditions are discussed including anticipated turbulence. Prior to each flight a safety check is conducted to ensure all equipment such as life-vests, torches (
flashlights) and firefighting equipment are on board, in the right quantity, and in proper condition. They must monitor the cabin for any unusual smells or situations. They assist with the loading of carry-on baggage, checking for weight, size and dangerous goods. They make sure those sitting in emergency exit rows are willing and able to assist in an evacuation and move those who are not willing or able out of the row into another seat. They then must do a safety demonstration or monitor passengers as they watch a safety video. They then must "secure the cabin" ensuring tray tables are stowed, seats are in their upright positions, armrests down and carry-nos stowed correctly and seat belts are fastened prior to take-off. All the service between boarding and take-off is called Pre-Take off Service.
Once up in the air, flight attendants will usually serve drinks and/or food to passengers using an airline service trolley. When not performing customer service duties, flight attendants must periodically conduct cabin checks and listen for any unusual noises or situations. Checks must also be done on the lavatory to ensure the smoke detector hasn't been disabled or destroyed and to restock supplies as needed. Regular cockpit checks must be done to ensure the health and safety of the pilot(s). They must also respond to call lights dealing with special requests. During turbulence, flight attendants must ensure the cabin is secure. Prior to landing, all loose items, trays and rubbish must be collected and secured along with service and galley equipment. All hot liquids must be disposed of. A final cabin check must then be completed prior to landing. It is vital that flight attendants remain aware as the majority of emergencies occur during take-off and landing. Upon landing, flight attendants must remain stationed at exits and monitor the air plane and cabin as passengers disembark the plane. They also assist any special needs passengers and small children off the air plane and escort children, while following the proper paperwork and ID process to escort them to the designated person picking them up.
Flight attendants are trained to deal with a wide variety of emergencies, and are trained in first aid. More frequent situations may include a bleeding nose, illness, small injuries, intoxicated passengers, aggressive and anxiety-stricken passengers. Emergency training includes rejected take-offs, emergency landings, cardiac and in-flight medical situations, smoke in the cabin, fires, depressurization, on-board births and deaths, dangerous goods and spills in the cabin, emergency evacuations, hijacki
ngs, and water landings.
Yashashree Bhorkar (MBA)
Aviation HR Intern | aerospace |
http://www.mydaytondailynews.com/news/news/local-military/wright-patt-general-honored-for-education-work/nYz93/?icmp=daytondaily_internallink_invitationbox_apr2013_daytondailystubtomydaytondaily_launch | 2014-03-12T01:21:42 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394020561126/warc/CC-MAIN-20140305115601-00009-ip-10-183-142-35.ec2.internal.warc.gz | 0.905015 | 173 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__168496797 | en | Dayton Defense will recognize the Air Force’s first female four-star general and a former commercial pilot for their contributions to science-related education.
Gen. Janet C. Wolfenbarger, a Beavercreek High School graduate and commander of the Air Force Materiel Command, will receive a Lifetime Achievement Award for her high-profile career and support of women pursuing science, technology, engineering and math education.
Zoe Dell Lantis Nutter, of Xenia, and a pioneer commercial pilot, will have a STEM scholarship for women named after her.
The two will be recognized at the Dayton Defense and Dayton Defense Educational Foundation charity dinner Sept. 28 inside the Dayton Racquet Club in the Kettering Tower in downtown Dayton.
For information or to register for the event, log onto www.daytondefense.org. | aerospace |
https://ideaindia.org.in/2016/10/ | 2021-12-02T03:30:41 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964361064.69/warc/CC-MAIN-20211202024322-20211202054322-00070.warc.gz | 0.9292 | 249 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__44893875 | en | India’s Light Combat Aircraft (LCA) together with its variants, is the smallest and lightest Multi-Role Supersonic Fighter Aircraft of its class. This single engine, Compound-Delta-Wing, Tailless Aircraft is designed and developed by ADA with HAL as the principal partner along with DRDO, CSIR, BEL, DGAQA, IAF& IN to meet diverse needs of the Indian Air Force (IAF).
The HAL Dhruv is a utility helicopter developed and manufactured by India’s Hindustan Aeronautics Limited (HAL). Thisis powered by twin 1000shpTurbomeca TM333-2B. Turboshafts are mounted above the cabin and drive a four-blade composite main rotor can be manually folded.The blades are mounted between cruciform-shaped carbon-fibre-reinforced plastic plates on a fibre elastomer constructed rotor head.The ALH makes use of an advanced integrated dynamic system which combines several rotor control features into an integrated module. The helicopter is of conventional design and about two-thirds by weight of composite construction. The high tail boom allows easy access to the rear clamshell loading doors. | aerospace |
http://radiotec.ru/article/7649 | 2020-08-08T00:33:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737233.51/warc/CC-MAIN-20200807231820-20200808021820-00107.warc.gz | 0.883635 | 452 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__196327433 | en | V.F. Fateev, A.P. Papkov, G.V. Kremez
Small satellite «Mojaetcs-4» was launched on September 27 2003 from cosmodrome of Plesetsk. The orbit height is 693 km, inclination 98,2°, orbital period 95.81 min.
The purpose of «Mojaetcs-4» launch was study of construction principals and application fields of super-small satellites.
The satellite weight is 59 kg. Its shape is close to spherical of about 800 mm diameter. Control of onboard equipment is provided by terrestrial complex “Doka N”.
By November 2009 the small satellite «Mojaetcs-4» has made 32945 revolutions around the Earth.
The satellite is widely used in educational process in institutes of higher education of the country.
Mounted onboard of «Mojaetcs-4» navigator of GLONASS/GPS user and control channel make it possible to utilize the satellite for adjustment of ground-based radars. Adjustment sessions of Doppler radar “Kalina” were fulfilled successfully.
Equipment “Oblik” placed on the bottom of the small satellite is destined for experiments on laser space communication. Exploitation has shown a durability of equipment to vibrations during the satellite launch, radiation durability in the open space and reliability of operation in wide temperature range. The experiment is in progress.
An experiment on testing of radiation durability of microcircuits of RAM “Prizma-2” confirms a possibility of reduction of protection by several times, that is principal at construction of super-small satellites.
Now space ‘old resident’ «Mojaetcs-4» continues to work in normal mode. The temperature onboard is comfortable, 10-16°. Orientation is stable, gravitational. Power supply is sufficient. Almost all systems of the small satellite function and provide fulfillment of the assigned tasks.
The authors suggest all volunteers to take part in the experiments with the small satellite on adjustment of GLONASS-GPS equipment using high-precision lidars by measuring the range to optical retroreflectors of the satellite. | aerospace |
http://rca-electronics.com/mavic-pro-quadcopter-drone-dji-mavic-air-review-2018/ | 2018-09-25T00:13:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160842.79/warc/CC-MAIN-20180924224739-20180925005139-00125.warc.gz | 0.962977 | 2,080 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__15242838 | en | DJI’s Mavic Pro made waves for its mobility: It was the first drone to have arms that folded against its body, making it supercompact. Since it released, several others have actually fielded knockoffs with a comparable layout, however it resembles only DJI can knock the Mavic Pro off its perch as our preferred cam drone. And also it has, with the Mavic Air.
Smaller (and also $200 much less) compared to the Pro, the $799 Air additionally has folding arms as well as the same 4K electronic camera and also gimbal as the Pro. However the latest model additionally has a new object-avoidance setting that makes it also less complicated to pilot in slim spaces. It’s the most effective video camera drone yet.
It’s like the Mavic Pro, only smaller. The Mavic Air has a sleek look with jumping contours that make it resemble it’s flying, even when it gets on the ground. Like the Pro, the Air’s 4 arms turn outside from the main body for flight setting.
When folded, the Mavic Air has to do with 3.5 inches broad and 6.5 inches long. With the arms expanded, the drone expands to regarding 7 inches broad, not including its rotors.
The Mavic Air has a smooth appearance with swooping contours that make it resemble it’s flying, also when it’s on the ground.
The front of the drone houses its 4K cam and also three-axis gimbal, which is the same as on the a lot more costly Mavic Pro. Right here, though, the cam is safeguarded on 2 sides by the drone’s body. On the Pro, the electronic camera was a lot more revealed, so a clear plastic shroud was needed to secure it throughout transport. Mavic Pro Quadcopter Drone
The Air is studded with sensing units that help it browse its setting: Over the primary cam are two progressive sensing units, while the underside and rear add two more sensors each.
The bulk of all-time low of the Air is occupied by its removable battery, which has 4 lights to indicate what does it cost? fee it has.
Just like the controller for the DJI Spark, the Mavic Air’s controller has two arms that extend from the text to hold your mobile phone in position. I like that the Air’s controller uses a physical cable television to attach it with your phone (there are adapters for Android as well as iphone tools); with the Spark, you had to first set your phone wirelessly with the controller, and afterwards with the drone– a minor however frustrating added step.
Otherwise, the Air’s controller is much the same: 2 joysticks regulate elevation and motion, while shoulder buttons rotate the video camera, take images and also video. Other buttons on the face land the Air, engage Sporting activity setting and also power the controller on and off. Whatever is laid out well. Any person who’s made use of a PS4 or Xbox controller in the last years will have no worry identifying ways to make use of the Air’s version.
One more good touch: The controller sticks for the Air unscrew and also could be stored in the body of controller, that makes it a lot easier to lug around. I appeared to always neglect this, though, and also needed to unfold the controller’s arms, stow the sticks and also fold up the arms back up once again.
If you intend to skip the controller entirely, the Mavic Air, like the Spark, can be regulated making use of nothing more than hand activities. You could release the Air, relocate up, down, right as well as left, as well as take images as well as videos.
These gestures all functioned rather well, but in some cases, I would certainly need to attempt a couple of times before the Air’s camera would certainly recognize my hand activity. The Air’s range is likewise restricted to regarding 20 feet in this mode, considering that the cam should have a clear view of your hand. Mavic Pro Quadcopter Drone
Just like all DJI’s drones, the Mavic Air was an exceptionally simple drone to fly. It floats well in all yet very strong wind gusts (the application will certainly caution you if it’s too windy) and also zips around effortlessly.
A brand-new feature called Advanced Pilot Assistance Systems (APAS) will create the Air to immediately fly about things, such as trees and also shrubs. When that attribute is activated, the Air flies a bit slower than usual, yet APAS works well. I found it was especially helpful when I flew the drone with wooded locations. Nevertheless, the Air does not go back to its initial course after dodging an object; you’ll need to reorient it by hand.
In Sporting activity setting, the Mavic Air moves. According to DJI, it can hit speeds of as much as 48 miles per hour. While I do not have a radar weapon, the drone covered the approximate length of a football area in concerning 3 secs, and also seemed like a bat from heck doing so.
Video and Image Quality
As it has the same 4K video camera and also three-axis gimbal as the much more pricey Mavic Pro, video clips and also pictures taken with the Mavic Air were excellent.
The cam did an excellent task getting used to various lighting conditions. In one scenario, I released the drone at dusk, dealing with the setup sun. As it climbed into the air, the Mavic Air was able to maintain your houses in the darker foreground effectively lit, while still flaunting the glowing shades of the sunlight. I did notice a little noise in the darker areas, but that’s to be anticipated.
On a clear winter season’s day, the Mavic Air’s video camera was sharp sufficient to ensure that I might make out the skyscrapers in Manhattan, regarding 15 miles away.
Saving 4K videos takes a little longer than lower-res files. After I stopped a recording, the Air would certainly typically take around 10 to 15 secs to complete refining just what it had actually just videotaped.
In HDR mode, the Mavic Air could take a collection of three photos at different exposures as well as incorporate them into a single shot. I likewise such as that the drone stores each photo separately, so you could use an image editor to modify the HDR yourself.
It ended up being a bit irritating to dig through food selections on DJI’s app to find things such as the panorama or spherical mode for the Mavic Air video camera.
As with the Spark, the Air has a few autonomous trip modes, called QuickShots, that let you record some rather significant video clip. The two most recent, Asteroid as well as Boomerang, are rather wild; Asteroid has the drone fly approximately a pre-programmed elevation and also take a 360-degree image. And after that it incorporates that with a video clip as it flies to you. Mavic Pro Quadcopter Drone
Through the DJI app, you obtain pretty granular controls over the camera, allowing you adjust direct exposure, shutter speed as well as more. Nevertheless, it came to be a bit frustrating to dig via food selections to locate things such as the scenic view or round setting for the video camera.
An additional nitpick: When I switched from video clip to image setting, the application’s user interface resized and also shrank to represent the various element proportion of still shots. Nonetheless, this additionally pressed all the on-screen controls.
DJI states that the Mavic Air ought to stay aloft for about 20 mins, and also I discovered that to be close to precise. That’s just a couple of mins less compared to the Mavic Pro, and definitely an affordable trade-off, given the lower price of the Air. The drone ships with a single battery, which can quickly be exchanged out; bonus cost $79 each.
On its own, the Mavic Air sets you back $799, and also can be found in white, black or red. It consists of a controller, two sets of props, prop guards, a battery charger for a solitary battery as well as an instance for the drone itself.
The Fly More Combo ($ 999) includes the controller, three collections of props, 3 batteries, a charger that can fit 4 batteries, plus a carrier bag-style carrying instance that can accomodate the drone, batteries and controller, along with a spare set of props. The bag itself is very attractive as well as made it really practical to carry every little thing.
A third plan, which set you back $1,299, includes whatever in the Fly More bundle and also adds in a collection of DJI goggles, for a first-person view from the drone.
When the Mavic Pro came out, I assumed DJI had made the best drone ever. With the Mavic Air, it’s once more made a drone that’s the envy of all others. The Mavic Air is mobile, maneuverable, takes great pictures and also video, and comes packed with a variety of rewards, such as the automatic camera modes as well as object evasion. At $799, it’s $200 much less than the Mavic Pro, yet provides nearly all of the very same features. (I ‘d spring for the $999 Fly More package to obtain 2 extra batteries, the carrying case as well as the charger.) If you’re seeking the most effective well-rounded customer drone, the Mavic Air will fly you right.
Go here to get your personal DJI Mavic Air. Mavic Pro Quadcopter Drone | aerospace |
https://www.babelcube.com/user/daniel-ford | 2022-10-02T12:16:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337322.29/warc/CC-MAIN-20221002115028-20221002145028-00713.warc.gz | 0.900027 | 145 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__203815511 | en | Three novels published by Doubleday; two of them released as mass-market paperbacks.. Several outdoor books published by Countryman Press and other regional publishers. Flying Tigers: Claire Chennault and His American Volunteers, 1941-1942 published by Smithsonian Institution Press 1991, winner of Award of Excellence from Aviation / Space Writers Association, revised and updated edition published by HarperCollins 2007. Self-published digital and paperback books under the imprint of Warbird Books, 2007-present. Contributor to Wall Street Journal, Air & Space / Smithsonian, Skiing, Michigan War Studies Review, and The Nation.
Adventures in learning to fly a 50-year-old airplane | aerospace |
https://eaglepubs.erau.edu/introductiontoaerospaceflightvehicles/chapter/finite-wing-characteristics/ | 2023-12-03T07:15:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00299.warc.gz | 0.933789 | 8,727 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__74191324 | en | When the flow passes over a finite wing, i.e., a wing with a definitive span from tip to tip, the downstream flow is characterized by forming a trailing wake system comprised of swirling flows called wing tip vortices, an example shown in the photograph below. These vortices are like horizontal tornados and contain high rotational “induced” flow velocities, particularly near their centers, extending out for more than a wing span. The vortices are left in the path behind the wing, significantly affecting the aircraft’s aerodynamics, primarily increasing its drag, called induced drag. Wing-generated vortices will form along the edges of the wing tips (or at the end of the winglet) or wherever else on the wing there is a significant spanwise change in the pressure and lift distribution, such as at the side edges of the flaps.
The most significant aerodynamic effects of these wing tip vortices or tip vortices are on the aircraft’s wing, producing a vertical downwash flow velocity over its surface, especially near the wing tips. This downwash is of sufficient magnitude to alter the angle of attack of every wing section and, subsequently, the amount of aerodynamic lift and drag produced on the entire wing. Consequently, finite-span wings have different aerodynamic characteristics from those of two-dimensional airfoils. The wing’s aerodynamic characteristics depend on its shape, including its chord distribution, span and aspect ratio, spanwise twist, and other factors, such as if the wing has a winglet.
- Appreciate the physical nature and effects of the trailed wake system behind a wing of finite span.
- Understand the essential aerodynamic characteristics of finite wings, including the effects of wing aspect ratio on lift and drag.
- Know how to interpret and use a drag polar for a finite wing and an aircraft.
Origin of Trailing Vortices
The formation of vortices behind finite wings has been studied for over a century. Frederick Lanchester conducted some of the first investigations in the early 1900s, whose book on the subject eventually led to the development of modern wing theory. By any aerodynamic standard, tip vortex formation is a complex physical process. It is known that when combined with the free-stream flow, the flow in the tip region flows from the lower surface to the upper surface and begins to rotate, forming a swirling or vortical flow trailed behind the aircraft.
This significant aerodynamic behavior is shown in the photograph below, which, in this case, was visualized by using smoke ejected into the wake behind a Boeing 747. The strengths of these vortical flows depend on the magnitude of the pressure gradient at the wing and the tip shape, which in turn is related to the total lift and lift distribution on the wing. A short distance downstream of the wing’s trailing edge, the outer wing tip vortices in the photograph can be seen to be rolled up rather tightly.
To explain the underlying flow physics of tip vortex formation, it should be remembered that there is a static pressure difference between the upper and lower surfaces, which is the source of the lift on the wing. Research has shown that the tip vortex originates from the tendency of flow to curl around the wing tips under the action of this pressure gradient at the wing tips, as suggested by the schematic below. In this regard, the pressure naturally wants to equalize, so the flow moves in a direction from the higher pressure on the lower surface to the lower pressure on the upper surface. The consequence of this behavior is to initiate a rotational motion in the flow, which is the beginning of the formation of the wing tip vortex.
The inherent three-dimensionality of the flow at the wing tip and the tip vortex formation has been researched over many decades, employing experiments and computationally utilizing CFD, an example of the latter being shown below. These results, which can be plotted in terms of flow velocity, pressure, etc., have revealed the complex and intricate aerodynamics of the vortex roll-up. This roll-up process relates to the presence and interaction of three-dimensional boundary layers, flow separation, and shear layers on the wing tip.
One research finding is that the tip vortex formation is an evolutionary process, and it takes some downstream distance before the vortices become fully formed behind a wing. Once they are created, however, they are persistent in that they spin down only slowly under viscosity and turbulence. Another concern is, besides the aerodynamic effects of the vortices on the aircraft itself, the possible impact on a following aircraft, such as near an airport.
Effects of Trailing Vortices
The induced velocity field from a wingtip vortex, in this case from the right wing, is shown in the figure below. Near the center of the vortex, the induced velocity is relatively high. However, the induced velocity decreases inversely with distance from the vortex, so by a semi-span away, the effects diminish significantly. The core region of the wing tip vortex experiences stronger viscous effects, so it rotates more as a solid body. The core is typically very small, however, of the order of 10% of the wingtip chord.
It will now be apparent that the aerodynamic effects of these rolled-up vortices (one from each wingtip) are significant. First, because of their swirling-induced flow field, they will produce a downwash at each wing section. The principle is shown in the figure below. Adding the downwash flow vector to the free-stream flow vector produces a resultant flow velocity (or local relative wind) that turns through an angle , called the induced angle of attack. It will be apparent from this figure that the resultant flow now approaches the wing at a different angle and so now creates an “effective” angle of attack, .
From the geometry of the problem shown above, then the induced angle as given by
which will, in general, be different at each station on the wing, i.e., and . For small angles, which is typical for a wing, then it is sufficient to write that
or, in general, that
Therefore, the effective (and lower) angle of attack of the wing section is now
or, in general, that
This outcome means that the corresponding lift per unit span will be reduced from its two-dimensional value, i.e., the lift obtained without the effects of the downwash flow. Notice that because will typically be much smaller than , then the resultant velocity can be assumed to be , i.e.,
It is of particular significance in this situation that the lift vector takes on a new orientation and is tilted slightly rearward from its original direction in two-dimensional flow. Remember that the lift force, by definition, acts perpendicular to the relative wind, so in this case, it can be seen in the figure above that the lift vector rotates rearward through a small angle . The consequence is that there is now a component of the lift that acts in the downstream direction, which is called the induced drag, , i.e.,
The induced drag component, , is often called “the drag due to lift” because its origin is primarily a consequence of the formation of the wing tip vortices, and these vortices will only form when the wing creates lift. Therefore, the higher the induced downwash from the wing tip vortices, the higher the induced drag, as illustrated in the figure below.
Remember that and represent forces per unit length at each section of the wing, which, in general, will be different, i.e., and . Therefore, the total lift and drag on the wing must be obtained by spanwise integration. Consequently, the total wing lift, , will be given by
where varies from at the left wing tip to at the right wing tip. Similarly, the total induced drag on the wing is given by
Wing Force & Moment Coefficients
When force and moment coefficients are defined for finite wings, a reference length is needed, such as chord length and a reference area. The reference area is usually the projected or planform wing area, . The dimensionless coefficients for a finite wing are defined as:
Normal force coefficient,
Axial (chord) force coefficient,
Moment coefficient about some point ,
Recall that for finite wings, it is generally the convention that the “wing area,” , is based on the projected planform wing area and not the actual surface area. Wing area is obtained by integrating the distribution of wing chord along the span from one wing tip to the other, i.e.,
where . It is important to distinguish the wing area (symbol capital ) from the semi-span of the wing (symbol lowercase ).
For bodies such as aircraft fuselages or road vehicles, may be defined as the body’s maximum cross-sectional area. Other than wings, it should be remembered that the reference area may not be unique, and standard conventions should always be used when defining force and moment coefficients.
Notice in these preceding definitions of the coefficients the use of a reference length in the definition of the moment coefficient, which for a finite wing is usually the mean aerodynamic chord (MAC). Recall that the MAC is the chord of an equivalent rectangular wing that would experience aerodynamic forces identical to the actual wing. The MAC is generally defined as
which, like the wing area, may need to be obtained by spanwise integration.
The wing of a general aviation airplane has a rectangular planform with a span of 30 feet and a chord of 5.25 feet. The aircraft has an in-flight weight of 2,105 lb and is cruising at a true airspeed of 120 kts at a pressure altitude of 3,000 ft where the outside air temperature is 72F. Calculate the lift coefficient of the wing. Assume that all of the lift is carried wing.
Therefore, we need to find the wing area (planform area), , and the air’s density in which it flies, . It is a rectangular wing, so the wing area is 30 x 5.25 = 157.5 ft. The pressure altitude is 3,000 ft with an outside air temperature of 72F. ISA standard temperature at 3,000 ft is 57 – 3.57 x 3 = 48.29F, so 25.71F warmer than standard. From ISA properties, then slug/ft. We are also given the true airspeed, , in kts (knots), which needs to be converted to ft/s, i.e., 120 kts = 202.54 ft/s. Therefore, the operating lift coefficient of the wing is
Drag Polar for a Finite Wing
The net effect of these wing tip vortices on the entire wing, therefore, is a reduction in the lift (for a given angle of attack) and an increase in drag, the primary dependency being the effects of wing span and, specifically, the aspect ratio, as shown in the figure below in terms of the drag polar. These classic results, which are wind tunnel measurements from Ludwig Prandtl’s original work on the subject with his students over a century ago, show that the wing’s aspect ratio significantly affects both lift and drag. Recall that the aspect ratio of the wing, , is defined as the ratio of the square of the wing span to the wing reference area, i.e.,
The Wright brothers discovered the importance of the aspect ratio!
The Wright brothers noticed the importance of aspect ratio in their wind tunnel experiments in 1900, the results from which were reflected in the design of their “Flier” in 1903. Unlike others at the time, including Lilienthal, Whitehead, and Langley, they understood that the ability to build and fly a high aspect ratio wing was the key to successful flight on their limited engine power. Listen to Professor John Anderson discuss the topic of aspect ratio.
The results in the figure above confirm that the aspect ratio of a wing is critically important in aerodynamic analysis because a higher lift-to-drag ratio can be obtained with wings of a higher aspect ratio, i.e., a long, slender wing with a large span relative to its average chord. The physical reason is that the higher the aspect ratio of the wing, the farther the tip vortices are away from more of the wing. Therefore, their effects produce a lower downwash over the wing and less impact on the three-dimensional aerodynamics.
A reminder of the significance of the drag polar, in this case for a finite wing, is now appropriate because it forms a basis for understanding total aircraft performance. An annotated version of a representative polar is shown in the figure below. Notice that the slope of a straight line running from the origin of the graph at (0, 0) to any point on the polar curve is the lift-to-drag ratio of the wing at that operating point.
The tangent point of the line to the drag polar represents the highest slope, and so the operating point for the best lift-to-drag ratio, i.e., the best or , which can be seen to occur at one specific value of the lift coefficient for a given wing as well as its operating Reynolds number and Mach number. The value of represents the part of the drag that is relatively constant and independent of the lift coefficient, i,e., the sum of skin friction and pressure drag or the so-called “parasitic drag, which is sometimes just called “form drag” or “profile drag.”
Calculating the Lift & Drag on a Finite Wing
A finite wing’s lift and induced drag in an ideal “potential” inviscid flow can be calculated using a theoretical formulation known as Prandtl’s lifting line theory. The original formulation assumes an “elliptically loaded” finite wing, which gives, as a consequence, a special case of uniform downwash across the wing span and so the production of the minimum induced drag. The result for the drag can be expressed in coefficient form as
this much-cited equation shows that the “induced” drag coefficient, , is proportional to the squared value of the lift coefficient of the wing, , and inversely proportional to the aspect ratio of the wing, . Prandtl’s results, however, as will be described, can also be generalized to a wing with any form of spanwise lift loading.
The lift and drag on a finite wing can also be deduced from using the conservation laws in integral form, which is a more physically tangible result rather than approaching the problem from the lifting line theory. An elliptically spanwise loaded wing with an induced angle of attack produces a flow with a downwash angle in the trailing wake, i.e., there is a vertical change in time rate of change of momentum of the flow as it passes about the wing, and it is turned through an angle .
Using these principles, the force on the fluid to increase its vertical momentum can be established, and the reaction force then is the lift on the wing. It is found that the lift on the wing is given by
Therefore, proceeding using the standard representation of the lift in terms of lift coefficient , then
Solving for the induced angle of attack of the wing gives
The rearward (aft) pointing component of the lift, which is the induced drag , is then obtained from force resolution (assuming small angles), giving
or simply in the coefficient form that
which is another way of deriving Prandtl’s classic formula for the induced drag coefficient of a finite wing with an ideal elliptical spanwise loading.
In the more general case where the wing is not elliptically loaded, then is not the same at all points over the wing. In this case, the induced drag coefficient is given by
where is known as the wing spanwise efficiency factor, also known as a span factor. In the lifting-line theory, the values of can be calculated by assuming that the spanwise loading over the wing comprises a series of “modes” expressed as a Fourier series.
The theoretically best aerodynamic efficiency () and lowest induced drag are obtained with a wing planform that is elliptical in planform shape with no twist. This wing shape gives an elliptical spanwise aerodynamic loading (i.e., lift per unit span) and uniform downwash over the wing, which, as previously mentioned, is theoretically the minimum induced drag condition, and so . However, this value is unobtainable in any practical wing design.
In practice, values of for a plain wing can range from about 0.01 to 0.1, as shown in the figure below; anything more than 0.1 would usually be classified as a poorly designed wing. However, even a rectangular planform wing will have a reasonably good value of (probably between 0.05 and 0.1) if it has a decent aspect ratio, i.e., , and also uses some wing twist or washout to control the spanwise lift distribution.
The shape of the wing (i.e., its planform) will affect the distribution of lift and the formation of the trailing vortex system, hence the magnitude of the induced drag on the wing. The actual effective aspect ratio of the wing can also be improved somewhat by paying attention to the shape of the wing tips, which can lower the values of if they are suitably shaped, e.g., with more rounded contours or perhaps with the addition of a winglet.
The photograph below illustrates the nature of the spanwise loading over a wing from the process of natural condensation in the low-pressure zones, which can be seen to be nominally elliptically distributed. The highest lift (highest pressure difference) is midspan, and the lowest lift (lowest pressure difference) is at the wing tips. The problem is, however, that even minor deviations from the ideal elliptical form can result in higher induced drag from the wing. Such variations can occur because of interference effects on the wing from the fuselage, engines, undercarriage, external stores, etc.
Examples of the effects of spanwise interference are shown in the figure below, which are for the same approximate value of total wing lift. Notice that the fuselage can produce significant deviations from the ideal elliptical form, perhaps increasing the value of to over 1.15. However, local effects along the wing, such as because of the aerodynamic interference effects produced by an engine, tend to have more minor effects on the values of .
It has already been discussed why the effects of the trailing vortices reduce the lift on the wing. Because a result for the induced angle of attack has been obtained, the lift coefficient for a plain finite wing can now be written as
where is the two-dimensional lift-curve slope of the airfoil section that comprises the wing. Rearranging to solve for gives that
so the lift-curve slope of the finite wing is reduced to
the effects being shown in the figure below; the significant reduction of the lift-curve slope with decreasing wing aspect ratio will be apparent.
This preceding result establishes that the lift-curve slope of a finite wing is reduced by decreasing its aspect ratio. It also confirms that in the limiting case where the aspect ratio becomes large and approaches infinity, the lift-curve slope approaches the two-dimensional lift-curve slope of the wing’s airfoil section, i.e.,
Consider a finite wing with an aspect ratio of 7.2 and a spanwise efficiency factor . The wing comprises an airfoil with a two-dimensional lift-curve slope of 0.10 per degree. Calculate the lift-curve slope of the finite wing.
Notice that a lift-curve slope 0.1 per degree equals = 5.73 per radian angle of attack. The three-dimensional lift-curve slope is calculated using
Drag Polar for an Airplane
Having developed results for the lift and drag of a finite wing, an approximate result for the drag of an entire airplane can now be established. In the first instance, the best approach is to develop the most straightforward possible representation (i.e., in the form of a simple but representative equation) for use in various forms of analysis. The simplest form can be assumed to comprise the sum of the non-lifting and lifting components of drag.
Although there are other lifting surfaces on the airplane, such as the horizontal tail, these contributions can still be included into a single drag contribution so that the drag equation can be represented approximately by
where is the non-lifting part and is the lifting part. This latter equation would be the simplest possible representation of the drag polar for the aircraft.
The factor “” is often known as Oswald’s efficiency factor (after William Bailey Oswald), which can be interpreted as the loss of aerodynamic efficiency from non-ideal effects associated with a non-elliptical spanwise lift distribution, as well as the growth in profile drag on the airfoil sections comprising the wing (in aggregate) with increasing .
Recall from previously that in the lower angle of attack regime, the profile drag coefficient on an airfoil section can be represented by the equation
For a symmetric airfoil (where then will be zero. In the case of a finite wing, the net profile drag from the airfoils that comprise the wing can be written as
With the addition of the induced drag, the total wing drag becomes
If is assumed to be zero or small (typical), then
This means that Oswald’s efficiency factor will be given by
and so the representation for as an equation becomes
where is given by
Values of for practical aircraft typically range from about 1.1 to 1.4, with corresponding values of varying from about 0.7 (average) to 0.9 (very good). At low angles of attack, such as when the aircraft is in cruise, then
and so for these conditions, then
A representative form of the drag polar is shown in the figure below. The non-lifting part depends primarily on the overall shape of the airplane and is usually called the form drag or parasitic drag coefficient. The lifting part is called the induced drag coefficient or, more generally, “drag due to lift,” and it can be seen that this value depends significantly on the wing’s operating lift coefficient.
A table of representative values of and for several aircraft is shown below. Notice that because of the diversity of aircraft designs within one group, it is only possible to give a range of values based on historical data. Such values are helpful in preliminary design studies of new aircraft where the actual values may only be known once more detailed analyses are conducted, including wind tunnel or flight testing.
|Twin-engine piston prop||0.022 – 0.028||0.75 – 0.8|
|Large turboprop||0.018 – 0.024||0.8 – 0.85|
|GA airplane w/retractable gear||0.02 – 0.03||0.75 – 0.8|
|GA airplane w/fixed gear||0.025 – 0.04||0.65 – 0.8|
|Subsonic jet||0.014 – 0.02||0.75 – 0.85|
|Supersonic jet||0.02 – 0.04||0.6 – 0.8|
|Sailplane||0.012 – 0.015||0.8 – 0.9|
|Drones & model aircraft||0.02 – 0.045||0.75 – 0.85|
The same general aviation aircraft is flying under the conditions given in Worked Example #2. Based on engine performance measurements (engine rpm, manifold pressure, engine charts, and propeller efficiency), the propeller is estimated to be producing a thrust of 245 lb to sustain flight. Estimate the non-lifting drag coefficient, , of the aircraft.
If the weight of the aircraft is 2,105 lb and the thrust required for flight is 245 lb, the lift-to-drag ratio of the aircraft is
The drag coefficient, , is given by
This latter result can be confirmed using
The classic drag polar for an airplane is
In this case, for a rectangular wing, then , and the aspect ratio of this particular wing is 30.0/5.25 = 5.71. Therefore,
and so , which seems reasonable based on the values for a fixed-gear general aviation airplane as given in the table above.
Thrust Required for Flight
As previously derived, if the simplest form of drag coefficient variation for an airplane is assumed, i.e., using
then the total drag on an airplane can now be calculated as a function of its airspeed. Remember that is the aspect ratio of the wing, and the value of (Oswald’s efficiency factor) is always less than unity in any practical case.
Another way of writing this latter equation is
where is called the induced drag coefficient or the drag coefficient on the wing resulting from the creation of lift or “lift due to drag,” i.e.,
The total (dimensional) drag on the airplane is then
which must be equal to the thrust needed from the propulsive system when lift equals weight, i.e., in trimmed, strady, unaccelerated flight, then lift = weight, and thrust = drag, i.e.,
The lift coefficient can be calculated because
so solving for gives
This latter equation shows that for a given wing, then the value of is higher at low airspeeds and lower at higher airspeeds, and also increases with aircraft weight. Of course, the maximum attainable lift coefficient is determined by the type of wing, which will reach a point at higher angles of attack when it will stall; the corresponding airspeed is called the stall speed.
Therefore, the drag on the airplane (and hence the thrust required for flight) is
and after some rearrangement, then
where the values of and are now considered to be constants.
This form of the variation of drag, and hence the corresponding thrust required for flight, is shown in the figure below. Notice that according to Eq. 43, then the profile/parasitic (non-lifting) drag increases with the square of the airspeed, and the induced drag decreases inversely with the square of the airspeed. The resulting drag curve takes on a distinctive “U-shape,” with the minimum drag (and hence thrust required) being obtained at some intermediate airspeed.
The corresponding power required for flight is
which is of the form
It is apparent that much more power (and hence more fuel) is required for flight as airspeed increases because power increases with the cube of airspeed.
Consider a flying wing with a wing area of 210 m2, an aspect ratio of 10, and an Oswald’s efficiency factor of 0.90. The airfoil section on the wing has a profile drag coefficient of 0.015. The mass of the airplane is 50,000 kg. If the aircraft is flying at a density altitude of 3 km and the true airspeed is 230 m/s, then calculate the total drag on the aircraft.
The density of air at a density altitude of 3 km is 0.90925 kg m-3 when using the ISA model. For vertical force equilibrium, the lift on the wing is equal to the weight of the aircraft, , i.e.,
The lift is given by
so the operating lift coefficient of the wing is
Inserting the known values gives
The drag coefficient is
where the non-lifting part , i.e., .
Therefore, the total drag force is
which gives a corresponding lift-to-drag ratio of about 6.
Generalization of the Aircraft Drag Polar
In general, the drag produced on an airplane will also be a function of the Reynolds number and flight Mach number. Therefore, another generalization of the prior approach is to write that
although, again, the challenge is actually evaluating the values of the coefficients; this will usually involve a combination of wind tunnel measurements and flight tests.
Usually for higher Mach numbers above 0.3, the effects of Mach number on the aerodynamics are more important than the effects of Reynolds number, and so Reynolds number variations can be ignored, i.e.,
Finally, these forgoing equations will apply to an airplane where the minimum drag is obtained at zero lift conditions. If this is not the case, then a further generalization is to use
as shown in the figure below.
The purpose of winglets is to increase the effective aspect ratio of the wing but without significantly increasing the wing’s span. The classic “Whitcomb” winglet moves the tip vortices from the wing tip to the top of the winglet, as confirmed in the photograph below. The consequence is that the tip vortices are further away from more of the wing, thereby reducing the magnitude of the induced downwash over the span of the wing and decreasing its induced drag. The flow velocities induced by the tip vortices decrease inversely with distance, so only a relatively small winglet can decrease the downwash velocities over the wing, significantly reducing drag.
Aircraft today either have a winglet by design or are retrofitted with winglets after delivery. The motivation is evident in that a winglet can reduce drag and save fuel. While the winglet adds some structural weight and produces a small increment in skin friction drag, the reductions in induced drag outweigh these concerns. Fuel savings can offset the cost of retrofitting a winglet to an airliner in as little as two years. Therefore, using a winglet makes sense compared to a wing redesign with a higher wing span and aspect ratio.
A large “Jumbo” airliner’s feasible wingspan and aspect ratio may be limited for several reasons, such as higher wing weight and the possibility of aeroelastic issues. There are also factors imposed by airport operations, such as taxiway access, parking, hangar size, etc. The Boeing 777X is unique because of its extremely high wingspan and aspect ratio, it uses a folding wing tip design. The idea is to give an ultra-high aspect ratio wing for flight while having a reduced wing span on the ground; in this regard, a winglet to boost the effective aspect ratio of the wing is not needed.
where is the “effective” or corrected aspect ratio, is the height of the winglet, as shown in the figure below, and is an empirical coefficient that depends on the type of winglet.
For a classic Whitcomb winglet, it is usually assumed in Eq. 49 that , at least for preliminary design or aircraft performance estimates. The lifting or induced component of the drag can then be written as
Effects of Compressibility & Wing Sweep
One issue that must be remembered is that the drag of a wing increases quickly as the flight Mach number approaches transonic conditions, a result of the development of shock waves and wave drag. However, such effects are difficult to generalize because the drag depends critically on the specific wing geometry (especially its thickness and sweepback angle) and operating lift coefficient.
The figures below show representative wind tunnel measurements of the minimum (non-lifting) drag on semi-span wings with different sweepback angles, , and different thickness-to-chord ratios, . The transonic and supersonic drag will be minimized for a given sweepback by using as thin a wing as possible, bearing in mind that this may not be possible in practice for structural reasons. However, even with a thin wing, there are still significant benefits to be realized by using sweepback, especially in the supersonic regime.
An approximate equation to quantify the increment to the drag to account for the formation of shock waves and the associated wave drag is called “Lock’s fourth power rule.” The original work was published in the report: “The Ideal Drag Due to a Shock Wave Parts I and II,” ARC report 2512 (1951) by C. N. H. Lock,” and the basic process has seen refinements and other developments by engineers over the years.
The Lock model requires a value of the critical Mach number of the wing, , which is the flight Mach number at which the onset of supersonic flow first appears. Lock first argued that the drag of a shock wave per length (or its height extending from the surface of the wing) scales proportionally with the third power of the value of the flight Mach number above the critical Mach number, i.e., with . Second, Lock argued that the height of the shock wave is also proportional to . The net result is a wave drag increment proportional to the fourth power, i.e., . A constant also appears in the final expression for the wave drag increment, , i.e.,
which is valid for .
Therefore, including the wave drag increment, the drag equation for the airplane can be written as
While the Lock equation has been found to give reasonably good predictions of the extra wave drag on an aircraft, quantitative predictions for a specific aircraft depend on the value of . In the absence of any other information, a value is often used for the preliminary design of an aircraft such as an airliner designed to cruise in transonic flight where . For airplanes with thin, supersonic airfoils with higher critical Mach numbers, then is appropriate.
Examples of Aircraft Drag Polars
A combination of calculations (maybe even with CFD), wind tunnel measurements, and flight tests can define the drag polar to an acceptable degree of fidelity for performance evaluations and other applications. Drag polars have been published for various aircraft, including general aviation airplanes, gliders, commercial airplanes, and even some military airplanes. One purpose of publishing such results is to allow engineers and analysts to validate their modeling and use it for instructional purposes.
An example of a complete drag polar for a legacy commercial airplane, shown in the figure below, at higher subsonic Mach numbers and into the transonic domain. First, notice the increase in the zero-lift drag coefficient with increasing Mach number. Second, notice the more rapid growth in the drag as transonic conditions are approached and established (i.e., for ), this being the consequence of exceeding the critical Mach number and the development of shock waves and a commensurate increase in wave drag.
Another example of a drag polar is for a legacy military fighter airplane, shown below. In this case, the results are for subsonic and transonic flight, as well as for supersonic flight. Again, the rapid increase in drag is apparent as transonic conditions are encountered, and supersonic flight is approached. Notice that the aircraft has a lift-to-drag ratio of only about 3 in supersonic flight. For a military aircraft, it is the usual practice to determine another form of the drag polar as a function of the load factor, i.e., for maneuvering flight.
The drag coefficient of a particular airplane design is described by the equation
where is the aspect ratio of the wing. For aspect ratios of 10 and 20, determine the best lift-to-drag ratio of the wing and the lift coefficient at which this occurs.
The drag coefficient for the aircraft is given by
This means that
Differentiating the preceding expression gives
Therefore, solving for at this condition gives
and this will be the lift coefficient to obtain the maximum lift-to-drag ratio for a wing with a given aspect ratio.
For then the for best is
and substituting values with = 1.0 gives the best lift-to-drag ratio as
For then the for best is
and substituting values with = 1.41 gives the best lift-to-drag ratio as
Center of Pressure & Aerodynamic Center
The procedures for finding the center of pressure and aerodynamic center on a finite wing are similar to those for two-dimensional airfoils. Recall that, by definition, the center of pressure on a wing is a point about which the pitching moments are zero, i.e., a point where the resultant forces can be assumed to act. The aerodynamic center is a point where the moment is constant and independent of the angle of attack. Determining the aerodynamic center, like that for the center of pressure, requires values of the lift and moment coefficient versus the angle of attack about any other point, which by default is usually the 1/4-chord.
In the case of the center of pressure, then
Because the center of pressure is a moving point, the center of pressure to resolve the forces and moments on a wing is not used much in practice.
If the aerodynamic center is assumed to be at a distance behind the leading edge, then
Differentiating the above equation with respect to gives
After rearrangement then
The value of can be obtained by using
This latter process is performed by finding the slopes of the best straight line fit to the values on the graphs of versus the angle of attack of the wing and also the curve versus .
Vortex Wake Upsets
When viewed from in front of the aircraft, the tip vortex from the left wing tip rotates counterclockwise and the right one clockwise, as the photograph below suggests. The vortices tend to be the strongest when the wing operates at high angles of attack, such as during takeoff and landing. As the tip vortices trail back from the wing tips, they descend behind the wing under their self-induced velocities.
While the wing tip vortices affect the aircraft that generates them, a concern over the persistence of these vortices is their possible effects on a following aircraft. The generic name used for the effects of the vortex wake, especially by pilots and the FAA, is called wake turbulence. Wing tip vortices tend to be relatively strong and persistent and can remain for up to several minutes and many miles after the passage of an aircraft through a given part of the sky. How persistent the vortices are also depends on the winds and other environmental factors, such as atmospheric turbulence.
Because of the persistence of the wing tip vortices, which can take many minutes to spin down, they can pose a concern for the following aircraft, particularly in the terminal area. In addition, the local downwash velocities may be a significant fraction of the aircraft’s airspeed with steep downwash gradients, so the potential hazard is significant in that it will affect the angle of attack and so the lift on the wing.
Notice from the figure below that an aircraft may end up flying more perpendicular or parallel to the wing tip vortices. On the one hand, flying nearly perpendicular to the vortices will cause the airplane to encounter an abrupt upwash followed by a downwash and then another upwash. This trajectory can cause notable changes in the airplane’s load factor when flying through it and may concern the passengers, who may feel a very distinct “bump.” On the other hand, if an airplane flies parallel to the vortices, there is a tendency for the airplane to roll, which is a bad outcome. Hence the name vortex wake upsets becomes clear.
The possibility and problems of wake upsets during takeoff and landing operations became much more acute starting in the 1970s with the introduction of wide-body or jumbo jets such as the Boeing 747 and McDonnell-Douglas DC-10. The higher weights of these aircraft produced intense and persistent wing tip vortices that caused many “wake turbulence” incidents. The most prevalent were for smaller aircraft, which, in some cases of wake encounters, caused them to roll inverted and crash.
Subsequently, the FAA has mandated much greater separation distances between all aircraft in the terminal airspace regions, dramatically reducing the upsets from wake turbulence. However, increasing separation distances between aircraft limits the number of aircraft that can land and take off within a given time, which can seriously constrain aircraft movements at busy airports.
Summary & Closure
The aerodynamics of wings of finite span depend critically on their aspect ratio. The higher the aspect ratio, the lower the induced component of the drag. Induced drag is an inevitable consequence of lift generation and is highest when the wing operates at higher lift coefficients, thereby creating the strongest wing tip vortices. These vortices produce a downwash flow velocity over the wing, altering the lift and drag at every wing section. Therefore, the design of finite wings for minimum drag also depends on the spanwise lift distribution, which should be as close to elliptical as possible and can be achieved by judicious variations in planform (local wing chord), wing twist, and airfoil section.
- Calculate the potential improvement in lift-to-drag ratio for a wing when making a design change in the aspect ratio from 5 to 7 while keeping the same wing area. Make any reasonable assumptions.
- It said that a winglet increases the wing’s effective aspect ratio without an increase in its span. Discuss why.
- The drag polar for a high-speed aircraft shows a general reduction in the slope of the curves when approaching and exceeding Mach 1. Discuss why this behavior occurs.
- Why does the aspect ratio of a wing become less important at supersonic speeds?
- Mandating greater separation distances between all aircraft in terminal airspace has reduced the likelihood of wake upsets but has led to other problems. Discuss.
To understand more about the aerodynamics of finite wings then, explore some of these online resources:
- Listen to Professor John Anderson discuss: The Wright Brothers Discover Aspect Ratio.
- Great educational film on: The Secret of Flight 8: The Induced Drag.
- To see more on vortex wake-induced drag, check out this animation and explainer.
- Read an interesting journal paper on the measurement of vortex wakes.
- A YouTube video showing aircraft wakes from natural condensation effects. | aerospace |
https://quotesbus.com/web-stories/spacex-still-on-track-to-launch-one-falcon-rocket-per-week-in-2022/ | 2022-12-08T23:06:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711368.1/warc/CC-MAIN-20221208215156-20221209005156-00110.warc.gz | 0.917433 | 247 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__161183110 | en | More Than A 3rd Of The Way Through
2022, SpaceX remains firmly on track to hit CEO Elon Musk’s target of an average of one Falcon rocket launch per week throughout the year.
SpaceX Aced Its 17th Launch Of 2022
Starlink 4-16 – on April 29th, wrapping up the first four months of the year with almost exactly one launch per week, on average.
Less Than Three Days Later
Drone ship A Shortfall Of Gravitas (ASOG) was towed out of Port Canaveral to support the first of up to five more Falcon 9 launches scheduled in May.
Following Starlink 4-17
SpaceX is scheduled to launch Starlink 4-13 out of California’s Vandenberg Space Force Base (VSFB) on May 10th,
Out of Cape Canaveral on May 16th, and Starlink 4-18 sometime in the second half of the month.
SpaceX’s Transporter-5 Satellite
Rideshare mission could launch as early as May 25th, while Dragon’s CRS-25 cargo delivery mission is set to launch to the ISS on June 7th. | aerospace |
http://hiringuae.com/2018/05/17/first-officer-dubai/ | 2018-08-15T11:41:33 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221210058.26/warc/CC-MAIN-20180815102653-20180815122653-00670.warc.gz | 0.921986 | 662 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__10929336 | en | Job Position: First Officer
Job Description: Flydubai – Dubai – The First officer acts as second in command of the aircraft supporting the Captain of the aircraft during all normal and abnormal situations so that safety is maintained at the highest possible level. The First officer will also set, maintain, demonstrate high standards in all aspects of their position and act as the brand ambassador for flydubai, so that the corporate image is upheld at all times. KEY ACCOUNTABILITIES Key Activities – Maintain the safe day to day operation of the aircraft as the second in command. – Set an example to be followed by all flydubai crew to preserve the corporate image of flydubai. – Ensure all policies and procedures are adhered to by all members of crew. – Notify the company or GCAA of any breaches in SOP or safety through the appropriate reporting medium so that lessons can be learnt by the company to enhance flight safety. – Ensure he/she is fit to fly at all times and notify the company if not. – Operate the aircraft according to the approved policies and procedures as determined by flydubai and the GCAA. REQUIREMENTS Qualifications: Minimum Qualifications – Hold an ICAO ATPL certificate with a valid type rating – Hold a 1st Class Medical certificate from ICAO – Hold English to ICAO level 4 or above – Eligible for a UAE residency visa – Demonstrate excellent problem solving, CRM and team working skills – Demonstrate command potential – Must have good knowledge of ATPL subjects – Ability to perform to a high standard when under stress – Must have flown desired aircraft within the last 24 months Experience Type rated pilots must meet the below requirements – B737-300 to 900 (NG/EFIS) endorsed within the last 24 months – At least 1,500 hours total flying time – At least 500 hours on B737-300 to 900 (NG/EFIS) type aircraft Non Type rated pilots must meet the below requirements – At least 2,500 hours total flying time – At least 1,000 hours on modern (EFIS), multi-crew, multi-engine aircraft over …see more details
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https://law.depaul.edu/about/news/Pages/passenger-rights-where-the-airlines-failed.aspx | 2024-02-28T16:47:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474737.17/warc/CC-MAIN-20240228143955-20240228173955-00477.warc.gz | 0.936477 | 232 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__102724790 | en | College of Law > About > News > Professor Havel addresses CBA aviation committee on passenger rights
By International Aviation Law Institute /
March 19, 2014 /
Posted in: Alumni News, Faculty News /
Professor Brian F. Havel, academic director of the International Aviation Law Institute, addressed the Chicago Bar Association's Aviation Law Committee on the subject of “Passenger Rights: Where the Airlines Failed” on March 5. The event, which was simulcast live on the CBA’s website, was chaired by DePaul law alumnus and prominent private aviation law attorney Alex Herran (JD '91).
In his address, Professor Havel explained how the airline industry became complacent about the alleged exclusivity of the delay provisions in the Warsaw and Montreal liability conventions, and was surprised by the speed with which governments across the globe chose to adopt passenger rights legislation that now co-exists with the conventions. Professor Havel concluded that passenger rights are politically popular, and the industry needs to coordinate its response through organizations such as the International Civil Aviation Organization (ICAO) and the International Air Transport Association (IATA) | aerospace |
https://vitagazette.com/en/tag/pentagon-en/ | 2024-04-23T20:11:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818740.13/warc/CC-MAIN-20240423192952-20240423222952-00736.warc.gz | 0.970051 | 145 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__100147151 | en | It was reported that the spy balloon was dropped after United States (US) President Joe Biden’s statement, “We will take care of it”.
The most precious value in life is time. Therefore, an editorial team of journalists selected a “world news” summary to avoid missing the essential facts and understanding the changing world.
China says an alleged spy balloon spotted over the US is a Chinese “civilian airship” that had deviated from its planned route.
A suspected Chinese surveillance balloon has been flying over the United States for a couple of days, but the Pentagon has decided not to shoot it down for fear of harming people on the ground, US officials said. | aerospace |
https://gototeam.com/2009/flight-time-for-today/ | 2024-03-04T01:27:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476409.38/warc/CC-MAIN-20240304002142-20240304032142-00853.warc.gz | 0.970837 | 305 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__132759075 | en | Baker ENG crew puts in Flight Time for “Today” show
The Baker ENG Crew found themselves back in Charlotte, at the U.S. Airways training facility with NBC’s Lester Holt and Hudson River landing C0-Pilot Jeff Skiles, as he spoke about the months since the crash landing, his training, and how he is ready to get back to work. The interview was shot inside a 15 million dollar U.S. Air Airbus simulator for an MSNBC Documentary to air this summer, using GTT’s Panasonic HDX900, along with GTT’s Panasonic AVC-HSC1UP camera, used, once again for its ability to create a beautiful 1080iHD picture while its diminutive size allows it to fill a role generally given to “lipstick” cameras. After shooting the story, a shorter version of which was featured on “The Today Show”, Dave Baker and Frank Perez were given a chance to take off, fly, and land in the Simulator.
As can be seen in the picture, Frank proved to be as excellent a pilot as he is at runing audio equipment. Please note that there are no pictures of Dave Baker Flying the simulator, as Frank was unable to peel his white knuckles off of the arm rests while Dave tried his hand at flying.
Dave Baker is more than happy to fly wherever his skills are needed, however, it may be best to keep him in the passenger compartment! | aerospace |
https://calendar.ku.edu/event/flight_control_and_hydraulic_systems | 2022-12-09T08:52:36 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711394.73/warc/CC-MAIN-20221209080025-20221209110025-00097.warc.gz | 0.888985 | 127 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__137316715 | en | About this Event
Mondays, Wednesdays & Fridays, Oct. 10-28, 10 a.m. - 1:30 p.m.
This course covers fundamental design issues, along with analysis and design methodologies for aerospace hydraulic and flight control systems. Topics include design requirements, component description and operation, component and system math modeling, component sizing, system layout rationale, system sizing and airframe integration. The course emphasizes the fundamentals and necessary engineering tools (both analytical and otherwise) needed to understand and design aerospace hydraulic and flight control systems. Practical examples and actual systems are presented and discussed throughout the class. | aerospace |
https://www.menafn.com/1096040197/First-Airbus-A350-lands-in-Maldives?src=RSS | 2024-03-04T15:34:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476452.25/warc/CC-MAIN-20240304133241-20240304163241-00496.warc.gz | 0.931164 | 484 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__92793927 | en | (MENAFN- NewsIn.Asia) Maldives, Nov 4 (newsin.asia) - The first Airbus A350 landed in the Maldives when Qatar Airways upgraded its double daily service in order to target a wider audience, Qatar Airways said in a statement recently.
The airline has upgraded its current double daily A330 service to an A350, making it the first airline to land an A350 in the honeymoon islands.
Qatar Airways Group Chief Executive, Akbar Al Baker, said the airline was proud to be the first to fly its Airbus A350 to the Maldives.
"As one of the airline's most in-demand destinations, we are delighted to be upgrading our aircraft and providing our passengers with the ultimate comfort and services on board one of the most technologically innovative aircraft in the sky.'
The captain of the maiden flight was Maldivian pilot Tholhath Anwar, local media reported. The airline's senior vice president also travelled on the flight.
Maldives is located just five hours from Doha.
Qatar Airways first launched service to the Maldives in December 2001. The airline operated the service using an A330 aircraft, which features 30 seats in Business Class and 275 in Economy Class.
Qatar Airways was the global launch customer of the Airbus A350 in January 2015. The airline has the largest fleet of this aircraft type of any airline in the world and currently operates 19 A350 aircraft across its global network to destinations, including Adelaide, Brussels, Geneva, Singapore and Tokyo. It was the first airline to fly the A350 to the United States and to Australia.
Qatar Airway's new service coincided with two new airlines launching direct flights to Malé ahead of the peak season of the tourism industry from December to March.
Italy's largest airline Alitalia resumed direct flights from Rome on November 1 after a long hiatus.
Air France also began twice-weekly flights from Paris on Wednesday. The Boeing 777-200 has a capacity of 312 seats.
MENAFN provides the information “as is” without warranty of any kind. We do not accept any responsibility or liability for the accuracy, content, images, videos, licenses, completeness, legality, or reliability of the information contained in this article. If you have any complaints or copyright issues related to this article, kindly contact the provider above. | aerospace |
https://amgreatness.com/2019/09/23/a-space-force-is-essential-to-keep-america-great/ | 2023-03-20T21:49:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943562.70/warc/CC-MAIN-20230320211022-20230321001022-00039.warc.gz | 0.932784 | 1,163 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__283915370 | en | President Trump has fulfilled his promise of advancing an “America First” foreign policy in no small part by launching a full-fledged Space Command that will defend and preserve America’s space dominance.
“It’s a big deal,” Trump said at an event establishing the U.S. Space Command in the Rose Garden on August 29. “As the newest combatant command, SpaceCom will defend America’s vital interests in space—the next warfighting domain.”
Along with SpaceCom, the Trump Administration also plans to establish Space Force, an organization that will organize, train, and equip personnel to support SpaceCom’s mission.
Earlier this summer, Trump directed the Pentagon to create the Space Force as the sixth independent branch of the U.S. military, making a surprise announcement at the meeting of the National Space Council. The president said he intends to revive America’s flagging space program, citing growing security concerns from China and Russia’s anti-satellite weapons capability.
Headed by a four-star Air Force general, General Jay Raymond, Space Command “will boldly deter aggression and outpace America’s rivals,” while serving as a precursor to the Space Force military service. SpaceCom will be the 11th unified combatant command that will join the ranks of U.S. Cyber Command and U.S. Strategic Command.
Democrats Oppose Space Command
The establishment of SpaceCom is a “promise made, promise kept” policy victory. The Senate’s passage of the National Defense Authorization Act (NDAA) in May embraces President Trump’s Space Force proposal that counters Chinese and Russian threats to America’s space-based assets for satellite communications; intelligence, surveillance, and reconnaissance capabilities, as well as GPS.
And yet, the president’s goal for a unified space policy is not a done deal, thanks to Democrats seeking to block the dedicated space force.
House Armed Services members—mostly Democrats—continue to remain skeptical about creating a new armed service for space. Instead, House Democrats in July proposed a competing version of the Senate’s NDAA, which would substantially weaken the president’s spacefaring initiatives.
Voicing his opposition to the president’s Space Force, Senator Bill Nelson (D-Fla.) a senior member of the Armed Services Committee, called the creation of a new space branch “premature” and unnecessary.
It’s a shame Democrat lawmakers oppose the president’s plans. Despite the concept of a space military branch floating around Washington for years and the full spectrum of space-related threats facing the United States, Democrats remain obstinately opposed to anything that might advance Trump’s agenda. But as Americans, we must push through the Left’s shortsightedness; Congress needs to make the bold vision of a Space Force a reality.
Threats from Beijing and Russia
China and Russia are now aggressively challenging U.S. primacy in space. They have demonstrated the ability to jam space communications, blind optical sensors with lasers, launch direct-ascent anti-satellite weapons, and operate co-orbital anti-satellite weapons—all weapons that could cripple the United States in any future conflict.
We’re waiting to successfully test a NASA-sponsored program without using Russian rockets. Meanwhile, China earlier this year became the first nation to land on the far side of the moon, enhancing its international standing into the existing “space club” between the United States and Russia.
Why should Democrats move to approve a space force as the sixth military branch? Because space is an essential and emerging domain of warfare, and the United States must actively defend our national interests in space. The Navy, Army, Air Force, Marine Corps, and Coast Guard organize, train, and equip within their domains of land, sea, air, and cyber. Space doesn’t have its own branch to equip, operate, and launch satellites and missiles into orbit. A brand-new military branch would be better suited in the interests of space operations and issues.
As Democrats play partisan politics with the Space Force, they also altered the NDAA by passing its version that changes the procurement process for another vitally important space program: the National Security Space Launch (NSSL). The NSSL is as essential to ensuring the president keeps his promise of placing America first as the Space Force is. The goal of NSSL is to allow America finally to be able to reach outer space on its own, without relying on adversaries, by ending reliance on Russian rockets. Predictably, Democrats are trying to derail that initiative as well.
House Armed Services Committee Chairman Adam Smith (D-Wash.) wants to make companies such as Blue Origin and SpaceX happy by requiring the Air Force to reopen bidding for launch contracts. The goal is not to advance the NSSL program through competitive bidding but rather to undermine it. By forcing the Air Force to revamp its entire competitive structure, Democrats hope the program experiences delays and misses deadlines. Ultimately, this would force Trump to admit defeat on his promise to secure America’s interests in space.
The decision to establish an independent Space Force under the U.S. Air Force is now in the hands of Congress. Lawmakers will soon begin negotiating the final version of the National Defense Authorization Act for the 2020 fiscal year. It’s alarming that Democrats do not all agree that a space agency is necessary to protect America’s national security interests in space. President Trump shouldn’t let Democrats entangled with bureaucracies derail his vision for space policy. | aerospace |
https://www.courier-tribune.com/news/20190328/military-news | 2020-06-07T09:27:05 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348526471.98/warc/CC-MAIN-20200607075929-20200607105929-00217.warc.gz | 0.938861 | 156 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__61629455 | en | SAN ANTONIO, Texas — U.S. Air Force Reserve Airman 1st Class Maribel Benitez Trujillo graduated from basic military training at Joint Base San Antonio-Lackland, San Antonio, Texas.
The airman completed an intensive eight-week program that included training in military discipline and studies, Air Force core values, physical fitness and basic warfare principles and skills.
Airmen who complete basic training also earn four credits toward an associate in applied science degree through the Community College of the Air Force.
Benitez Trujillo earned distinction as an honor graduate.
She is the daughter of Cecilio Benitez of Candor.
The airman is a 2014 graduate of East Montgomery High School, Biscoe. | aerospace |
https://www.unsw.edu.au/canberra/our-research/research-centres-institutes/unsw-canberra-space/missions/buccaneer-risk-mitigation | 2023-10-03T00:25:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511023.76/warc/CC-MAIN-20231002232712-20231003022712-00239.warc.gz | 0.935754 | 407 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__76385518 | en | The first UNSW Canberra Space satellite, a joint mission with the Australian Government’s Defence Science and Technology Group (DST), was launched in November 2017 from the Vandenberg Air Force Base in California. Within nine months, the Buccaneer Risk Mitigation Mission had achieved its key objectives.
The satellite is small – about the size of a shoebox – but it demonstrated huge capabilities. It played a role in growing the Australian experience in space and contributed to Defence’s ability to improve Australia’s over-horizon radar network. It also made a global impact, supporting international efforts to understand and mitigate space congestion.
In the months after the launch, the cube satellite was successfully commanded from Australian small satellite ground stations at DST and UNSW Canberra Space. The teams shared daily communication with the spacecraft.
UNSW Canberra Space worked to test and characterise the performance of the satellite’s various subsystems in the space environment, including a UNSW Sydney-developed GPS and a UNSW Canberra camera used to monitor the performance of the antenna.
The international ground-based Falcon Telescope Network, including UNSW Canberra’s node of the network, was used to collect considerable amounts of data on Buccaneer’s motion in Low Earth Orbit, correlating fluctuations in reflected sunlight with our control of the spacecraft. This data supports UNSW Canberra Space’s broader research into the science of Space Situational Awareness.
With the main goals of Buccaneer successfully achieved, the mission moved into an extended operations phase to obtain additional valuable information on the spacecraft's ongoing performance. The mission is now complete.
The Buccaneer Risk Mitigation Mission contributed to the UNSW Canberra Space's broader objective of demonstrating space-based capability, ranging from remote sensing to secure communications, to help meet Australian and international needs and opportunities on the ground.
The lessons learned from the Buccaneer mission have been integrated into a follow-up spacecraft developed by UNSW Canberra Space. | aerospace |
http://spacenews.com/tag/falcon-9/ | 2017-03-29T13:06:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190295.65/warc/CC-MAIN-20170322212950-00639-ip-10-233-31-227.ec2.internal.warc.gz | 0.939706 | 507 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__180135195 | en | But the military won’t be using a reusable rocket anytime soon
Spanish satellite operator Hisdesat is trying to retrieve money it paid Kosmotras for a long-overdue Dnepr launch of a radar satellite that Hisdesat has rebooked on a SpaceX Falcon 9 for a flight late this year.
SpaceX President and COO Gwynne Shotwell says using Falcon 9 rockets with pre-flown first stages will enable the company to execute on its backlog, which is currently loaded with customers that expected to have their satellites launched in 2016.
That launch, of the SES-10 satellite, is planned before the end of March. Five more previously flown boosters are also planned later this year.
Delays in SpaceX’s launch schedule have led an aggregator of secondary payloads to find alternative rides for dozens of satellites it planned to fly on a Falcon 9.
A SpaceX Falcon 9 lifted off for the first time from a launch site at KSC previously used by Apollo and shuttle missions Feb. 19, placing a Dragon cargo spacecraft into orbit.
The first launch by SpaceX from an historic KSC launch pad will be delayed by at least a day after a technical problem scrubbed an attempted launch of a Dragon cargo spacecraft Feb. 18.
SpaceX said Feb. 17 that, other a technical issue with the upper stage of its Falcon 9 rocket, it is ready to perform its first launch from a historic launch pad here last used by the space shuttle more than five years ago.
A draft version of the report notes that engineers have found cracks in turbine blades in the turbopumps of the engines.
Iridium announced Jan. 31 it has purchased an additional Falcon 9 launch from SpaceX that the satellite services company will share with a German-U.S. Earth science mission.
A SpaceX Falcon 9 rocket blasted off from Vandenberg Air Force Base, California, Jan. 14 and successfully delivered ten Iridium Communications satellites into polar orbit.
The U.S. Federal Aviation Administration has issued a launch license to SpaceX for the upcoming return to flight of its Falcon 9, although its planned launch has been delayed by at least one day.
NASA awarded a contract to SpaceX Nov. 22 for the Falcon 9 launch of an Earth science satellite in 2021.
SpaceX Chief Executive Elon Musk said Nov. 4 he expects the Falcon 9 rocket to return to flight in the middle of December after overcoming a problem he claimed was unprecedented in the history of spaceflight. | aerospace |
http://bitnews24.com/?p=54457 | 2020-03-31T14:11:23 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370500482.27/warc/CC-MAIN-20200331115844-20200331145844-00326.warc.gz | 0.973439 | 593 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__177637610 | en | Witnesses have described hearing a spluttering sound moments before a helicopter carrying Kobe Bryant crashed into a hillside in LA, killing nine people, including the NBA legend and his daughter.
L.A Times reporter Richard Winton was in the area when he heard the aircraft in trouble
“Small plane crash on Las Virgenes on the mountains, which are fogged in right now. I heard the plane splutter and then a boom,” he tweeted.
Winton later wrote a column about his experience.
“Using binoculars, I was able to see the aircraft had been torn apart and was on fire,” he wrote.
“It turned out the aircraft was a helicopter, and it was scattered in many pieces on the hillside.
“In the ensuing minutes, a stream of firefighters arrived to tackle the fire. I was able to make it closer to the crash site, where I saw debris strewn across the hillside, still smoldering.
The Los Angeles Times spoke to witnesses who saw the helicopter flying unusually low, then vanishing into a cloud of fog.
“It didn’t sound right and it was real low. I saw it falling and spluttering. But it was hard to make out as it was so foggy,” said Jerry Kocharian.
After the helicopter disappeared into the fog, he heard a “boom”.
“There was a big fireball. No one could survive that,” he said.
“Because of its proximity to the ground, I knew something was wrong. It was hovering real low, like they were searching to land. It was making a slow left turn. It was about 9:44 a.m., and then the impact happened. I heard a crunch. I don’t think it pancaked. I think it hit rotors first,” another witness, Scott Daehlin, said “I immediately called 911.”
With foggy conditions, flight tracker data shows Bryant’s helicopter circled an area near L.A Zoo six times at a low altitude for 10-15 minutes before continuing north west. It then turned south into a hilly region of LA, rising rapidly from 1250 feet to 2050 feet in the space of a minute before crashing at 1700 feet.
A Los Angeles County Fire Department helicopter was seen flying through thick plumes of white smoke while video of the tragic crash’s aftermath shows authorities surveying the smouldering wreckage of the Sikorsky S-76 amid thick fog.
The aircraft went down around 10 a.m. local time, igniting a brush fire, according to The Los Angeles Times.
The blaze made it tough for firefighters and emergency personnel to get to the chopper, a watch commander for the LA County Sheriff’s Department told the paper. | aerospace |
http://news.softpedia.com/news/Space-Grave-Robbery-The-Pentagon-Takes-to-Recycling-Old-Satellites-323570.shtml | 2015-10-06T14:51:03 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443736678818.13/warc/CC-MAIN-20151001215758-00250-ip-10-137-6-227.ec2.internal.warc.gz | 0.951612 | 405 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__102945612 | en | This past Tuesday, the Defense Advanced Research Projects Agency (DARPA, i.e. one of the Pentagon's agencies) made it public news that, as part of its Phoenix project, it is to soon start collecting both old satellites and other space junk.
Their goal is to lower the cost of future military space missions by recycling whatever materials are now simply floating aimlessly through space.
Thus, DARPA believes that some of these old space satellites contain various valuable parts that can be reused, seeing how they are most likely still functional.
The researchers who looked into this issue explain that, all things considered, antennas and solar panels are the most likely candidates for this innovative recycling program.
DARPA believes that the best way for them to get their hands on these recyclable satellite components is to launch a robotic mechanic and allow it to collect whatever parts can be reused, Daily Mail explains.
Once gathered, these old satellite parts will be linked to newly launched mini-satellites, thus leading to the creation of a new communication system.
Apparently, the launch of this robotic mechanic is set to take place as early as the year 2015.
Commenting on this project, a spokesperson for the agency made a case of how, “We're attempting to essentially increase the return on investment and trying to find a way to really change the economics so that we can lower the cost’ of military space missions.”
Despite the fact that several other specialists are firmly convinced that whatever sum of money can be saved by recycling old satellites will be far exceeded by the overall costs of the Phoenix project, DARPA is confident that its initiative will eventually pay off.
“The first few times you do this, it'll definitely be more expensive than just building the new antenna on your satellite from scratch,’ he said. ‘But in the long run, it might work out,” said Jonathan McDowell, an astrophysicist presently working with the Harvard University. | aerospace |
https://dailytimewaster.blogspot.com/2018/04/the-pilot-who-landed-stricken-southwest.html | 2021-02-27T15:58:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358976.37/warc/CC-MAIN-20210227144626-20210227174626-00343.warc.gz | 0.959172 | 228 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__75532030 | en | Bad Ass, Squared.
Capt. Tammie Jo Shults
You’ve probably read about the near-disaster of Southwest Airlines flight 1380, which had to make an emergency landing after an engine exploded at 32,000 feet. It will be months before the NTSB releases a final report, but investigators are already saying one of the blades on a fan inside the engine had broken off. Some piece of shrapnel set loose by the broken blade struck a window leading it to shatter. That led to decompression of the cabin which sucked one woman, Jennifer Riordan, partly out of the plane. Passengers rushed to pull her back inside and then provided CPR but she was later pronounced dead.
Meanwhile, the plane’s captain, a former Navy fighter pilot, remained extremely calm, quickly dropping the plane to an altitude where passengers could breath without masks and asking for a new heading to the nearest airport.
This recording of her talking with the air traffic controllers during the crisis is simply fascinating, and speaks volumes about the superior quality of the people flying these big airliners and those controlling the airspace. | aerospace |
https://www.importantinnovations.com/2018/08/solar-wings-endless-flights.html | 2021-05-14T17:50:08 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991428.43/warc/CC-MAIN-20210514152803-20210514182803-00422.warc.gz | 0.909199 | 282 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__123412973 | en | Solar Wings, Endless Flights
|Source: Silent Falcon UAS Technologies -Silent Falcon|
California-based Silent Falcon UAS Technologies is partnering with the Pentagon's Advanced Research Projects Agency -DARPA - to implement laser power beaming for its solar-electric powered drones. Silent Falcon drones can fly non-stop 6 hours using batteries and solar energy. They are the world's first solar electric, long range, long endurance unmanned aircraft system or UAS. DARPA wants to make the flight time much longer by topping off the batteries via laser beams from the ground. DARPA officials say they're right on the brink of delivering this disruptive technology.
Endless Uses for Endless Flights
What DARPA wants is drones capable of indefinite flight. The drones would engage in sequences of flying and flying while charging from a high powered laser beam directed from the ground. There would be no need to land and refuel. This emerging technology can enable exciting, potential uses, such as for:
- internet access in rural and remote areas
- cellular access in remote 3rd world areas
- military operations
- extended search and rescue operations
- large scale surveying of disaster areas
- continuous assistance in fighting wild fires
Just to name a few. We're on the brink of power beaming laser technology. This will enable drones in our skies operating indefinitely. The potential uses are endless. | aerospace |
https://www.yaclass.in/p/science-cbse/class-8/stars-and-the-solar-system-12277/other-objects-in-space-5006/re-9d9a62de-65e8-4591-8b5b-9d9823985ca9 | 2021-11-29T17:16:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358786.67/warc/CC-MAIN-20211129164711-20211129194711-00448.warc.gz | 0.889052 | 342 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__151468017 | en | Artificial satellites are man-made satellites that revolve around the Earth and are different from the natural satellites. These man-made satellites are launched from the Earth and revolve around it in a much closer orbit than the moon.
India has launched many satellites and contributed to the development of various fields.
The first Indian satellite is Aryabhata, which was named after a famous ancient Indian Astronomer.
Other Indian satellites:
Applications of satellites:
There are many practical applications of artificial satellites. Some of them are,
- Weather forecasting,
- Transmission of television and radio signals,
- Telecommunication, and
- Remote sensing.
The process of collecting information about an object without making any physical contact with the object is known as remote sensing.
Remote sensing satellite
The world’s smallest satellite, Kalam Sat, was built by Rifath Sharook, a school student from Tamil Nadu. This \(64\ -gram\) satellite was launched into space on \(June\ 22,\ 2017\), by NASA.
Kalamsat Image credit: 8th TN Science Textbook Page no 87 | aerospace |
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