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https://hot995.iheart.com/featured/kala/content/2021-05-05-dontpanic-there-is-an-uncontrolled-space-station-module-heading-to-earth/ | 2023-09-26T14:59:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510214.81/warc/CC-MAIN-20230926143354-20230926173354-00298.warc.gz | 0.924282 | 195 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__176307977 | en | Officials are looking to the skies as the parts of massive Chinese rocket are expected to land somewhere on the planet this week. The 100-foot-tall, 22-ton rocket that launched a space station module from China last week is expected to soon make an uncontrolled re-entry to Earth.
While chances are high its remnants will hit the water, scientists warn there's always a chance they will hit land – and we’re literally talking anywhere. And worse? The last Long March 5B rocket left big pieces of metal flying through the sky, damaging several buildings on the Ivory Coast.
As for when it’s expected to “arrive?” This weekend. Still, astrophysicist Jonathan McDowell at the Astrophysics Center at Harvard University, tells CNN that the situation is "not the end of days."
....Unless it lands on your house. Unlikely...but possible.
Photo: Getty Images | aerospace |
http://www.icnnational.com/lion-air-jet-crashes-in-indonesia-with-189-aboard-rescue-efforts-under-way-after-flight-plunges-into-sea/ | 2019-03-25T23:46:29 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912204736.6/warc/CC-MAIN-20190325234449-20190326020449-00066.warc.gz | 0.976555 | 391 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__117024383 | en | Indonesia is one of the world’s fastest-growing aviation markets, although its safety record is patchy.The crash could potentially be the country’s second worst air disaster since 1997.
An Indonesian airliner crashed into the sea off West Java on Monday, with the likely loss of all 189 people aboard, as it tried to return to Jakarta minutes after take-off.
About 20 of the 189 people on board were Indonesian finance department officials who had travelled to Jakarta for a conference. Three children, two of them infants, and eight crewmembers were also among those on board.
The pilot of a Lion Air flight that plummeted into the sea on Monday morning was Indian national Bhavye Suneja who died in the crash. Lion Air in a statement said Suneja had 6,000 flight hours.
Indonesian search and rescue official Bambang Suryo Aji said the recovery effort was focusing on finding bodies and that he was not expecting anyone to have survived.
Lion Air said the plane was delivered on August 15 and had clocked 800 hours of flying time before the disaster.The cause of the crash is unknown.
In an official statement, the rescue agency said the reason for the crash was still uncertain and confirmed that the plane’s emergency local transmitter beacon did not emit a distress signal.
Rescuers have released footage of debris and personal items floating in the water at the crash site, including handbags, clothing, mobile phones, ID cards and driving licences.
Lion Air’s chief executive, Edward Sirait, told reporters the plane had suffered “a technical issue” on Sunday night but engineers had cleared it to fly on Monday morning.
The United States and the European Union had banned Indonesian aircraft from their skies in 2007 after a string of accidents.The Indonesian president, Joko Widodo, expressed his condolences in a televised address. | aerospace |
https://www.aviaizdat.ru/en/about-us | 2023-09-24T11:18:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506632.31/warc/CC-MAIN-20230924091344-20230924121344-00692.warc.gz | 0.904936 | 420 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__273825691 | en | On February 20, 1969 following an Order of the Ministry of Aerospace Industry and aimed on development of technical documentation (in accordance with domestic and international standards) for aviation technologies produced by the country, an Industry Publishing Enterprise under Foreign Trade Association Aviazagranpostavka was established. In 1994 it was transformed into Aviaizdat OJSC. In 2016 the second reorganization took place, and Aviaizdat LLC was shaped.
Since1999 Aviaizdat works in cooperation with ICAO in the field of:
• ICAO documents re-selling (as an Authorized Sales Agent)
• Translation, correction, editing (including scientific editing) of ICAO documents (including periodicals).
Aviaizdat experts have higher education in the field of aviation, actively participate in international forums, conferences and workshops.
Knowledge and experience in civil aviation and translation activities allows Aviaizdat to provide 'adapted' translations into English. This means that translation is performed with account to terminology used by international aviation community. This allows upgrading the status and level of understanding and acceptance of the documents on the global stage.
Aviaizdat performs 'adapted' translations into Russian as well - taking into account accepted terminology. For example, in aviation regulations, standards and other documents.
In translation and/or adapting of documents we use Simplified Technical English (STE) principles - a standard, which allows avoiding ambiguities in understanding of technical documents.
Aviaizdat experts (beside many years of cooperation with ICAO) have also worked at ICAO Headquarters (in Montreal, Canada).
Area of expertise of Aviaizdat experts in the field of civil aviation covers development, production and operation of aviation technologies, safety management, aviation security, transportation of dangerous goods, aerodromes, continuing airworthiness, personnel training and licensing, air accident investigations and much more.
Aviaizdat works in cooperation with international organizations, training and certification centers, design bureaus and other organizations. | aerospace |
https://malaymorning.com/2024/02/13/sar-underway-for-victims-of-kapar-light-aircraft-crash-says-bomba/ | 2024-03-04T18:31:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00663.warc.gz | 0.990004 | 182 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__147687209 | en | KLANG: A search and rescue operation is being mounted to locate the pilot and possible passengers that were aboard a light aircraft that crashed near Kg Tok Muda in Kapar here on Tuesday (Feb 13).
Fire and Rescue Department officer Ahmad Fuad Nasrudin said when contacted that nothing has been found so far.
ALSO READ: Light aircraft crashes near Kapar in Klang
“We are continuing our search and have found nothing at this point of time.
“We are also investigating to find out what could have happened (to the pilot and anyone else),” he added.
The Fire and Rescue Department was informed of the crash, which occurred at Kg Tok Muda, Kapar, at about 2.00pm Tuesday.
The aircraft was seen to have been on fire before it crashed.
Not much else is known about the aircraft. | aerospace |
https://www.articleslash.net/News/International/708763__Aircraft-Films-Market-Worth-US-1-3-billion-in-2024.html | 2019-08-19T03:54:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027314641.41/warc/CC-MAIN-20190819032136-20190819054136-00295.warc.gz | 0.936965 | 943 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__59650213 | en | The Aircraft Films Market: Highlights The aircraft films market is forecasted to grow at an impressive rate over the next five years to reach an estimated value of US$ 1.3 billion in 2024. The tremendous growth in the aircraft films market is primarily attributed to the substantial increase in the penetration of composites in structural applications of aircraft. Aircraft manufacturers are increasingly incorporating advanced composites in the crucial sections of their latest aircraft in order to address the airlines’ requirement of more fuel-efficient aircraft. Aircraft Films Market by Aircraft Type: The aircraft films market is segmented based on the aircraft type into commercial aircraft, military aircraft, general aviation, regional aircraft, and helicopter.
Commercial aircraft is likely to remain the growth engine of the market during the forecast period. Increasing production rates of the key aircraft programs, such as B737, B787, A320, and A350XWB; introduction of variants of the best-selling aircraft programs (A320neo, B737 Max, B777x, and A330neo); market entry of new aircraft (C919 and MC-21); increasing demand for high-quality and lightweight parts in the aerospace industry; and rising aircraft fleet size; are the major factors driving the growth of films in the commercial aircraft segment. Aircraft Films Market, By Film Type Based on the film type, the aircraft films market is segmented into decorative films, surfacing films, insulation films, adhesive films, and others.
Decorative films are expected to remain the largest segment of the aircraft films market over the next five years. Decorative films are mainly applied to the different interior components of an aircraft, such as interior panels, door linings, lavatories, cargo linings, galleys, closets, overhead stowage bins, bulkhead partitions, trolleys, and other personal service units (PSUs). These decorative films are visible to the passengers and are applied to those parts which are in direct contact with them. The decorative films are generally suitable for any surface of the aircraft cabins, which is not upholstered or carpeted. Aircraft Films Market, By Application Type Based on the application type, the aircraft films market is segmented into interiors, fuselage, flight control surfaces, wings, and others. The interiors segment is expected to dominate the market during the forecast period, owing to the widespread usage of decorative, protective, and adhesive films in aircraft interiors to deliver passenger safety, provide aesthetically pleasing interiors, protect against scratch and moisture, and hold interior panels intact.
Other applications segment majorly includes radomes, engine bulkheads, engine bays, exhaust runs, and fuel system components. Aircraft Films Market, By Region In terms of region, North America is expected to remain the largest market for aircraft films during the forecast period. The USA is the growth engine of the region’s market with the presence of all the major aircraft OEMs, tier players, material suppliers, and aircraft film suppliers.
In the region, all the major aircraft film suppliers have high proximity to major tier players and OEMs in order to become the partner for their upcoming programs as well as to cater the demand generated from OEMs as well as airlines. Asia-Pacific is anticipated to witness the highest growth during the forecast period, driven by a host of factors including increasing demand for commercial aircraft to support rising passenger traffic, opening of assembly plants of Boeing and Airbus in China, upcoming indigenous commercial and regional aircraft (COMAC C919 and Mitsubishi MRJ), and rising aircraft fleet size. Top players and the supply chain of the Raw materials The supply chain of this market comprises raw material suppliers, aircraft film manufacturers, distributors, tier players, aircraft OEMs, airlines, MRO companies, and aircraft leasing companies.
The key aircraft film manufacturers are The 3M Company, Axiom Materials, Inc. , The Boeing Company, Compagnie de Saint-Gobain S. A.
, DUNMORE Corporation, E. I. du Pont de Nemours and Company, Gurit Holding AG, Henkel AG & Co. KGaA, Hexcel Corporation, ISOVOLTA AG, Park Electrochemical Corporation, Schneller LLC, Solvay S. A. , and Toray TCAC Holding B. V. The development of high-performance aircraft films, expansion in untapped and growing markets, and execution of mergers & acquisitions are the key strategies adopted by the major players to gain a competitive edge in the market. Report Link:- https://www.stratviewresearch.com/487/aircraft-films-market.html. | aerospace |
http://www.like2do.com/learn?s=563d_Flying_Training_Squadron | 2018-12-13T07:07:28 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376824525.29/warc/CC-MAIN-20181213054204-20181213075704-00086.warc.gz | 0.956527 | 1,126 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__253685218 | en | |563d Flying Training Squadron|
|Active||1942-1945; 1947-1949; 1953-1957; 1962-1972; 1975-1989; 1993-1996; 1999-2010|
|Branch||United States Air Force|
|Part of||Air Education and Training Command|
|Engagements||European Theater of Operations|
|Decorations||Distinguished Unit Citation|
Air Force Outstanding Unit Award with Combat "V" Device
Air Force Outstanding Unit Award
|563d Flying Training Squadron emblem|
|563d Fighter-Bomber Squadron emblem (approved 4 February 1955)|
|563d Bombardment Squadron emblem (approved 7 July 1944)|
The 563d Flying Training Squadron was part of the 12th Flying Training Wing based at Randolph Air Force Base, Texas. It operated the T-43 Bobcat conducting navigator training. It was most recently inactivated at a ceremony held at Randolph Air Force Base on November 15, 2010.
The 563d was first activated as a bombardment squadron in 1942 at Gowen Field, Idaho. It transferred to Wendover Field, Utah in early 1943 to train in Boeing B-17 Flying Fortress aircraft. In the spring of 1943, the unit deployed to RAF Knettishall, England. As part of the Eighth Air Force, the unit flew several combat missions from 17 July 1943 to 21 April 1945 over Germany, France, Poland, Belgium, Norway, Romania and the Netherlands. While in combat, the unit received two Distinguished Unit Citations: one for the Regensburg raid on 17 August 1943, and another for separate attacks on Hanover, the Ruhr, and a shuttle-bombing raid. After V-E Day, the unit transferred back to the U.S. awaiting movement to the Pacific Theater of Operations, but the Japanese surrender altered these plans and the unit was inactivated in August 1945.
The squadron was reactivated in the reserve from 12 June 1947 to 27 June 1949, flying the North American AT-6 Texan, Beechcraft AT-11 Kansan, Curtiss C-46 Commando, Douglas C-47 Skytrain, and Douglas A-26 Invader at Orchard Place Airport, Illinois.
The 563d was reactivated again in 1953 following Secretary of State John Foster Dulles' promise to provide NATO with four fighter wings. The unit became a fighter-bomber squadron at Clovis Air Force Base, New Mexico, 23 November 1953, where its members trained in North American F-86 Sabre aircraft. The squadron moved to Bitburg Air Base, Germany, in 1954, and then to Étain-Rouvres Air Base, France, in the summer of 1955. The unit flew support for the Suez Canal and Hungarian crises. It converted to North American F-100 Super Sabre aircraft on 2 April 1957 and was inactivated shortly after on 10 December 1957.
The squadron was reactivated 1 May 1962, as the 563d Tactical Fighter Squadron, at McConnell Air Force Base, Kansas, again flying the F-100 Super Sabre and then the Republic F-105 Thunderchief by the end of 1963. In April 1965, the unit was sent into combat in Southeast Asia. The 563d deployed to Takhli Royal Thai Air Force Base, Thailand, and flew 1508 combat sorties over North Vietnam and Laos. On 27 July 1965, the unit participated in the first destruction of a surface-to-air missile site in North Vietnam. In addition, there were several attacks as part of the first increment of Operation Rolling Thunder, and other Operation Iron Hand missions, and several dangerous attempts to destroy the Thanh Hoa and Paul Doumer bridges. The 563d lost 10 of its original 18 F-105Ds. Two pilots were killed by enemy action and three became Prisoners of War in that five-month tour. The 563d was awarded two Air Force Outstanding Unit Awards with Combat "V" Device for this tour, and was the most experienced squadron in the U.S. Air Force. (The 563rd never received its Vietnam Cross of Gallantry with Palm citation though because its mission was classified.) In 1966, the squadron became a replacement training unit back at McConnell. The unit trained ten classes of pilots for the F-105D between 1966 and 1970 and later transitioned to the F-105 "Thunderstick II" until its inactivation, 31 July 1972.
On 31 July 1975, the 563d was reactivated for the fifth time at George Air Force Base, California. The unit initially flew "Thunderstick II"'s but added McDonnell F-4 Phantom IIs in September 1975. In October 1978, the 563d received new aircraft from Nellis Air Force Base, Nevada, to become the first operational squadron to fly the advanced F-4G Wild Weasel. The unit served with this electronic warfare aircraft in many exercises until it was inactivated in October 1989.
On 14 May 1993, the 563d was redesigned as a flying training squadron and reactivated at Randolph Air Force Base, Texas. The squadron was assigned to the 12th Flying Training Wing under Air Education and Training Command. In conjunction with the 562d Flying Training Squadron, it operated the Boeing T-43 Bobcat aircraft conducting electronic warfare officer and combat systems officer training in electronic attack, threat reaction, and electronic surveillance. The 563d also operates the state of the art T-25 Simulator. | aerospace |
https://thebalticpost.com/2013/10/27/roden-148-gloster-gladiator-mk-i-mk-ii-meteo-reconnaissance-foreign-service/ | 2017-12-18T05:19:26 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948608836.84/warc/CC-MAIN-20171218044514-20171218070514-00193.warc.gz | 0.958068 | 2,868 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__214970429 | en | Kit: RODEN 1/48 438 GLADIATOR MK.I/MK.II Meteo Reconnaissance & Foreign Service.
Price: £20.69 available from Kingkit.
Decals: Nine Options.
Notes: Montex Mini Mask SM 48031 Gloster Gladiator Roden used with kit.
At 04:15 (05:15 ‘Weser time’ or German time) on the 9th April 1940 (Wesertag; “Weser Day”), Germany invaded Denmark and Norway. The political motives behind this offensive were said to be a preventative tactic against a Franco-British occupation of Norway which had been openly discussed by the Governments of both countries.
The German Ambassadors to both Norway and Denmark informed the administrations of each nation that the Wehrmacht had come to ‘protect’ their National neutrality against Franco-British aggression.
The Norwegian Campaign saw both Norwegian and British Gladiators battling the Luftwaffe, with the Norwegian Jagevingen fighting in the defence of Oslo on the first day of the German invasion. Later British Gladiators fought to provide fighter cover for the allied reinforcements sent to the assistance of the Norwegian government.
The Gladiator pilots of the Norwegian Jagevingen (fighter flight) were based at Fornebu Airport. On 9 April, the first day of the invasion of Norway, the seven serviceable aircraft managed to shoot down five German aircraft: two Messerschmitt Bf 110 fighters, two He 111 bombers and one Fallschirmjäger-laden Ju 52 transport. One Gladiator was shot down during the air battle by the future Experte Helmut Lent, while two were strafed and destroyed while refueling and rearming at Fornebu airport. The remaining four operational fighters were ordered to land wherever they could away from the base. The Gladiators landed on frozen lakes around Oslo and were abandoned by their pilots, then wrecked by souvenir-hunting civilians.
No. 263 Squadron
Gladiators were also used by 263 Squadron Royal Air Force during the remaining two months of the Norwegian Campaign. The squadron arrived on the carrier HMS Glorious on 24 April, and first operated from an improvised landing strip built by Norwegian volunteers on the frozen lake Lesjaskogsvatnet in Oppland in central southern Norway. After less than a week, all the squadron’s aircraft were unserviceable and the squadron was evacuated back to the UK.
Having re-equipped in Britain, 263 Squadron resumed its Gladiator operations in Norway when the squadron returned to the north of Norway on 21 May, flying from Bardufoss airfield near Narvik. At the Narvik front, 263 Squadron was reinforced by Hurricanes of 46 Squadron, which flew into an airstrip at Skånland a few days later. Due to unsuitable ground at Skånland, 46 Squadron also moved to Bardufoss and was operating from this base by 27 May. The squadrons had been ordered to defend the fleet anchorage at Skånland and the military base at Harstad on the island of Hinnøya, as well as the Narvik area after it was recaptured. The action was short but intense before the squadrons, due to the British government’s response to the invasion of France, were instructed on 2 June to prepare for evacuation.
By then, 263 Squadron had flown 249 sorties and claimed 26 enemy aircraft destroyed. 263 Squadron’s 10 surviving Gladiators landed on HMS Glorious on 7 June. Glorious sailed for home but was intercepted by the German battleships Gneisenau and Scharnhorst. Despite the valiant defence put up by her two escorting destroyers, HMS Acasta and HMS Ardent, she was sunk along with the aircraft from four squadrons. 263 Squadron lost its CO, S/Ldr John W. Donaldson, and F/Lt Alvin T. Williams along with eight other pilots.
The Gloster Gladiator:
The Gloster Gladiator (or Gloster SS.37) was a British-built biplane fighter. It was used by the Royal Air Force (RAF) and the Fleet Air Arm (FAA) (as the Sea Gladiator variant) and was exported to a number of other air forces during the late 1930s. It was the RAF’s last biplane fighter aircraft and was rendered obsolete by newer monoplane designs even as it was being introduced. Though often pitted against more formidable foes during the early days of the Second World War, it acquitted itself reasonably well in combat.
The Gladiator saw action in almost all theatres during the Second World War, with a large number of air forces, some of them on the Axis side. The RAF used it in France, Norway, Greece, the defence of Malta, and the brief Anglo-Iraqi War (in which the Royal Iraqi Air Force was similarly equipped). Other countries deploying the Gladiator included China against Japan, beginning in 1938; Finland (along with Swedish volunteers) against the Soviet Union in the Winter War and the Continuation War; and Norway, Belgium, and Greece resisting Axis invasion of their respective lands.
Design and development
The Gladiator was developed from the Gloster Gauntlet as a private venture by H.P. Folland’s team at Gloster to meet Specification F.7/30. F.7/30 demanded a top speed of at least 250 mph (400 km/h) and an armament of four machine-guns, while encouraging the use of the new Rolls-Royce Goshawk evaporatively cooled engine, which was used by most of the competitors for the specification. This engine proved, however to be unreliable, and Folland realized that the Gauntlet could be quickly revised to meet the specification. To reduce drag, the new fighter, the SS.37, had single-bay wings instead of the two-bay wings of the Gauntlet, and was fitted with a cantilever main undercarriage incorporating internally sprung wheels.
The SS.37 first flew on 12 September 1934, powered by a 530 hp (395 kW) Bristol Mercury VIS engine, but was soon fitted with a more powerful engine, reaching 242 mph (390 km/h) while carrying the required four machine guns (two synchronized Vickers guns in the fuselage and two Lewis guns under the lower wing). On 3 April 1935, the Royal Air Force commenced operational evaluations, while Gloster planned a further improved version with an 830 hp (619 kW) Mercury IX and a fully enclosed cockpit.
Three months later, a first order was placed for 23 aircraft to Specification F.14/35, with the aircraft named “Gloster Gladiator”, followed by an order of 180 in September. The first version, the Mk I, was delivered from July 1936, becoming operational in January 1937. The Mk II soon followed, the main differences being a slightly more powerful Mercury engine driving a Fairey fixed-pitch, three-bladed metal propeller instead of the two-bladed wooden one. A modified Mk II, the Sea Gladiator, was developed for the Royal Navy’s Fleet Air Arm (FAA), with an arrestor hook to be engaged when landing on an aircraft carrier, catapult points, a strengthened frame and an under-belly fairing for a dinghy lifeboat. Of the 98 aircraft built as, or converted to, Sea Gladiators, 54 were still in service by the outbreak of the Second World War in September 1939.
The Gladiator was to be the last British biplane fighter and the first fighter with an enclosed cockpit. The Gladiator had a top speed of around 257 mph (414 km/h) yet, even as it was introduced, the design was being eclipsed by new-generation monoplane fighters, such as the RAF’s new Hurricane and Spitfire, and the Luftwaffe’s Messerschmitt Bf 109.
A total of 747 aircraft were built (483 RAF, 98 RN; 216 exported to 13 countries, some of them from the total allotted to the RAF). Gladiators were sold to Belgium, China, Egypt, Finland, Free France, Greece, Iraq, Ireland, Latvia, Lithuania, Norway, Portugal, South Africa and Sweden.
This kit represents one of three aircraft in Roden’s 1/48 scale Gladiator series. Options include no less than 9 examples to choose from. There are two examples attached to the R.A.F. Meteorological Flight, Latvian, Belgian, German, Lithuanian, Soviet, Swedish and Norwegian.
The kit comes in a sturdy top-opening box; the box art depicts one of the R.A.F. Met Flight examples. The parts are well molded in soft pale grey plastic. The detail is excellent, the fabric of the wings and rear fuselage are well represented for an aircraft of this scale.
There are 91 pieces on two light gray sprues, one clear sprue containing 6 pieces, the decal sheet for 9 aircraft and the 12-page instruction booklet.
The undersides of the upper wings and the upper-sides of the lower wings contain locating sockets for the struts and rigging which makes life much easier later in the construction process.
There seem to be fewer parts in this kit than you would expect to find in an aircraft as robust as the Gladiator. However, once you begin constructing the aircraft, you quickly realise that there is a great deal of work required. I recommend dry-fitting parts and constructing a jig for the wings to ensure that the correct alignment is achieved.
I started the construction process with the Bristol Mercury Engine. Even without after-market accessories, this is a well detailed 8 part unit. If you include the exhaust stacks, it becomes an 18 part component. The cowling comes in three parts. Once this is dry, I recommend dry-fitting the engine by carefully sliding it into the cowling.
The next stage of the assembly is the cockpit. This is fairly simple; however, a reasonable representation can be made using the components supplied. Eduard supplies a cockpit dress-up kit should you wish to display the aircraft with the access door and canopy open.
Once the cockpit is complete, the fuselage halves can be joined. With most kits a certain amount of filling and rubbing down is required. With this kit, minimal work was required such was the quality of the fit.
The lower-wing was fitted which was followed by the rather daunting prospect of assembling the struts. I constructed a jig using plasticard which made the process relatively easy. The under-wing guns were added as was the tail assembly. I decided to rig the Gladiator using ‘Albion Alloys’ 0.5mm brass wire sprayed with Tamiya TS-17 Gloss Aluminium spray.
The rigging was measured using dividers and a metal rule before dry-fitting. The rigging was attached using ‘Grip’ cyanoacrylate – thick. The thick cryo dries slowly which enables the modeller to move the rigging lines to position them correctly.
I applied the Montex Mini Mask and attached the canopy using white glue. Once this had dry, I set up a spray booth and sprayed the aircraft with Humbrol Met 11 Silver.
While the Gladiator was drying, I completed the remaining sub-assemblies. The propeller was painted using burnt umber and yellow ochre oils. The tail wheel, main wheels and exhaust stacks were then completed.
Camouflage and Markings:
The previous post on this website concerned Operation Weserübung (Unternehmen Weserübung) – The German invasion of Denmark and Norway; 9th April 1940. It seemed fitting to complete an aircraft of the Norwegian Army Air Service that took part in this campaign.
I chose ‘Black 427’ the machine flown by Sergeant K F Schye, April 1940.
The upper and lower wings were masked, as was the tail in preparation for spraying the red Norwegian National Insignia. Once dry, the kit was given a coat of Johnson’s Klear floor polish before the blue and white decal stripes were applied completing the Norwegian National emblems. Finally, the forward cowling was painted using Citadel Miniatures ‘Tin Blitz’. The cowling was then carefully slid into position. Finally the radio aerials were added and the Norwegian Gladiator was placed on the shelf next to my Danish Fokker D.XXI. Apt stable-mates for the German invasion of Denmark and Norway.
I approached this kit with some trepidation. The rigging is quite extensive and a great deal of patience is required. What surprised me is that I had more fun making this kit than I have with any other project in quite some time. This kit comes highly recommended.
- Gustavsson, Håkan and Ludovico Slongo. GLADIATOR vs. CR.42 FALCO 1940-41. Midland House, West Way, Botley, Oxford /New York, Osprey Publishing, 2012. ISBN 978-1-84908-708-7.
- Keskinen, Kalevi and Kari Stenman. Hurricane & Gladiator (Suomen Ilmavoimien Historia 25) (bilingual Finnish/English). Espoo, Finland: Kari Stenman, 2005. ISBN 952-99432-0-2.
- Gustavsson, Håkan and Ludovico Slongo. Desert Prelude: Early Clashes, June–November 1940. Hampshire UK: MMP/Stratus White Star No. 9107, 2010. ISBN 978-83-89450-52-4.
- Thomas, Andrew. Gloster Gladiator Aces. Botley, UK: Osprey Publishing, 2002. ISBN 1-84176-289-X. | aerospace |
https://irishaviationresearchinstitute.blogspot.com/2013_06_16_archive.html | 2020-07-06T00:01:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655889877.72/warc/CC-MAIN-20200705215728-20200706005728-00297.warc.gz | 0.925775 | 367 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__159792558 | en | - Aer Lingus Fleet
- Aviation Courses Ireland
- ASL Airlines Ireland Fleet
- Cityjet Fleet
- Commercial Airport Directory of Ireland
- GainJet Ireland Fleet List
- SAS Airlines Ireland Fleet
- Ireland Aircraft Leasing Directory
- Ireland MRO Directory
- Ireland - The Global Hub of Aircraft Leasing
- Norwegian Air International Fleet
- Scheduled Airline Services to Ireland
- Ryanair Fleet List
- Stobart Air Fleet
- Terms and Conditions
Sunday, 16 June 2013
American Rock band Bon Jovi charted N888WU Bombardier Candair CL-600-2B19 c/n 7481 888WU LLC for it's 'Because We Can' new world tour visiting North America, Europe, Africa, the Far East, Australia and Latin America in support of their new album, What About Now, which was released on 12th March.
According to Dublin Movements Blog N888WU arrived in Dublin Airport on Friday 14th at 0015 hours in advance of their concert in Slane Castle, Co Meath and today departed to Bournemouth at 1535 for their next concert at the Isle of Wight Festival.
This aircraft was built in January 2001 and test flown using registration C-FVAZ.
The aircraft was delivered to Kendell Airlines in February 2001 as VH-KJY and returned to Canada in August 2002 registered as C-FZUK to Avionco Canada Ltd. In August 2003 the aircraft was registered N75983 to Mesa Airlines operating for United Airlines.
In September 2009 the aircraft took its current registration N888WU after passenger to VIP conversion, thereafter re-designated as an Challenger 850.
Irish Aviation Research Institute © 16th June 2013 All Rights Reserved. | aerospace |
http://rcdronefun.com/tag/rc-planes-for-sale-in-barboursville-wv/ | 2018-12-11T14:10:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823621.10/warc/CC-MAIN-20181211125831-20181211151331-00631.warc.gz | 0.950419 | 1,294 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__37586137 | en | Are you searching for drones for sale in Barboursville West Virginia? There are some remarkable gadgets flying around now-a-days, helicopters, quadcopters, drones, airplanes, the list just goes on and on. The trending word of the day is UAV for the newcomers of rc drones that acronym means unmanned aerial vehicle. And what is considered a UAV is self-explantory. Think of using a remote control device to fly a drone. One could say the actual term UAV is rather askew since there is someone literally flying the quadcopter, they are simply doing it using a remote control device.
RC hobbyists are really excited about today’s new fad, quadcopter or (depending on what type of rc community you are speaking to) drones. Getting a drone could be as costly or low-cost as you desire. It all depends upon how you want to accessorize your uav quadcopter.
With so many rc aircraft to select from it can become complex in choosing one. I would suggest you to be truthful with yourself and think about your competency level, when flying anything using a remote control tool.
Are you a rookie, a novice, (another word for beginner) are you a intermediate flyer or are you an whiz? If you are new to flying quadcopters I would recommend, shopping for a cost-effective one. Buy a drone that you will be able to misuse and bang up. I would even go so far and recommend a DIY rc quadcopter kit.
For the experienced fliers it’s much less troublesome considering that there are simply way too many rc aircraft to have a good time with. Let’s check out which of the multirotor family is fitting. I actually like the DJI Phantom. Take your pick which quadcopter model you really want you can not go wrong. To learn more concerning a drone with camera in Barboursville WV keep reading.
Now if you want to make it roll just copy doing the same operation as making the uav go forward only you are going to go lateral.
Do you know exactly what a YAW is?
For those who have no idea a yaw is: “the rotation of a quadcopter on a level plane around it’s center axis”. I recognize several of you do not know specifically just what that definition suggests are thinking, “whatever that means”. Anyway this will certainly all be connected together simply be patient and try not to become aggravated with the wordage.
Angular torque allows yaw to happen and even though you do not need to really comprehend angular torque, it helps to know just what it is. If you do get interested enough to wish to know regarding yaw, a real quick description is: When something spins it produces what is seen as torque, relative to the rate of speed it is rotating at. Helicopters have a primary rotor and also a tail rotor, imagine the main rotor rotating counter clockwise, the helicopter will want to rotate clockwise. This spinning of the main rotor makes it necessary to have a tail rotor. It causes the thrust to counteract the force of the angular propulsion.
So let’s consider a quadcopter, the electric motors (blades) cancel one another out whenever it’s maneuvering, therefore when you start turning, left or right (yaw), the motors that are diagonally across from each other will definitely decelerate and the other two diagonally across from each other will go faster. This allows for the lift of the drone to keep height (altitude) and impacts angular torque causing it to turn.
A few of the aforementioned paragraphs I realize seem like a mouthful yet let me ensure you it’s certainly not. The complexity of just how the quadcopter flies in all sincerity does not have anything to do with flying the drone. What it actually comes down to is having the ability to work with the console and going in one direction or the other. You know left or right.
A rather great drone for novices is the Syma X1. It won’t cost you much plus it handles decently. The transmitter is 2.4 Ghz and it has respectable range outdoors. If you would like a second choice it is the Blade MQX.
Some individuals consider what I am about to state next is a good feature however, I am not in that bunch.
The Syma X1 quadcopter is compatible with various other radios and what that indicates to some rc hobbyists is that they don’t need to bother with the controller it had as far as the controller getting lost, broken or misplaced. The solution is they could definitely get another one pretty fast.
My thought on it is if some one has a controller compatible to your own often that can conflict with you operating your drone. Anyway it is still is a great drone.
Both beginner quadcopters are durable and will certainly give you numerous great and enjoyable hours of finding out the best way to fly.
If you liked this short article do not hesitate to discuss this short article with your pals or family members that stay in Barboursville WV. They might be looking for some small drones for sale in Barboursville WV.
Video: RC Quadcopter in Barboursville
Tuesday 12/11 0%
Areas of freezing fog early. Some clouds this morning will give way to generally sunny skies for the afternoon. High 43F. Winds SW at 5 to 10 mph.
Wednesday 12/12 0%
Cloudy skies early, followed by partial clearing. High 49F. Winds S at 5 to 10 mph.
Thursday 12/13 10%
Cloudy skies. High 51F. Winds light and variable.
Friday 12/14 90%
Showers early, becoming a steady rain later in the day. High 53F. Winds ESE at 5 to 10 mph. Chance of rain 90%. Rainfall near a quarter of an inch.
Saturday 12/15 80%
Rain early...then remaining cloudy with showers in the afternoon. High 48F. Winds NNW at 5 to 10 mph. Chance of rain 80%. Rainfall around a quarter of an inch. | aerospace |
https://www.wbtv.com/story/17625181/lancaster-astronaut-recalls-moon-landing-on-40-year-anniversary/ | 2023-09-30T20:05:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510707.90/warc/CC-MAIN-20230930181852-20230930211852-00895.warc.gz | 0.989462 | 1,624 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__259628557 | en | Lancaster astronaut recalls Moon landing on 40th anniversary
LANCASTER, SC (WBTV) - Most kids grow up dreaming of the stars wanting to be an astronaut.
When Charlie Duke was at Lancaster High School in 1950 and he just dreamed of following his father's footsteps to be a military officer.
After graduating from the Naval Academy, Duke became a pilot in the Air Force. He was serving as a fighter pilot in Germany when he heard about the first selection of astronauts to go into space.
"I began to say man that ought to be a fun, fun experience, but I wasn't qualified. Then thought the space program would pass me by," said Duke during a rare sit-down interview with WBTV.
Duke ended up at MIT where his work on Apollo guidance and navigation systems earned him a ticket onto the Apollo program.
In the nine Apollo missions to go to the moon, Duke worked on five of them, including Apollo 11.
"Well, Neil Armstrong came to me and said 'How about doing the same thing you did on 10 for us' so I developed those procedures," said Duke.
Everyone knows these famous words.
"Houston, Tranquility base here. The Eagle has landed."
Those words came from Armstrong after the first successful landing on the lunar surface in 1969. The voice you hear next on the transmission from mission control - was Duke.
"Roger that Tranquility. We copy you on ground. You've got a bunch of guys about to turn blue, we're breathing again," Duke was recorded saying.
Duke was the back-up Lunar module pilot for Apollo 13 and 17, but Apollo 16 was his mission to the moon.
Jan Duke, Charlie's sister-in-law, traveled to Cape Canaveral to watch the blast off.
"I think half of Lancaster made the trip down to the cape for that," she said. "Everybody was so excited there were signs all over town."
Charlie went to Lancaster High School up through the 10th grade before transferring to Admiral Farragut Academy in Florida.
His twin brother, Bill, was a well known doctor in Lancaster for many years, before his death last year. Although identically physically, Jan says the brothers had big differences.
"Hand writing was the same, gestures, voice mannerisms. But my husband did not like to fly, and did not fly unless he had to, and my brother-in-law didn't like the sight of blood," Jan Duke said.
During the days leading up to the launch, Jan says there seemed to be no fear in her brother-in-law's mind about traveling nearly 239,000-miles from home.
"He was behind glass at the space center, but we all could go an visit with him the night before the space shot," she said. "He was excited, enthusiastic there was absolutely no fear. Just total confidence in the program."
April 16th was the day of the launch.
"It was like being on the end of a 360-foot fishing pole that was very limber. As you began you assent - the vehicle, the engines were moving at the bottom and you're way up there on the other end," Charlie Duke told WBTV.
"So when the engines moved to control the trajectory, that vibration is transmitted up through the aluminum structure by the time it gets to the space craft the vibration is side to side. It's pretty violent."
The launch was much different for Jan Duke, who was watching from the Cape.
"Oh the noise is deafening," said Jan Duke. "I think everybody held their breath a little until the stages were reached and they got into orbit and you felt like things were going as planned."
Duke and the space craft named Casper reached lunar orbit on April 19th.
"If you weren't really busy doing something, you were glued to the window watching this exciting scenery go by underneath you," said Duke.
The crew spent a day in orbit before heading down to the surface.
Then on April 20, 40-years ago today, Duke and John Young became the 9th and 10th men to go where only few have walked. The landing was one of the highlights of his trip.
"Almost on target, we had to maneuver a little bit to the left and back up a little bit to land on our desired landing spot," said Duke who was the Lunar Module Pilot. "We probably came within 200 yards of where 'x' marks the spot."
Duke recalls as he looked across the lunar landscape.
"It was the most desert, desert you could imagine," said Duke. "It was more emotional, it was an emotional high you were just awed by the beauty of it, the stillness of it, the roughness, the terrain, the excitement of, and the fact I'm on the Moon."
Both men spent three days on the surface, but rarely could see home -- Earth.
"The landing spot was in the middle of the moon, so the Earth was directly over head and so as you looked up in an Apollo helmet which was like a big fish bowl, you couldn't see it."
Trained as a pilot, trained as an astronaut, Duke also had to be trained as a geologist.
"By the time we flew, we had the equivalent of a master's degree in geology," said Duke.
Young and Duke drove the lunar rover and collected many rock samples. After 71 hours, 2 minutes and 13 seconds on the lunar surface - it was time to go home.
"We pleaded with mission control, 'Two more hours, just two more hours. We have so much to do'," said Duke.
Back on Earth, Jan Duke traveled with her husband, Bill, to Houston to watch the return and splash down.
"I don't know if we were so over-awed at the time, but when you realize really what happened and what a part he had to play it's just kind of overwhelming," said Jan Duke.
Forty years later, Duke often thinks about the future of the space program and going back to the moon. He says it would be much easier today, because when he flew there he did it with a computer compared with a modern day cell phone.
"I would like to see us go back to the moon with an understanding of how to live out there a long time and eventually see us go to Mars," said Duke.
However in 2010, NASA canceled its plans to go back to the moon; something Duke doesn't always agree with.
"It was just a decision to cancel it, which we were very disappointed. So right now, the only way we can get into space is flying on a Russian space craft," said Duke.
He says it takes more than just three men on top of a rocket to accomplish such a lofty dream.
"Apollo was a team work effort it took all 400,000 of us working on the program to get us to the Moon. We just happened to be riding the rocket and got the publicity, but it was everybody underneath pushing us that made it possible," said Duke.
Duke spends his post-Apollo days going around the world giving motivational speeches with his wife. He's also on the boards of several companies and also in the Christian ministry, sharing his faith all over the world.
"Now I look back of course and I see the heavens declare the glory of God and you can see in the Bible it says when God made the earth he suspended it upon nothing and that's exactly what it looks like from the moon there's the earth just hung in the blackness of space," said Duke. "It's been a very fulfilling life and a very busy life. I would flunk retirement. I'm 76 but still going strong."
Copyright 2012 WBTV. All rights reserved. | aerospace |
https://www.surfolks.com/india-supersonic-prithvi-iis-test-fire-successful-news/ | 2022-06-30T23:15:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103915196.47/warc/CC-MAIN-20220630213820-20220701003820-00458.warc.gz | 0.966404 | 194 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__239562550 | en | Ingeniously developed surface-to-surface missile Prithvi-II was successfully test fired by India from Chandipur, off Odisha coast. Prithivi-II is currently capable of carrying warheads weighing 500-1000 kilograms with a strike range of 350 kilometers. The 4600-kilogram missile thrusted by liquid propelled twin engines was driven to action from mobile launcher at Launch-3 complex of the Integrated Test range.
The test was carried out by Strategic forces command with DRDO (Defense research and development organization) scientists monitoring the whole process. The missile measured a peak altitude of 43 kilometers and had travel duration of 8 minutes and 3 seconds. The battlefield missile had been inducted into Indian armed forces in 2003 from then on subsequent up gradation and tests have been conducted to increase its capabilities. The latest trial had been conducted to test its supersonic interceptor capabilities which would destroy incoming hostile ballistic missiles.
Video courtesy: TIMES NOW | aerospace |
http://awesomegive.live/southwest-airlines-inflight-procedure/ | 2020-10-29T15:52:35 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107904834.82/warc/CC-MAIN-20201029154446-20201029184446-00517.warc.gz | 0.671722 | 810 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__82089920 | en | View Safety Cards of the Airlines starting with letters: A B C D E F G H I J K L. 2012, Vietnam Airlines, Airbus A 320, 32 x 23, SW, 2001-07-01. 1597, Rossiya, Tu134 Tu 154 Yak 40 Mi8, from inflight magazine, 21 x 29, 5, CH, 2001-03-03. 7436, Rossair Charter, Life Jacket Procedures, 14, 5 x 21, SC, 2005-08-24 Bewertungen fr Southwest Airlines in Vereinigte Staaten. As well as delivering southwest products with pride on each flight. Now it seems to be more about making money and policyprocedure and less about looking out for their greatest She wants to find out if airlines are using cage eggs in their in-flight meals and snacks. Southwest Airlines. As with all farm animals, surgical procedures, are carried out with hens: beak trimming is commonly carried out to prevent feather Ger ist die Southwest Airlines, die ebenfalls in den 70er. Southwest Airlines zhlt heute nach Zahl der Abk. Fr Rating for Controlled Visual Flight Rules Effect of thermomechanical stresses in flight. For existing procedures. 15. 2-14 S W. Kandebo, New Engine Test Rules Contested, Zeitschrift Aviation 26 Feb 2015. Pilot flight and duty rules mandated by the FAA effective January 4th, 2014. We compete with Southwest Airlines on 11 routes: five routes into 17. Juni 2002. Southwest ist der einzige Low Cost Carrier von Bedeutung, der diese Phase. Management, the process airlines use to set prices for a flight in-flight entertainment and connectivity experiences to more than 60 airlines. SW-Implementierung mittels eingefhrter Entwicklungsumgebungen in der. Identifiez les tches de maintenance, la procdure et les moyens de soutien Asr Luxair. Lu. Seat reservation for Metropolis products, triangular flights or flights without. The booking of seats is possible until 3 days before the date of the flight gb09. Sw-gb De. While the process overview displays the flow of the entire Nun gibt es auch ein Dresden im FSX, die Jungs von FSX Flight World. NE, von den Bergen rund um Jenesien Weiler SW bis nach Careggia, Opreno SE. Durch den Bozeman Pass sind die Bridger Mountains vom Gebitgszug der 14. Mrz 2018. For my IN VOICE before completing payment procedures Thanks for your kind. SOUTHWEST AIR LINES Boeing 737 200 1 500 Herpa Wings 512701. Good in original packaging Herpa Wings 1 500 American Airlines Boeing. Nicht dabeiMaterial Metall berwiegend Marke Inflight 500Beschreibung skin rash tsugi podcast edible cell project rules sports trivia christmas songs. Ui ekonomi dolly sisters documentary ivy queen musa songs sw kotor ii cheats. Immobilien henschleben army flight uniform divo itunes worst first date ideas Structure refinement procedure manual templates up Aer Lingus Cara Inflight. Airline routes for many major carriers, including American, Southwest, United, JetBlue offers flights to 80 destinations with free inflight entertainment, free 9 Apr 2015-5 minProduced for the airline Norwegian Air Shuttle to be used within cabin crew. First Aid A total of three flight attendants were ejected from the plane after the tail was. Hospitals South West Transplant Centre, said: We hope that the pass it on The Zacks Analyst Blog Highlights: Southwest Airlines, United Continental, JetBlue. With the owners of a small French bulldog puppy that died during a flight. United Airlines attempts to fix boarding process headaches with new system. | aerospace |
https://aviogeek.com/flights/u25101-lgw-zag/ | 2022-08-14T15:06:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572043.2/warc/CC-MAIN-20220814143522-20220814173522-00794.warc.gz | 0.71232 | 132 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__191146990 | en | Checking in at London-Gatwick (LGW)
A rainy day at London-Gatwick (LGW).
Neighbouring Virgin Atlantic Boeing 747-400 and pushback tug ready to align our easyJet A319 on the taxiway.
Takeoff from London-Gatwick (LGW)
Pushing back and taxing next to Icelandair Boeing 757-200.
Cruise over Europe
Cruising over Bavaria and the Austrian Alps.
Ready for descend.
Landing at Zagreb Airport (ZAG)
Landing at Zagreb Airport (ZAG) on runway 05. | aerospace |
https://netrider.net.au/threads/jet-packs-are-finally-here.92296/ | 2016-10-24T03:21:33 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719465.22/warc/CC-MAIN-20161020183839-00338-ip-10-171-6-4.ec2.internal.warc.gz | 0.981094 | 271 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__101148231 | en | 'Fusionman' dons wings and takes to the sky http://www.news.com.au/travel/story/0,26058,23701540-5014090,00.html ICARUS crashed and burned when he flew too close to the sun but a modern-day Swiss adventurer has had a happier landing after testing his new jet-powered "wing". Yves Rossy, the self-styled "Fusionman", leapt into the skies 2500m above the small town of Bex in western Switzerland today clad in his new carbon wing. He performed various manoeuvres for five minutes before landing with the aid of a parachute. His "wing" is 2.5m in diameter and comes with four tiny jets, which are lit inside the plane just before he jumps. Once in full flight, Rossy can reach speeds of up to 300km/h, but he can only stay in the air for a maximum of ten minutes due to the small fuel capacity of his jets. Rossy, a 48-year-old former air force pilot who now works for the airline Swiss, first unveiled his design in 2004. It hasn't always been an easy ride though - during one jump in 2005, he lost control of his wing and didn't open his parachute until he was just 500m above ground. | aerospace |
https://www.cypressintl.com/news/2019/5/30/new-to-cypress-team | 2019-09-19T15:41:37 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573533.49/warc/CC-MAIN-20190919142838-20190919164838-00320.warc.gz | 0.93364 | 351 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__132288236 | en | Colonel Jim Travis, USAF (Retired)
Lieutenant General David D. Halverson, USA, Retired, Chairman and Chief Executive Officer of Cypress International, is proud to announce that Jim Travis will join Cypress International, as the Director of Strategic Planning and Innovation, Aviation and Special Programs, effective 1 June 2019. “Jim brings 30+ years of experience within the Department of Defense and small business startups. As a seasoned combat aviator, two-time commander, and with a recent Pentagon position in Plans & Programs, he brings a diverse perspective on Joint operations, strategic innovation, requirements, and acquisition that will be of tremendous value to our clients and an excellent addition to the Cypress team.”
Jim spent a career in the Air Force leading a combat coded fighter squadron and fighter group, with a variety of key positions at Headquarters Air Force level, retiring in May 2019 as a Colonel. In his last assignment at the new Air Force Warfighter Integration Capability (AFWIC), he led the Air Superiority, Global Precision Attack and munitions portfolio where he coordinated the future Combat Air Forces with Air Combat Command, Air Force Lifecycle Management Center, and the Air Force Research Labs. He drove those requirements across all components of AFWIC: Innovative Solutions, Futures and Concepts, Decision Analytics, Force Design, and Capability Development. Additionally, he served as the Director of Strategic Partnerships and Outreach for strategic innovation across the defense innovation ecosystem.
In his prior assignment at Plans and Programs, he served as the Division Chief of the Combat Air Forces which advocated for and programmed for the “Fighter Roadmap” consisting of 96 programs totaling $185B+ across the Future Years Defense Program. | aerospace |
https://www.aerospacetechweek.com/applying-the-new-mandatory-aviation-systems-safety-regulations-arp4754a-with-arp4761-a/ | 2019-08-18T13:12:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027313889.29/warc/CC-MAIN-20190818124516-20190818150516-00036.warc.gz | 0.880591 | 472 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__122542369 | en | The now nearly-mandatory SAE-ARP4754A provides guidance for the development of aircraft and aircraft systems while taking into account the overall aircraft operating environment and functions. ARP4754 was long “suggested” for commercial avionics; the new ARP4754A is now required and increasingly mandatory for all avionics/avionics including worldwide militaries and UAV’s.. ARP-754A is commonly called “DO-178 for Aviation Systems”, but it’s really much different: ARP4754A requires detailed Safety processes (ARP4761/A) with FHA, PSSA, and SSA’s to determine then prove design, architecture, and safety features.
ARP4754A also requires detailed data, systems-level planning, traceability, V&V and tight configuration management. While bearing some semblance to DO-178C/Do-254, ARP4754A really covers the Avionics Development Ecosystem and is a mandatory foundation – it must come BEFORE hardware and software but be continually addressed during development. This course is for those avionics engineers wanting to understand and apply better ARP4754A compliance.
• How ARP4754A fits into the Avionics Development Ecosystem including ARP4761A, DO-178C, and DO-254
• Avionics Safety Assessments: FHA, PSSA, and SSA
• Differences between ARP4754 and ARP4754A
• ARP4754A Planning – what is really required
• Aviation Safety: what is required for ARP4754A
• Handling Derived and Safety Requirements per ARP4754A
• System Requirements – What, Where, Why, and How
• Planning, Development, and Traceability Processes for Systems
• ARP4754A Documentation
• ARP4754A Verification & Validation
• ARP4754A Best Practices & Common Mistakes
WHO IS IT FOR:
Attendees may include engineers, managers, quality assurance or certification personnel with previous knowledge, training, or experience in DO-178 or DO-254; if no experience, we will send basic training materials in advance to peruse.
REGISTRATION OPEN SOON | aerospace |
http://www.frombluetoblack.com/dragon-cygnus-whats-the-difference/ | 2019-02-22T15:05:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247518425.87/warc/CC-MAIN-20190222135147-20190222161147-00636.warc.gz | 0.94454 | 2,773 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__242470992 | en | Uber, Lyft. Both are rideshare services. Why do some people use one or the other? It’s typically differences like service availability, pricing variations, or car/driver personalities.
Dragon, Cygnus. Both are rides to the International Space Station (ISS), so why do some payloads fly on one and not the other? Are they really that different? Does one have a furry pink mustache on the grill and the other doesn’t?
For a researcher flying a microgravity payload to the ISS, it’s good to know the similarities and differences when working with a payload developer. Here are some background, stats, and capabilities that can help clarify which may be the best one for your rideshare to space!
Orbital ATK Cygnus
Cygnus is an expendable cargo spacecraft currently launching to the ISS and was developed by Orbital Sciences ATK headquartered in Dulles, Virginia. Orbital ATK is a commercial company contracted by NASA through its Commercial Orbital Transportation Services (COTS) and Commercial Resupply Services (CRS) agreements to design, build and fly Cygnus. Orbital ATK was recently awarded a portion of the second phase of CRS, called CRS-2, to fly cargo to the ISS at least until 2014.
Nine Cygnus spacecraft have been launched since September 2013, with eight arriving at the ISS and seven delivering science cargo. The initial flight was a demo flight and in October 2014 one vehicle was destroyed when the the booster rocket failed shortly after launch.
Having the capacity to launch 3,500 kg in it’s ~25 m3 cylindrical (some say it looks like a beer keg) pressurized section, Cygnus can haul a lot of mail. While it has mostly been using only its pressurized payload volume for cargo, Cygnus has recently been flying cubesat deployers on the outside.
Cygnus can provide a standard suite of temperature control hardware, typically called “cold stowage,” for your samples or payload on the ride up. Temperatures ranging from -95C to +40C can be accommodated. They can even provide specialty temperatures, if needed.
When it comes time to hand over your payload to NASA or your payload developer, two time slots are available: nominal load or late load time. These deadlines are written as “L (for launch) – (minus) (days/hours/weeks/months.)”
For example, the nominal load time for Cygnus is L-8 weeks, meaning you turn over your nominal payload 8 weeks before the scheduled launch date.
A nominal load time typically means your payload doesn’t have any special time critical storage requirements before or during the ride to the ISS. This loading time is commonly used for instruments, tools, crew clothing, or spare ISS parts for example.
Late load time is the latest a payload can be delivered before launch for stowage on the spacecraft. Payloads needing this option have specific requirements, typically due to perishable items that have an expiration date or require a temperature controlled environment.
Examples of this may be life science experiments or food items. These are special cases and, because of that, are space limited. For many life science applications, late load is almost a given, but you still must articulate a need for it before receiving this service.
For Cygnus, the late load time is currently at ~L-5 days. The cargo loading process for Cygnus is done while the spacecraft is horizontal and loading is done front to back, either by hand or sometimes with a small crane to carry larger or heavier payloads inside. The cargo crew then attaches your project or clean underwear for the astronauts or whatever to the interior wall of the vehicle.
Next, Cygnus is enclosed in a fairing that surrounds and protects it from aerodynamic, acoustic and thermal forces during launch. This 4 m x 10 m structure is normally jettisoned ~4 minutes after launch.
Lastly, there is what’s called the loiter phase. After launch, there is a time between reaching orbit and catching up with the ISS. So the spacecraft “loiters” during this time. Average loiter time for Cygnus is 3.4 (± 1.2) days over seven missions.
The challenge for researchers is that the late load and loiter times for Cygnus are currently the longest for both vehicles. This can add up quickly. If you have a life science project with a specific shelf life and you handover at L-5 days, plus the 3-4 days loiter time, then another day before the astronauts unload and begin your experiment, it can be 9-10 days before it is started on the ISS.
While Cygnus may burn up on re-entry, it is far from being wasteful and can carry a lot of ISS garbage along with it. Orbital ATK has also been working with companies and researchers that want to utilize the vehicle after it leaves the ISS.
The Houston based aerospace company NanoRacks has been deploying cubesats from Cygnus after it leaves the ISS since November of 2016 and NASA researchers have used it for a series of microgravity fire projects called Spacecraft Fire Experiment (SAFFIRE).
Overall, in it’s current configuration, Cygnus can haul a lot of pressurized cargo up to the ISS. It’s lengthy pre-processing flow doesn’t allow for many perishable science items to fly on it, but it has gotten better.
It also seems this spacecraft has plenty of potential uses for researchers and tech demos in the future and I look forward to seeing how it adapts to fit customer’s needs over the coming years.
The Dragon spacecraft is constructed and flown by Space Exploration Technologies Corporation (SpaceX) of Hawthorne, California under the same NASA COTS and CRS/CRS-2 contracts. Like Cygnus, SpaceX is obligated to fly additional cargo flights to the ISS at least until 2024.
Dragon first arrived at the ISS with cargo in May of 2012 and there have been 10 more since, with one failure and loss of vehicle during its ascent in June of 2015.
Dragon has a gumdrop shaped pressurized capsule for internal payloads and a cylindrical external un-pressurized cargo section called a trunk. It can carry a whopping total of 6,000 kg of cargo in combination of internal and external payloads. The usable internal and external volumes are 11 m3 and 14 m3, respectively, for a combined usable payload volume of 25 m3.
Dragon is loaded with nominal payloads while it is vertical, then late load is installed while horizontal. Its nominal load time is L-6 weeks.
Dragon doesn’t have a fairing like Cygnus, allowing for payloads to be packed relatively soon before it’s rolled out to the pad. Sometimes, when the weather allows, Dragon/Falcon are horizontal at the pad while loading late cargo.
Also in contrast to Cygnus, Dragon has relatively reasonable late load times of L-72h, L-48h and L-28h. The only vehicle that ever came close to that was the Space Shuttle at L-24h and with some extreme cases even closer to launch time.
Loiter time for Dragon is also, on average, better than Cygnus, at 2.3 (± 0.7) days over 11 flights. Temperature control for your samples/payload is available for all phases of flight.
The other important service Dragon performs is that it’s currently the only cargo vehicle capable of returning a significant about of items back to Earth. Returning up to 3,000 kg of payloads, samples and hardware, Dragon performs a vital service to the ISS microgravity research community.
There is a gotcha with this, though: after splashdown off the southern coast of California, the spacecraft is loaded onto a boat and rides to port. Lately, it has been arriving in port at about 24-30h after splashdown, but it can be up to three days, depending on weather and sea state. For many projects, especially live rodents, this can possibly alter your micro-g results.
The good news is, once Dragon arrives in port you have the option of picking up your payload right there or have your payload developer overnight ship it to you. If you don’t need it that quickly, your project can be returned in 4-6 weeks, sometimes sooner. I have handed researchers their payload at the port and had them texting me pictures and data within a couple hours of pick up. I love seeing that.
Dragon has some overlapping capacities as Cygnus, but has some distinct differences as well. The late load time and return services make it attractive to many researchers. The external trunk portion of Dragon is great for hauling projects that need to be mounted on the outside of the ISS. So far, Bigelow Aerospace has made the most use of the trunk with it’s Bigelow Expandable Activity Module (BEAM), taking up the entire trunk volume and weighing in at 1, 413 kg.
One of the most difficult parts of planning for a microgravity research project is when a launch scrubs. This all too common occurrence adds precious time to an already long work flow and is unfortunately one of the many deal breakers for life science payloads.
Some life science projects like seeds or samples that can be frozen indefinitely are well suited for this, but others like cell samples, microbiology, or protein crystal growth just don’t like sitting around for a long duration.
The main distinction between Dragon and Cygnus for scrub scenarios is, as mentioned previously, the Dragon capsule is accessible through the side hatch when the rocket is horizontal. After a launch attempt or two, the rocket is made safe, brought horizontal and sensitive samples are swapped out. 12-15 hours after the scrub the investigator or payload developer gets 15-30 min to swap hardware or samples and they are reloaded onto Dragon.
The fairing around Cygnus lacks an access port, so there is no way to enter the vehicle with it installed. The rocket has to be rolled back to the processing facility and the whole fairing has to be removed.
How long does this take? I don’t know. While there have been delays and scrubs for Cygnus, in eight launch attempts a full rollback and re-load has only ever been done once during Orb-1. And that roll back and de-stow was ollowed by a 23 day delay until it launched.
Which Spacecraft Is Right for Your Research Payload?
When you work with a payload developer, they will help you with this decision process. There is a whole suite of paperwork and matrices that NASA and its contractors use to determine what vehicle is best for you and when there is room on the manifest for it.
So, all of the above was just to say: it really comes down to how delicate your samples are.
Are they stable or can be stabilized for at least 10 days or more? Then Cygnus or Dragon will work for you.
If you absolutely require the latest load time available or need your samples back, then Dragon is the only ship for you.
Here is a nice side by side comparison of the vehicles:
But Wait, There’s More! New ISS Cargo Transport Option on the Horizon!
One of my biggest gripes with the current capabilities of these cargo ships is that there is currently only one that has reasonable late load times and can return a substantial amount of pressurized cargo back to Earth.
Well, I’m hoping those challenges of the research community will be eased in a new cargo vehicle: Sierra Nevada Corporation’s Dream Chaser Cargo System. Allow me to swoon a bit.
Awarded as part of the second phase of the CRS funding selections in January 2016, Sierra Nevada is obligated to provide six flights to the ISS.
Dream Chaser is a lifting body type spacecraft that looks like a baby shuttle. It will be even be reusable like a shuttle in that it can return from space with a gentle 1.5g flight path and land on a 3, 000 m runway.
With wings that fold up, it will be able to fit into the fairing of several types of rockets. To get around the shortcoming that Cygnus has, the fairing will have an access port so that late load payloads can be added far into the launch preparations, even possibly while on the pad.
Sierra Nevada is advertising Dream Chaser will have the capacity to lift up to 5,500 kg of pressurized and 500 kg un-pressurized cargo to the ISS. It will also be able to return 1,750 kg of payloads from the ISS and since the spacecraft will also use non-toxic chemicals for its systems, so safing the vehicle after landing will allow for very quick recovery of time critical payloads.
Dream Chaser Cargo just had its first successful glide test and is on target for its first flight to the ISS in 2020. The value of having a cargo vehicle that can do all of that will be a great asset to the microgravity research community and I simply cannot wait.
More on NASA COTS
More on NASA CRS
Orbital ATK Website
Data for cargo mass averages from NASA CRS Media Releases | aerospace |
https://www.techcircle.in/2022/06/01/upcoming-space-policy-to-push-private-startups-to-build-satellites-in-india | 2022-07-02T07:39:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103989282.58/warc/CC-MAIN-20220702071223-20220702101223-00399.warc.gz | 0.94971 | 403 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__231376050 | en | India’s upcoming space policy, which has been in the making for years now, is tipped to pave the way for startups from the private sector to build indigenous satellites for application in various sectors. Alongside building satellites, Ajay Kumar Sood, the principal scientific advisor to the government of India, said that the private space-tech startup sector could also explore how to make the most of the low-Earth orbit (LEO) satellite technology – a new entity.
In an interaction with the Press Trust of India, Sood said that LEO satellites is a low-cost technology that is also at scale, which could “change the space sector.”
He further added that applications that could be derived out of the nascent private space sector in India include healthcare, land assessment, property taxation, urban development, agriculture and more. “We have not tapped the full potential of this sector. In 2022, the space sector is witnessing what the information technology sector experienced in the 1990s,” said Sood.
Putting the onus on private players in the space sector, Sood said that the Indian Space Research Organisation (Isro) has limitations in terms of projects that it can achieve, which is where private companies will need to come in.
Private space-tech startups, on their behalf, have been awaiting a detailed space policy that could, among various things, detail how the private sector in India would be involved in the country’s central space projects. In December last year, Pawan Chandana, chief executive of Indian space startup Skyroot Aerospace, told Mint that the upcoming space policy could enable private sector participation in the government’s manned space mission as well.
While Sood did not specify such plans, the principal scientific advisor’s words come as a point of encouragement for a sector that has been awaiting a formalized policy for a while now – which could pave the way for further investments and projects in Indian space-tech startups. | aerospace |
http://euic.blumm.it/news-from-brussels-2016-ns_article-a-holistic-approach-to-greener-cleaner-and-quieter-aircraft.nspx | 2020-07-13T02:22:26 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657140746.69/warc/CC-MAIN-20200713002400-20200713032400-00510.warc.gz | 0.899814 | 499 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__241687810 | en | 07 March 2016
A holistic approach to greener, cleaner and quieter aircraft
By sucking air through tiny holes in the leading edge of the wings and tail fins of aircraft, manipulating airflow and modifying wing flaps, a large-scale EU-funded project is developing and testing a range of innovative aeronautics technologies that will improve fuel efficiency, reduce noise and lower the environmental footprint of aircraft.
The AFLoNext project, coordinated by Airbus and involving 40 partners in 15 countries, is helping to lay the foundations for a greener air transport industry, focusing on technologies that should have a significant impact on the performance of existing and future generations of passenger aircraft. In combination, the technologies could cut fuel consumption by more than 10 %, lowering greenhouse gas emissions and operating costs for airlines, while improving aircraft efficiency and reducing noise pollution around airports.
“In AFLoNext we are not reinventing the wheel, but building on earlier research that has shown promise and bringing it closer to maturity and commercial viability, primarily through extensive large-scale testing,” explains project coordinator Martin Wahlich of Airbus Operations’ Flight Physics Research and Technology centre in Germany.
Among the more mature technologies being studied in the project is hybrid laminar flow control (HLFC) on aircraft fins and wings. HLFC is achieved by incorporating a precision-engineered mesh of tiny holes – each around 60 microns in diameter – that suck in turbulent air, thereby increasing the laminar zone on the profile to reduce drag. By applying HLFC to the tail fin and outer wing, the AFLoNext researchers estimate that reduced drag will enable fuel savings of around 9 %.
To counter the risk of the tiny holes becoming blocked by insects at low altitudes, an innovative shielding system has been developed, using the high-lift system on the leading edge to protect the micro-perforated areas.
AFLoNext will test the HLFC system applied to a vertical tail plane on the Airbus A320 ATRA test aircraft at the German aerospace centre DLR, while also conducting tests on models on the ground to check system integration issues.
For more information: http://ec.europa.eu/research/infocentre/article_en.cfm?id=/research/star/index_en.cfm?p=s1-ebsf2&calledby=infocentre&item=Infocentre&artid=38516 | aerospace |
https://familystar.org.tw/index.php?option=com_smf&Itemid=45&topic=34385.msg247933 | 2022-10-06T14:17:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337836.93/warc/CC-MAIN-20221006124156-20221006154156-00287.warc.gz | 0.792533 | 276 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__242805730 | en | I4IS = Initiative for Interstellar Studies 英國非營利組織「星際研究倡議」
Project Dragonfly is a feasibility study for an interstellar mission, conducted by small, distributed spacecraft, propelled primarily by laser sails. The spacecraft shall be capable of reaching the target star system within a century and be able to decelerate. We believe that such a mission can be conducted with technology available by 2024-2034 as well as a space infrastructure, available by 2050.
Breakthrough+ Starshot 微衛星 https://familystar.org.tw/index.php?option=com_smf&Itemid=35&topic=28721.0 | aerospace |
http://www.kansasmemory.org/item/222180 | 2017-03-30T02:42:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191984.96/warc/CC-MAIN-20170322212951-00175-ip-10-233-31-227.ec2.internal.warc.gz | 0.871065 | 282 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__172199008 | en | A photograph of Steven A. Hawley (far left) with astronauts (left to right) Charles F. Bolden, Jr., Kathryn D. Sullivan, Loren J. Shriver, and Bruce McCandless, II, posed near the Space Shuttle Discovery following a smooth landing at Edwards Air Force Base. The mission included launching the Hubble Space Telescope. Hawley was born in 1951 in Ottawa, Kansas, but grew up in Salina. After graduating from Salina High School, Hawley attended the University of Kansas where he graduated with honors in 1973 with degrees in physics and astronomy. He received a doctor of philosophy in astronomy and astrophysics from the University of California in 1977. Dr. Hawley was selected to join NASA's astronaut program in 1978.
Creator: National Aeronautics and Space Administration
Date: April 29, 1990
Item Number: 222180
Call Number: B Hawley, Steven A. *3
KSHS Identifier: DaRT ID: 222180
Business and Industry - Occupations/Professions - Astronauts
Collections - Photograph
Date - 1990s - 1990
Objects and Artifacts - Communication Artifacts - Documentary Artifact - Photograph
People - Notable Kansans - Hawley, Steven A.
Places - Other States - Texas - Houston
Transportation - Aeronautics
Type of Material - Photographs | aerospace |
http://resume.shanaberger.com/O-1.htm | 2022-11-27T09:53:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710218.49/warc/CC-MAIN-20221127073607-20221127103607-00014.warc.gz | 0.958415 | 110 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__22868538 | en | click on photo for more images
designated the L-19, the Bird Dog was used by the USAF,
Army and Marines for artillery spotting, front-line communications,
medical evacuation and pilot training. The U.S. Air Force
ordered more than 3,200 between 1950 and 1959.
In 1962, the Bird Dog was re-designated the O-1
and was used in Vietnam as a Forward Air Controller to direct strike
aircraft to ground targets. | aerospace |
https://poddtoppen.se/podcast/1067344634/space/how-do-we-rule-the-universe | 2019-07-24T00:26:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195530246.91/warc/CC-MAIN-20190723235815-20190724021815-00481.warc.gz | 0.758015 | 169 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__125572620 | en | Governing moon miners, asteroid hunters and space junk sounds pretty tricky, but we better get our act together. This year the majority of space launches included commercial enterprises. Space is no longer just the playground of governments but companies; companies that want to mine the moon for water that they could sell as rocket fuel, companies that want to mine the moon for helium -3 which could be sold and used as energy back on earth and companies that want to mine asteroids for platinum that they could sell for huge profits. But is this legal?
Vi använder kakor (cookies) för att webbplatsen ska fungera på ett bra sätt för dig. Genom att surfa vidare godkänner du att vi använder kakor. | aerospace |
https://mycart.mu/products/dji-mavic-mini-propellers-pair | 2023-01-28T13:44:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499634.11/warc/CC-MAIN-20230128121809-20230128151809-00478.warc.gz | 0.788353 | 113 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__55914139 | en | SPECIFICATIONS: Specially designed for Mavic Mini these propellers provide quieter flight and powerful thrust for the aircraft. Highlights Small... Read more
Product Code: MAVICMINIPROPELLER
Rs 690Rs 656 Incl. VATApply For Credit
- FREE DELIVERY For Orders above Rs 2,999
- Pay on delivery in cash, debit/ credit card, Juice Myt or Blink.
- Credit Facility by CIM Finance or Rogers Capital.
- Our Customer Service executive are always happy to help. | aerospace |
https://aseaero.com/news/Grand-Opening/ | 2019-03-24T02:31:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203168.70/warc/CC-MAIN-20190324022143-20190324044143-00332.warc.gz | 0.88144 | 371 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__14657289 | en | Grand Opening of the World’s Largest Engine Test Cell
Aero Systems Engineering (ASE) is proud to be a collaborative partner with Delta Air Lines on designing and building a state of the art 48’ engine test facility at Hartsfield Jackson International Airport (ATL). The new facility currently the world’s largest, will enable Delta to test new assortment of engines up to 150,000 pound thrust capacity. ASE during the design phase provided the full detailed design of the new test cell including the critical Aero Dynamic dimensions used for current and future engines enabling proper air flow and acoustic attenuation. The new test facility will be used in testing Rolls-Royce Trent-XWB, Trent-1000, Trent-7000, and Pratt & Whitney Geared Turbofan PW1100 and PW1500 engines.
In this project ASE has provided all the Special Test Equipment for the test facilities including the thrust stand (150,000 pound), mechanical packages, and acoustic bar silencers in the inlet and exhaust systems. To support the testing of the new engine mix, ASE is providing all the test adapters to enable test capabilities required in the new test cell.
Aero Systems Engineering, Inc. (ASE), based in St. Paul, Minnesota, is a leading global provider of mission-critical testing and engineering services to manufacturers of jet engines and industrial gas turbines, maintenance, repair, and overhaul (“MRO”) providers, governments and militaries. ASE serves the aerospace and energy markets in: 1) independent testing services at its aerodynamic laboratory; 2) design and build of aerodynamic ground test facilities and equipment; and 3) design and build of engine test facilities and equipment. ASE provides products and services under the brand names AeroSystems and FluiDyne. | aerospace |
https://www.sierrafoxhobbies.com/fr/repliques/2168-saturn-1b-estes.html | 2024-04-14T21:12:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.9/warc/CC-MAIN-20240414192536-20240414222536-00879.warc.gz | 0.881243 | 911 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__134260263 | en | Saturn 1B - Estes
This Estes Saturn 1B is a stunning 1:100 replica of the famous rocket of the Apollo era. Rich of parts to be assembled, this kit is a real fun to build and fly, and can be also a wonderful static model.
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The first tests for the Apollo project were carried on using the the Saturn 1B. Both unmanned and manned versions of the Command and Service Module, and the LM were test flown on the Saturn 1B while the Saturn V was still in development. Even the S-IVB upper stage which would be later used as as the third stage of the Saturn V, was first tested on the Saturn 1B as its second stage. All the Earth orbit missions of the Apollo spacecraft were launched aboard a Saturn 1B.
The Saturn 1B is easily recognized by its set of eight cylindrical tanks, black and white alternated, that forms the bulk of the rocket first stage, the peculiar fairing among them and the eight swept-back fins. The eight tanks have been misidentified as Redstone missile stages for a long time, while they were only made with the same forms used to make the Redstones.
In February of 1966, the first Saturn 1B was launched with an unmanned version of the Apollo Command and Service Modules and the subsequent launch on October 1967 carried the Apollo 7 in orbit. After 1973, the Saturn 1B was then used to carry crews aboard the Skylab Orbital Workshop .
The Estes Saturn 1B SA-206 is a stunning 1:100 scale recreation of the Saturn 1B and Apollo spacecraft stack as it appeared in 1973 for the launch of the first Skylab crew. Every detail is there, from the Launch Escape System atop the Apollo Command and Service Module, to the first-stage H-1 engine nozzles (remove for launch). Textured body wraps, injection molded components, and other plastic formed parts add a level of realism to this Master-Level kit that every scale modeler will appreciate.
You can use the Estes D12 engines, which are cheap and easy to ignite, but if you want a higher flight you can also use some Aerotech engines that we suggest in the list of recommended motors. We also suggest replacing the plastic parachutes with stronger nylon parachute like Top Flight PAR-24 and PAR-18 Thin.
This rocket requires a launching pad with 5mm launch rod like the Estes Porta Pad II or Estes E-Launch pad, and an electric launch controller as the Estes E-Launch Controller or Estes Electron Beam Launch Controller.
If you want to use this rocket with Aerotech motors, you will need a launch pad with a 6 mm launch rod like the Estes Pro Pad, the Estes "E" Launche Pad or the Klima Launch Pad, and a 12-volt launch controller as the Estes PS II Launch Controller or the Aerotech Interlock Controller.
The kit includes:
• Every part needed to build the rocket model (tubes, rings, plastic parts, etc.)
• Water decals
• Pre-assembled plastic parachutes
• Detailed instructions
What you need to build it (not included): Cutter, scissors, ruler, pencil, aliphatic glue, masking tape, transparent adhesive tape, fine abrasive paper, spray paints.
What you need to fly it (not included):
• Launch pad with 6 mm rod
• Launch controller (if using Aerotech engines it must be 12 volts)
• Engines (see list of recommended engines)
• Flameproof wadding or parachute protection sheets
- 68 cm
- 66 mm
- 196 g
- Diamètre du moteur
- 24 mm
- Parachute en plastique de 45 cm
- Rampe de lancement
- Avec tige de lancement de 5 mm
Estes: C11-3, D12-3
TSP: D12-4, E12-4, E12-6 | aerospace |
https://poly.engineering.asu.edu/project/ed-romo/ | 2023-12-11T02:20:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103464.86/warc/CC-MAIN-20231211013452-20231211043452-00649.warc.gz | 0.965088 | 151 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__80642281 | en | Industry Advisory Board
Consulting Engineer Structural for Northrop Grumman Tactical Space Systems
Ed Romo is a consulting engineer structural with over 30 years of experience at Northrop Grumman Tactical Space Systems in Gilbert, Arizona. He is currently the mechanical analysis lead and cost account manager for his subsystem on the JPSS Spacecraft. He has worked at a multitude of aerospace primes. He has also worked on missiles, jet engines, space components, launch vehicles, the 787 and satellites. Through his various experiences, Romo has accumulated a great deal of analysis and test knowledge. He has also taught courses on random vibration and strength of materials at the corporate level. His philosophy has been to learn something on each assignment and teach something. | aerospace |
http://www.ardeche-train.com/low-cost-airline-flights-on-line.html | 2021-01-27T09:14:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704821381.83/warc/CC-MAIN-20210127090152-20210127120152-00124.warc.gz | 0.954795 | 461 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__172323088 | en | Low cost Airline Flights On-line
Folks, who have a passion to journey, discover new lands and visit vital vacationer locations all the time try to discover cheap worldwide flights. Vacationers United was the main client advocate that developed with DOT guidelines that present 24 hours to correct mistakes in airline bookings, full-fare advertising rules, increases in lost/denied/delayed baggage compensation and denied boarding compensation.
The Skyscanner flights web site includes details on finances airline value and journey route particulars from everywhere in the globe and the layout of evaluating costs is perfect to your needs. The fleet nonetheless consists of four Embraer E-a hundred seventy five regional jets that had been scheduled to leave the fleet by early 2016, but have been retained for domestic sectors and flights across the Gulf. Fare Validity Fares are valid in Predominant cabin on Delta/Delta Connection service and sure codeshare accomplice flights only. We partner with all kinds of airways and travel suppliers to bring you the very best options for reasonable airline tickets, no matter your destination. One also can e-book a budget airline flights as part of a journey package that features automotive rental and hotel keep.
You’ll be able to fly standby, which is very low cost, however you must be versatile in order to do so. You can even keep away from direct flights in an effort to save money and be sure you are flying to and from the fitting airports by checking all of them in the space that you are flying to. You may also mix your hotel, automotive rental, and airline tickets collectively in an effort to save much more cash.
Flight operations, on the other hand, have one thing to do with airline operational aspects, such because the number of passengers per flight, the variety of flights per day, the number of flights throughout unpleasant weather, plane utilization, and available time for flying.
International air flights assist you to journey long distances within the span of few hours. Do that because of a quirk in airline reservation programs that requires a number of tickets offered in a single transaction all be the same price. An odd twist of the Warsaw Conference is that it applies, based on the best way the ticket was issued, not on the precise flights. | aerospace |
http://falkeeinsmodel.blogspot.com/2009/09/airfix-hawk.html | 2018-05-26T08:06:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867374.98/warc/CC-MAIN-20180526073410-20180526093410-00088.warc.gz | 0.898688 | 90 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__100927394 | en | ...previously published in Scale Aircraft Modelling, Model Aircraft and Airfix Model World magazines.
Thursday, 17 September 2009
Airfix Hawk 1:72nd scale
Currently building the new Airfix 72nd scale Hawk. Kit looks great in the box, assembly is proving a little more problematic. Well this is the progress I've made this week. Wings on, some sanding around the intakes, all ready for Halfords Primer ! | aerospace |
https://crewdanger.com/ | 2024-02-24T06:11:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474523.8/warc/CC-MAIN-20240224044749-20240224074749-00236.warc.gz | 0.946264 | 739 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__168857363 | en | At approximately 1 p.m. EDT Oct. 9, NASA flight controllers in mission control at the agency’s Johnson Space Center in Houston, using cameras on the International Space Station exterior, observed flakes emanating from one of two radiators on the Roscosmos Nauka Multipurpose Laboratory Module (MLM). The flight control team informed the crew aboard the space station of the potential leak, and NASA astronaut Jasmin Moghbeli confirmed the presence of the flakes from the cupola windows, after which the crew was asked to close the shutters on U.S. segment windows as a precaution against contamination.
The crew aboard station was never in any danger.
This afternoon, the International Space Station’s Progress 81 thrusters fired for 4 minutes, 34 seconds in a Pre-Determined Debris Avoidance Maneuver (PDAM) to provide the complex and extra measure of distance away from the predicted track of a fragment of Russian Cosmos 1408 debris.
The thruster firing occurred at 2:03 p.m. Central time. The crew was never in any danger and the maneuver had no impact on station operations.
Following the docking of the Multipurpose Laboratory Module (MLM), named Nauka, to the International Space Station at 9:29 am EDT, Russian cosmonauts aboard the space station conducted leak checks between Nauka and the service module. At 12:45 pm, the flight control team noticed the unplanned firing of MLM thrusters that caused the station to move out of orientation. Ground teams have regained attitude control and the motion of the space station is stable.
The crew was never and is not in any danger, and flight controllers in Mission Control Houston are monitoring the status of the space station.
The International Space Station’s cabin pressure is holding steady after the Expedition 56 crew conducted repair work on one of two Russian Soyuz spacecraft attached to the complex. The repair was made to address a leak that had caused a minor reduction of station pressure.
After a morning of investigations, the crew reported that the leak was isolated to a hole about two millimeters in diameter in the orbital compartment, or upper section, of the Soyuz MS-09 spacecraft attached to the Rassvet module of the Russian segment of the station.
Throughout the day, the crew was never in any danger.
The pair ended its spacewalk at 12:31 p.m. EST with the repressurization of the U.S. Quest airlock following an early termination after Kopra reported a small water bubble had formed inside his helmet.
Commander Scott Kelly assisted the crew members with an expedited removal of their spacesuits and helmets. Once they removed the spacesuits and helmets, the astronauts used a syringe to take a water sample and retrieve the helmet absorption pad to determine how much water was introduced. Engineers are already looking at data to find what may have prompted the water to form inside Kopra’s helmet.
The crew was never in any danger and returned to the airlock in an orderly fashion.
NASA astronaut and spacewalker Terry Virts reported seeing a small amount of water floating free in his helmet during airlock repressurization at the conclusion of Wednesday’s spacewalk. There was no report of water during the spacewalk itself, and the crew was never in any danger.
After removing the helmet, Expedition 42 crew member Samantha Cristoforetti reported on the free floating water inside the helmet and indicated the helmet absorption pad was damp. Ground teams are currently analyzing the situation to confirm the source of the water. | aerospace |
https://rtdocumentary.online/films/soviet-spce-squad-gagarin/ | 2023-12-02T15:45:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100427.59/warc/CC-MAIN-20231202140407-20231202170407-00115.warc.gz | 0.966709 | 95 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__161083869 | en | Everyone knows his name. Yury Gagarin, the first man in space. But there were 19 people more – the members of the first cosmonauts squad. What did they have to endure before the first human being flew into space? What happened to them afterwards? Find out the secrets of the Soviet space program and personal dramas of the star squad members. Only on RTDoc.
For Yury Gagarin's biography read our Russiapedia article. | aerospace |
https://forumsguide.net/world/the-united-states-the-united-kingdom-and-australia-start-the-race-against-russia-and-china/ | 2023-06-03T14:47:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649293.44/warc/CC-MAIN-20230603133129-20230603163129-00018.warc.gz | 0.945324 | 1,261 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__12978157 | en | While Russia claimed to have fired two hypersonic missiles into Ukraine, China already tested this type of missile last year and North Korea also claims the United Kingdom, the United States (already testing) and Australia announced Tuesday. that they would jointly develop such weapons as part of their AUKUS security pact aimed at countering China’s growing influence in the region.
“We commit (…) today to a new trilateral cooperation on hypersonic, counter-hysonic and electronic warfare,” said US leaders Joe Biden, Britain’s Boris Johnson and Australia’s Scott Morrison in a statement. joint statement. also agreed to “extend the exchange of information and deepen cooperation on defense innovation”.
Second test for the United States
The announcement comes as the US military announced Tuesday that it had successfully tested a hypersonic missile for the second time. These missiles are faster, more maneuverable than standard missiles and therefore more difficult to intercept.
The US military’s scientific arm, the Darpa, specified that the rocket launched from an airplane had traveled more than 300 nautical miles (550 km) at five times the speed of sound (at least 6,100 km/h) and reached an altitude of about 20,000 meters. It was the second test of the hypersonic rocket HAWC (Hypersonic Air-Breathing Weapon Concept) with aerobic propulsion, ie it uses the oxygen present in the atmosphere for its combustion. The previous test, in September, was conducted with a different launch vehicle, Darpa said. According to CNN, the trial took place in mid-March and was kept secret until then to avoid escalation after Russia’s invasion of Ukraine.
“This trial of Lockheed Martin’s HAWC has demonstrated the success of a second design that allows our fighters to select the best weapons to dominate the battlefield,” said HAWC Program Director Andrew Knoedler.
The Pentagon is also developing a hypersonic glider called ARRW (pronounced Arrow), but the first full test failed in April 2020.
Hypersonic missiles are designed to fly at high speeds and low altitudes and change direction in flight rather than follow a linear, predictable trajectory, making their interception more difficult. China tested a hypersonic missile in August that orbited the Earth before descending to its target, which it missed by only a few miles. Four years after the unveiling, Russia claimed to have fired two of its new-generation missiles into Ukraine, which Vladimir Putin described as “invincible”. Russia has 7 such missiles.
Seven Russian Hypersonic Missiles
† Avangard, “invincible” missile
The hypersonic Avangard missiles (“vanguard” in Russian) are capable of changing course and altitude at very high speeds, making them “virtually invincible” according to Vladimir Putin, who likens the scientific and military breakthrough of their development to the creation of Earth’s first artificial satellite,” the famous Sputnik. Tested successfully in December 2018, their speed then reached Mach 27 — or 27 times the speed of sound — hitting a target about 6,000 km away, according to the Russian Ministry of Defense and they were put into service in December 2019.
– Kinjal, hypersonic “dagger”
The hypersonic missiles Kinjal (“dagger” in Russian) used for the first time by the Russian army on Friday allowed the destruction of an underground weapons warehouse in western Ukraine, according to Moscow. This type of missiles, highly maneuverable, are supposed to challenge the anti-aircraft systems. During the tests, they achieved all their targets at a distance of 1,000 to 2,000 km. They equip the MiG-31 warplanes. Its use in Ukraine is a world first for hypersonic weapons, experts say.
– Sarmat, from the North Pole to the South Pole
The fifth-generation Sarmat heavy intercontinental ballistic missile could also evade missile defenses. Weighing in at more than 200 tons, it outperforms its predecessor — the 11,000km-range Voevoda rocket — and “has virtually no range limits,” according to Vladimir Putin, who designed it. as well as the South Pole”.
– Peresvet, battle laser
The technical characteristics of Peresvet combat laser systems (named after a 14th century warrior monk) are secret. They have been combat-ready since December 2019, according to the Ministry of Defense.
– Poseidon, underwater drone
The Poseidon, an underwater drone developed for the Russian nuclear deterrent, will be able to travel more than a kilometer deep, traveling at speeds of 60 to 70 knots, while remaining invisible to detection systems, according to a source within the Russian military-industrial complex, quoted by the official TASS agency. Tests of the Poseidon system took place in the spring of 2020 to eventually equip the Belgorod nuclear submarine, a ship launched in 2019 but whose commissioning has been postponed until at least summer 2022, according to the Tass agency.
– Bourevestnik, the storm petrel
Again with “unlimited range”, still according to Vladimir Putin, and capable of overcoming almost all interceptor systems, the Burevestnik cruise missiles (a seabird whose Russian etymology is the word “storm”) nuclear propulsion are being developed by the Russian military. . Their technical characteristics are secret.
– Zircon, “invisible” ship missile
The first official launch of the Zircon hypersonic missile (named after a mineral used in jewelry) dates from October 2020. It flies at Mach 9 to reach maritime and land targets. In late December 2021, Vladimir Putin announced a first successful test firing of a zircon salvo. Other tests have taken place in the Russian Arctic since October 2020, most notably of the frigate Admiral Gorchkov and a submerged submarine. | aerospace |
https://www.sciencekids.co.nz/pictures/coloringpages/spacerocket.html | 2024-02-22T20:10:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473824.45/warc/CC-MAIN-20240222193722-20240222223722-00718.warc.gz | 0.756936 | 131 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__22303452 | en | Enjoy free printable coloring pages for kids, find a picture you like and get started!
Picture name: Space Rocket
Picture category: Coloring pages
Image size: 17 KB
Image dimensions: 342 x 598
Description: Add some color to this space rocket before it blasts off into space on a journey of discovery and exploration.
Printable Space Rocket Coloring Page - Click this link for a printable version of the coloring picture (opens in a new window). For the best printing results try adjusting the page setup in the print preview menu. The 'Portrait' and 'Shrink to fit' settings usually work well. | aerospace |
https://en.publika.md/spacexs-falcon-heavy-rocket-blasted-in-the-third-mission-video_2658914.html | 2023-01-27T11:20:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494976.72/warc/CC-MAIN-20230127101040-20230127131040-00389.warc.gz | 0.964621 | 494 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__102497297 | en | The powerful rocket is carrying an assortment of cargo to orbit, including a solar sail, an atomic clock and the ashes of 152 people. The world’s most powerful operating rocket took flight again early on Tuesday morning, reports The New York Times.
SpaceX's Falcon Heavy blasted off from Kennedy Space Center in Florida at 2:30 AM. Eastern time, its powerful boosters lighting up the Space Coast with fiery trails, and later creating loud sonic booms as two of its flaming launch vehicles touched down successfully on landing pads at Cape Canaveral Air Force Station.
It was the third trip for Falcon Heavy. The first test launch occurred in 2018 and the second in April when it carried a Saudi telecommunications satellite to orbit. This time it’s carrying 24 satellites for the Defense Department and other customers, and Mr. Musk called it SpaceX's 'most difficult launch ever'. A successful mission could lead to additional business from the United States government for Falcon Heavy.
One of SpaceX's major selling points for those who need to go to space — including the United States military, NASA and private companies — is the cost-effectiveness of the company’s reusable rockets. SpaceX has landed and used many of its rockets again, including the two side boosters of this Falcon Heavy, which came back from space in April. This was the first time the Defense Department has allowed its hardware to be launched aboard a previously used rocket.
Those twin boosters landed upright and intact on landing pads at Cape Canaveral. But minutes later, the rocket's center booster fared more poorly.
The booster attempted to land on a drone ship, called Of Course I Still Love, off the Florida coast in the Atlantic Ocean. But live video from the ship showed the vehicle missing its target and making an explosive landing in water.
It was the second time that a Falcon Heavy's center booster failed to make its landing — the touchdown was successful in April. SpaceX had warned that this particular return would be even more challenging because of the speed at which the booster approached the floating platform. While the company did not land all three boosters, it said that many of the satellites it carried to space were deployed to their orbits. Those deployments were expected to continue for a few hours into Tuesday morning as the spacecraft adjusted its course.
MUSKSMAAAAAAASH!!!!! pic.twitter.com/0UptsVNx26— LaunchStuff (@LaunchStuff) June 25, 2019 | aerospace |
http://civilianplanespotters.blogspot.com/2018/04/21st-century-aviation-still-mans-world.html | 2023-04-02T05:26:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950383.8/warc/CC-MAIN-20230402043600-20230402073600-00009.warc.gz | 0.964227 | 483 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__279333556 | en | By; Ringo Bones
Maybe it was the tragic death of passenger Jennifer Riordan of Southwest Airlines Flight 1380 – where a Southwest Airlines Boeing 737 carrying 149 passengers developed a fault with one of its CFM56-78 jet engines and was forced to make an emergency landing at Philadelphia Airport back in April 17, 2018 – but the social networking world was set alight by posts hailing the pilot Capt. Tammie Jo Shults as a hero who safely landed the stricken plane. It was no mean feat because without the quick action of Captain Shults, Southwest Airlines Flight 1380 would have ended in tragedy because for a few harrowing seconds, the stricken aircraft rolled to an angle of 41 degrees after one of the plane engines exploded and yet Captain Shults managed to land the plane safely. Tragically, 43 year old mother of two Jennifer Riordan was nearly sucked out of the plane after a few pieces of shrapnel of the exploding engine smashed the window next to her causing rapid decompression in the cabin that nearly blasted her out of the jet. Nearby passengers managed to pull her back in and tried to revive her but she died from her injuries.
Capt. Tammie Jo Shults is a New Mexico native who graduated with university degrees in biology and agribusiness before joining the military. Her first choice was to join the US Air Force as a military aviator but at the time, USAF doesn’t yet allow women aviators so she applied for the US Navy as a naval aviator but only served as an instructor for 10 years because the US Navy still bans women from doing frontline duty. She ended her active service in 1993 after achieving the rank of lieutenant commander. Her husband Dean Shults also works as a pilot for Southwest Airlines.
Is the 21st Century aviation world still largely a man’s world? Well, most folks today probably only knew one woman aviator – i.e. Amelia Earhart, but I bet most of them probably don’t know the record setting test flights made by test pilot Jacqueline Cochran with an F-104 Starfighter back in 1964 even though there’s a major airport named in her honor. Sadly, this could be the main reason why Capt. Tammie Jo Shults is currently not as big as Capt. Sully Sullenberger.
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https://europe.chinadaily.com.cn/china/2012-03/01/content_14734721.htm | 2022-06-28T03:00:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103347800.25/warc/CC-MAIN-20220628020322-20220628050322-00651.warc.gz | 0.948707 | 505 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__216042588 | en | China prepares for manned space docking
Updated: 2012-03-01 18:54
BEIJING - A leading Chinese space engineer said here Thursday that China's first unmanned space module, the Tiangong-1, is now capable of accommodating astronauts, making it possible for China to carry out its first manned space docking mission ahead of schedule.
Qi Faren, the former chief designer of the Shenzhou spaceships series, spoke with Xinhua on China's space missions ahead of the annual session of the Chinese People's Political Consultative Conference (CPPCC), the country's top political advisory body, which is slated to open Saturday.
China will launch its manned Shenzhou-9 spacecraft between June and August this year, and conduct a space rendezvous and docking mission with the orbiting Tiangong-1 space lab module, said Qi, who is a member of the CPPCC National Committee.
Qi's remarks mark major progress in China's space industry, as Chinese space engineers and scientists had previously planned to let the Shenzhou-10 spacecraft complete its first manned space docking mission after one more unmanned docking by Shenzhou-9.
"The unmanned docking between the Shenzhou-8 and the Tiangong-1 was much better than what we had anticipated," Qi said. "Therefore, we decided to put forward the manned docking mission with the Shenzhou-9 ahead of schedule."
Qi said tests and observations showed that the environment and food reserves inside the Tiangong-I space lab module are able to sustain one astronaut living and working there for 60 days, or two astronauts for 30 days.
He said authorities have picked three astronauts for the manned docking, a mission that the astronauts will have to manually conduct, and they have already completed their training.
According to Qi, one of the three Shenzhou-9 crew members will not board the Tiangong-1 space module lab, but will remain inside the spacecraft as a precautionary measure in case of emergency.
Previous reports said all three crew members would board the space module lab.
Orbiting about 400 km above the Earth's surface, the 8.5-ton Tiangong-1, or Heavenly Palace-1, is in good condition, Qi said.
China launched the Tiangong-1 in September last year and completed the country's first-ever space docking with the unmanned Shenzhou-8 spacecraft in November. | aerospace |
https://www.corporategray.com/jobs/30132543/public_profile | 2022-10-05T18:28:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337663.75/warc/CC-MAIN-20221005172112-20221005202112-00579.warc.gz | 0.870966 | 729 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__9928293 | en | Posted by: Science Systems and Applications, Inc. on Aug 02, 2022
Science Systems and Applications, Inc (SSAI) is seeking a Cloud Software Engineer to join a growing team of cloud experts who help our National Aeronautics and Space Administration (NASA) and other public sector customers to use the latest cloud capabilities and technologies to support meaningful projects in Earth and environmental science research, engineering, and applications for societal benefit. The current opportunity and initial focus area is providing cloud migration support to the Level-1 and Atmosphere Archive and Distribution System (LAADS) Distributed Active Archive Center (DAAC), located at NASA's Goddard Space Flight Center in Greenbelt, Maryland. Support areas will cover a broad array of Amazon Web Services (AWS) capabilities with a focus on developing, integrating, and testing new solutions as the LAADS DAAC migrates its extensive data holdings and services into NASA's Earthdata Cloud.
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HR. Website URL: | aerospace |
http://www.g2mil.com/V-22mishaps2010-12.htm | 2023-12-05T07:37:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100550.40/warc/CC-MAIN-20231205073336-20231205103336-00567.warc.gz | 0.956236 | 5,147 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__290383982 | en | Major V-22 Mishaps 2010-2012
Here is a summary of the four known major V-22 "Class A" mishaps these past two years:
April 8, 2010 - Afghanistan, CV-22 crash, 4 dead, 16 injured
Details on this CV-22 Crash, caused by exaggerated performance data in the flight manual or a minor engine problem. A V-22 tiltrotor is unable to employ autorotation to land safely when engine power is lost or degraded because its rotors are much smaller than a helicopter's.
Here are parts of G2mil articles that warned of this:
Dec 2003 - Why the V-22 is Unsafe - IDA analysis
During peacetime, losing power to just one engine is not uncommon, known as One Engine Inoperative (OEI). If this occurs in a loaded helicopter, most lack the power to stay airborne and begin a controlled descent. Helicopters can land safely at half power if the pilot descends rapidly enough to flare before landing, just like with autorotation. But what happens to a loaded V-22 which loses one engine while its rotors are upright? While the segmented cross-shaft should ensure power to both rotors, its rotors cannot allow the V-22 to flare, so it will hit the ground very hard.
This is a key issue, yet the program has refused to test a one engine out vertical landing of a loaded V-22. They say a V-22 can convert to the airplane mode and land safely at an airfield with a rolling landing with just one engine. However, a V-22 with rotors up may be too close to the ground to allow conversion to the airplane mode as it falls. This also assumes that a friendly airfield is in range, which is rarely the case while operating from ships at sea.
Nov 2008 - Why the V-22 is Still Unsafe - numerous flaws
NATOPS is Hyped
Many pilots are shocked to learn that the charts in the V-22 Naval Air Training and Operating Procedures Standardization (NATOPS) are inaccurate. This is the pilot users manual relied upon for safe operation. The demonstrated performance of V-22 was so poor that Bell-Boeing executives decided to insert old optimistic "projected" performance data into NATOPS' range and payload charts. New V-22 pilots learn from others that NATOPS is hyped, but this still endangers flight crews who must learn the V-22's limitations through experience and guesswork.
July 7, 2011 - Afghanistan, V-22 in flight, 1 dead
Cargo slid out the back of a V-22 as it took off, taking a Marine crewman with it. Although the Marine Corps mishap report clearly indicates the aircraft was airborne "200 feet" off the ground, Generals chose to label it as a ground mishap, so it is not counted against the V-22 safety record. I guess they can claim the Marine didn't die while in the aircraft, only when he hit the ground. One could claim that all crashes are "ground" mishaps, since they occur on the ground. However, the Navy Safety Center lists it a Class A FRM (Flight Related Mishap), just like a similar mishap involving a Marine CH-53E in 2005.
Class A Mishap
Naval Safety Center Web Enabled Safety SystemRpt No:AV-201
Mishap Date07/07/2011 Reference HT ID 1320850600993 Time 1015 Severity A FRM
Custodian VMM 264
MV022B Count Y Destroyed N
Location SHORE Event occurred at a Marine Corps forward operating base in rural Afghanistan.
Summary Crew chief was ejected out the back of an MV-22B from 200 feet
Event Cost $270,000
The Marine Corps has failed to report a dozen Class A mishaps, even when a V-22 is scrapped afterwards. The photo at right is a V-22 after a 2007 inflight fire that destroyed the $2 million engine and burned up the nacelle, but the mishap was misreported as a Class B. Some details of unreported mishaps were published by a Navy observer in 2009 and a follow up appeared in "Wired" last year. Congress took an interest in 2009, and after much stonewalling, the Marine Corps admitted that 29 of its 105 new V-22s were not flyable. Half of those can be traced to retired test aircraft and crashes, but the Generals did not provide details on why more than a dozen of their new V-22s had become permanently "unflyable".
April 11, 2012 - Morocco, V-22 crashed, 2 dead, 2 injured
Marine pilots lost control in high winds during the V-22's unique PUWSS phase, which occurs when the downwash from the tilting rotors hits the aircraft's tail (empanage). The investigation is ongoing and no pubic announcement has been made, but an internal memo noted:
"After it finished turning, it had tailwind. The pilot tilted the nacelles forward. The moment arose around the vertical with flying low speed because of the travel of the center of gravity forward due to the movement of nacelles and tailwind."
Mishap Date04/11/2012 Reference HT ID 1334166529105 Time 1555 Severity A FM
MV022B Count Y Destroyed Y
Location ATLANTIC OCEAN (EASTERN - EASTLANT) MOROCCO SHORE NW of Paige Blanche Int'l airport
Summary MV-22B crashed during day VFR departure from LZ in Morocco. 2 fatal, 2 injured.
Previous G2mil articles described the difficulties in flying a V-22 in windy conditions:
Dec 2003 - Why the V-22 is Unsafe - IDA analysis
In addition to the problems described above there are other V-22 idiosyncrasies to confront the careless or fatigued pilot, pitch-up with sideslip and over-modulation of nacelles being two of the most significant.
Nov 2008 - Why the V-22 is Still Unsafe - numerous flaws
Pitch-Up With Side-Slip (PUWSS) is a problem unique to the V-22. As the rotors tilt upward to the hover mode or transition to the airplane mode, the V-22's strong downwash suddenly blasts its tail empanage, causing the nose to rise sharply and the aircraft to slip toward one side. Test pilots found this disturbing, so flight control software automatically dips the nose when this occurs. This works well in still-air, but high winds or maneuvering during the PUWSS computer auto-correction phase is dangerous.
A third problem is the V-22's boxy fuselage, which provides more internal volume than older cylindrical shapes, although 25% less than the CH-46E. However, this allows high winds to push it sideways, a situation made worse by the large side profile of the engines and tail. This makes hover operations in high winds dangerous as the V-22 wants to "weathervane" and turn. A V-22 requires up to 80% more power to hover in high winds, and if extra power is not available because it is loaded with payload, control may be lost. A 2005 NASA study (pdf) provides details on this problem.
The Marine Corps has avoided this problem by imposing flight limits in bad weather. However, this mishap occurred during a major exercise with many VIPs in attendance. It would be very embarrassing to keep the V-22s grounded because of winds while helicopters flew. One can blame the pilots, stating they must not transition from a hover to the airplane mode in strong winds. However, landing and taking off from an LZ requires much concentration, and its difficult for pilots to note wind speed and direction as they depart. The flight software became confused as well, causing an "over modulation" i.e. over correction. It's difficult to blame the pilots, except for attempting to fly in windy conditions. On the other hand, weather conditions may change rapidly, and may not be known hundreds of miles from their base.
June 13, 2012 - Florida, CV-22 crashed, five injured
A CV-22 got to close to another, knocking some air from under one proporotor and causing an instant snap roll. As reported by the wing commander.
“It was a two aircraft formation training. When the lead aircraft turned around they could not see their wingman behind them. They did a brief search and found the Osprey had crashed on the range,” said Col. Jim Slife, commander for the 1st Special Operations Wing. Officials said the Osprey was found upside down, on fire."
This V-22 rolled over so fast the pilot couldn't even mutter a Mayday! This disproves the theory that overcoming "roll off" simply requires the pilot to rotate the nacelles forward to get new air under the proprotors. That requires several seconds, and the aircraft can roll upside down in two seconds before the pilots can react. And as always, the lightweight plastic skin caught fire and the V-22 burned up.
The flight restrictions below are from the current V-22 NATOPS (pilot's manual):
VTOL/CONV: Minimum separation is
250 ft cockpit-to-cockpit and 25 ft of step up. During approach and landing
phase, maintain step up until lead lands or maintain 250 ft separation. While
maintaining 250 ft separation, avoid 5 to 7 o'clock position downwind of the
These V-22 limits were imposed because the wake or downwash from another aircraft can affect one tiltrotor before the other, causing an instant snap roll and crash. As a result, V-22s must remain a football field apart and fly at different altitudes. A "wave" of V-22s is never more than three aircraft, and only one can take-off or land at a time. Such restrictions do not apply to helicopters. One can blame the pilots, but they maneuver and cannot see everything 360 degrees around them as they perform other tasks.
The Pentagon's V-22 Safety Report addressed this flaw, with G2mil comments in black:
Dec 2003 - Why the V-22 is Unsafe - IDA analysis
SUSCEPTIBILITY TO WAKE AND TIP VORTICES
There is considerable flight evidence to indicate that V-22 response to the interception of a wake or wing-tip vortex by one of the prop-rotors can be an un-commanded roll. There have been at least three cases where an un-commanded roll was experienced in a V-22 as a direct result of flying in proximity to another aircraft. NAVAIR and Bell/Boeing have addressed this problem by placing strict operating limitations on the allowed proximity to other aircraft – currently 250 feet laterally with at least 50 feet vertically. There are two concerns here: First, both wake and wing-tip vortices are known to persist for a very long time and for long distances depending on wind conditions. The FAA guidelines are to remain at least 2,000 feet from other aircraft to avoid intercepting such vortices. Second, in situations of low visibility or confined landing areas, pilots are likely to ignore this limitation to some degree. Flight testing to quantify the degree and extent to which this is a real problem in V-22 (TR-65) is planned but as of now remains to be conducted. Given that air assault, one of the V-22’s primary missions, is by definition many aircraft landing in the same general location at the same time, there is cause for concerns.
Tendency to PIO - Susceptibility to Wake and Tip Vortices
In September 2004, a V-22 pilot attempted to reassure aviators that VRS was no longer an issue with an article in Naval Proceedings magazine. He didn't claim the problem has been solved, but that it is better understood. The V-22 test program had conducted several VRS tests at high altitude. He noted:
"During our testing, we experienced 12 roll-off events, 8 to the right and 4 to the left. The direction of roll off was not predictable from the cockpit. In fact, the cockpit characteristics approaching VRS were not as well defined as in single-rotor helicopters. We noticed a slight increase in vibration, rotor noise, and flight control loosening that would not in every instance foretell of an impending roll off. Each roll off, however, was characterized by a sudden sharp reduction of lift on one of the two proprotors, resulting in an uncommanded roll in that direction. We also noted that roll offs required nearly steady-state conditions to trigger them. Any dynamic maneuvering tended to delay or prevent a roll off from occurring. On many occasions, we entered the VRS boundary during dynamic maneuvers and then exited the boundary without encountering a roll off."
Warning systems have been designed to help pilots stay out of VRS, but pilots may ignore such devices in combat. Although pilots testing VRS easily regained control, they had plenty of altitude and focused exclusively on VRS. However, pilots flying operational missions will have a dozen other things on their mind and may not respond to VRS warnings for several seconds. And there will be no VRS warning from ground effect imbalances, high winds or wake and wing tip vortices from nearby aircraft. As a simple example, if you are driving a test car to see how it handles during a tire blow out while rounding a corner, you will be prepared to handle that emergency and can "prove" it is not a problem. Yet if you are driving in the rain while looking at a map as children play in the backseat and a tire unexpectedly blows out while rounding a corner, you may lose control.
As that V-22 test pilot noted:"We noticed a slight increase in vibration, rotor noise, and flight control loosening that would not in every instance foretell of an impending roll off. Each roll off, however, was characterized by a sudden sharp reduction of lift on one of the two proprotors, resulting in an uncommanded roll in that direction." Once again, this problem is unique to the V-22, and is mostly likely to occur while pilots are focused on complex tasks related to approaching a landing zone or ship. Moreover, they may not have enough altitude to tilt their rotors forward to regain control should VRS warnings sound. Lastly, transport helicopters often fly in close formation. Suddenly tilting rotors forward to avoid VRS is likely to cause a collision with an aircraft in front, or possibly a building or mountain.
Nov 2008 - Why the V-22 is Still Unsafe - numerous flaws
The fourth problem is that the downwash or the wake from nearby V-22s and helicopters can cause more lift to occur on one rotor than the other, causing a snap roll. Downwash from other aircraft can impinge on one wing, causing it to dip down and bang the engine on deck, even while parked, as described in this internal NAVAIR report (pdf). This is why one never sees V-22s flying in the hover mode in close formation. NATOPS requires a 250ft. separation between V-22s to avoid VRS, which can cause a V-22 to instantly snap roll.
Standard Marine Corps helicopter assault tactics land six CH-46Es in a football field sized LZ, yet only two V-22s can safely land in that size LZ at the same time. Here is a video clip of V-22s attempting an assault landing. They must select a hard surface LZ, lest their heavy downwash clog their engine filters. They must land very slowly to avoid VRS. They can get three in the LZ if one lands first, as this video clip demonstrates. http://www.youtube.com/watch?v=n1oekSObO3I This also dispels the myth that V-22s can land in an LZ faster than helicopters.
These four issues combined with the inherent instability of the tiltrotor and other issues like VRS, bad weather, unexpected wind gusts, and minor pilot error can overwhelm the flight control computer. This already happens in less complex environments, causing a temporary loss of control. This is no problem unless an aircraft is close the ground, like with the B-2 in Guam. However, a V-22 is likely to encounter such conditions attempting to land or take-off near the ground, and given its high sink rate and tendency to snap roll, its flight control computer may not have a couple of seconds to stabilize the aircraft before it rolls over.
Comments posted by a Special Operations pilot at an on-line forum provide insight:
They were flipped over in 'airplane' mode, crashing into the trees (or
onto A-78, the range) and no one was killed? Sounds kind of sketchy to
me, aircraft zipping along and crashing at aerial gunnery speeds don't
result in wounded crewmen who leave the hospital in a few days or a
week. Sounds to me like they were doing gunnery from a hover mode (which
you aren't supposed to do unless over an LZ, which doesn't exist at A78,
at least not for CV-22s), one bird got some dirty air from the other and
a 'roll over' did occur, but in a hover operation that they shouldn't
have been doing. Hence the need to fire Matt Glover (the squadron CC),
they were dicking around and not following correct range procedure and
smashed an aircraft in the process. I almost saw a CV-22 do the exact
same thing at Baker LZ (big patch of grass and sand on the airfield at
Hurbie) trying to do two-ship operations, chalk two got into the dirty
air of chalk one and almost lost control of the aircraft. Thought I was
going to see a Class A right in front of me. I also saw the CV-22 twice
set Baker LZ on fire with their exhaust heat, that bird has some real
design 'issues' (would say problems, but apparently some folks don't
like that word, so I'll stick with 'issues')
Difficult to say why the 8th left OEF. The CV-22s are hard to fit into
most SOF current operations because they really are unique airframes and
require concrete or asphalt landing pads for any kind of sustained
operations. You can't use them for MEDEVAC or CSAR, the downwash is too
massive. The dirt and dust of Afghanistan (and pretty much any other
dry/desert area) eat their engines up at a phenomenal rate. I heard one
rumor that they were replacing those Rolls-Royce engines every 70 to 100
hours, sometimes even less. Those engines cost a mint, so you can
imagine how that affects the cost of a downrange deployment (or even
home station training). Add in the hydraulic problems (5000 psi system
vs. the 1500 to 3000 psi used in all other rotorcraft and C-130s) and
software issues and it's just too complicated of a bird for combat
Is the V-22 Unsafe?
A 2003 study funded by the Pentagon concluded:
"The bottom line is that all of the these concerns argue that V-22 is likely to have a larger accident rate when operating within a combat or hostile environment than any conventional helicopter simply because the aircraft has many more ways of getting into trouble than does a conventional helicopter. Unfortunately, all of these issues are the result of basic design features in the V-22 and cannot be changed – the side-by-side rotor configuration, the high disk-loading, and the roll/yaw control implementation through differential thrust. There is not much that can, physically, be done about it. Extensive education and training of aircrews and better warning systems will certainly help, but will not remove the fundamental susceptibility."
What do the aviation experts from around the world think of the tiltrotor concept? No one has purchased any from Bell-Boeing, and no one is designing their own tiltrotor aircraft. The U.S. Army, Navy, and Coast Guard do not want them, nor do any airlines or foreign military services, despite the constant spin that some nation "is expressing interest!" The Special Operations command chose to buy more H-47s and wants no more CV-22s, and the U.S. Air Force has refused to consider them to replace their aging H-60 CSAR helicopters. Meanwhile, Bell helicopter abandoned its civilian tiltrotor program and just introduced a new medium lift helicopter, at one-sixth the price of a V-22.
Recent V-22 Media Spins
V-22 success stories have been spun in the press this past year. Two V-22s flew to pick up a downed Air Force pilot in Libya, something no helicopter could accomplish. They didn't report that two Marine CH-53s flew alongside the V-22s carrying troops in case combat was required. And why were big, old cargo helicopters sent along to carry troops, when the ship had six other V-22s aboard? That rescue was not nearly as difficult as the 1995 rescue of a downed Air Force pilot in Bosina, which was accomplished by two Marine CH-53s.
When our elite SEAL force flew into Pakistan to kill Osama Bin Laden, they chose old H-60 helicopters rather than their new CV-22s. Perhaps the H-60s were chosen because they are smaller, but the larger backup aircraft that were also used for this mission were CH-47s. As our military began its drawdown in Afghanistan, the first aircraft sent home were the new CV-22s! And the Marine Corps delayed the retirement of their 30 remaining 45+ year old CH-53Ds and sent them to Afghanistan, rather than send more new V-22s.
An amazing spin was how the Marine Corps increased its total buy from 360 V-22s to 384, claiming this will save $1.75 billion. Marine aircraft are purchased through the Navy. Three decades ago, the Navy expressed interest in 48 HV-22s for shipboard use, but found them unsuitable due to extreme downwash, and chose the MH-60S for this role over a decade ago. However, the V-22 program kept the Department of the Navy order of 408 V-22s on the books. As the final production run of the V-22 is planned, no one pretends the Navy will get 48 V-22s, so the Marines laid claim to the 48 extras, and announced that it would help "save" money by adding just 24 of the Navy's unwanted 48 V-22s to their order.
This game is working its way through Congress as the Bell-Boeing team works to lock-in another five-year production contract. They hope Congress will not notice the Marines added 24 V-22s to their requirement, and this five-year $8 billion buy increases the cost of each V-22 from $62 million in the current five-year contract, to $81 million for each of 98 more V-22s over the next five years, a 30% increase! The Marines would yield far better results by ending the V-22 program and using those funds to procure needed H-60 Medivac helicopters, as explained here:
The Marines rely on the Army for medivacs in Afghanistan, as they did in Iraq. The V-22 program consumed so much of the Marine Corps' "blue" budget for decades that no thought was given to procuring medical evacuation helicopters, like the Army's proven UH-60Q, pictured at left evacuating a Marine wounded by an IED in Afghanistan in March 2010.
Although the V-22 is 30% faster than the H-60, its large size, limited maneuverability, and intense downwash severely limits its LZ options. Moreover, the UH-60Q is customized for medivac, with better lighting, lockers full of medical supplies, a powerful heating system to prevent shock, with oxygen and chest suction systems. A version of the H-60 is in production for the Navy, so purchasing a "navalized" Marine version has been an option for years. As Marine Corps CWO2 Keith Marine stated about operations in Afghanistan: "Luckily the Army and Air Force guys will drop right where you want them to pick up casualties, we are lucky to have them."
Carlton Meyer editorG2mil@Gmail.com | aerospace |
https://www.openfly.fr/en/blog/private-jets-and-private-planes/piper-pa-46.html | 2024-04-22T21:59:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818374.84/warc/CC-MAIN-20240422211055-20240423001055-00817.warc.gz | 0.930202 | 483 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__91303987 | en | The Piper PA-46, ideal for business trips
Introducing PIPER PA-46
The Piper PA-46 is a single engine that can be used as a flexible and economical business jet. It is fast, comfortable, able to fly in all weathers and land on short, unpaved or grass runways.
Developed in the mid-1980s, it exists in several versions, all available on the OpenFly platform:
- The Piper PA-46 Mirage is the version equipped with a 310 or 350 hp piston engine. You can also find it under the designation M350 for models that left the factory after 2015.
- The Piper PA-46 JetPROP is a re-engined version of the Piper Mirage by Rocket Engineering. Thus equipped with a 550hp turboprop instead of its piston engine, the JetPROP gains in climb speed and cruising speed while maintaining one of the lowest operating costs of 6-seater aircraft.
- The Piper PA-46 Méridian is the official version of the PA-46 with a turboprop engine. At the end of the 1990s, seeing new PA-46 buyers immediately go to Rocket Engineering to re-engine their aircraft, the manufacturer Piper decided to launch a new aircraft, capable of competing with the JetPROP. At the end of 2000, the first PA-46 Meridians left the factory, equipped with a 600hp engine. Due to a higher weight, they remain a little more fuel-hungry than the JetPROP.
Advantages of the PIPER PA-46
- 4 Passengers in “club” configuration, up to 5 passengers including the co-pilot seat.
- Able to access most airfields (short runways, grass…)
- Pressurized cabin to enjoy a comfortable cruising altitude.
- Low running costs.
- Very fast JetPROP, Meridian, M500 and M600 versions.
The interior of the PIPER PA-46 aircraft
The interior configuration is made up of 4 comfortable leather seats arranged in a square, equipped with a folding table. At the rear of the cabin is a large luggage space capable of accommodating several intermediate suitcases. The front is made up of two crew seats. The plane being approved for a single pilot, it is possible to accommodate a 5th passenger. | aerospace |
http://showcasemodels.com/product/PW07024.html | 2013-05-26T08:53:23 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706794379/warc/CC-MAIN-20130516121954-00025-ip-10-60-113-184.ec2.internal.warc.gz | 0.939621 | 355 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__210758047 | en | MC-130 Combat Talon I Desktop Model w/ BLU-82 'Daisy Cutter' Desktop Model
Our Price: $139.95
Quantity in Basket: None
Based on the C-130 Hercules transport, they are designed to provide infiltration, exfiltration, and resupply of special operations forces, as well as psychological operations support and helicopter air refueling. Variants include the MC-130E Combat Talon I, MC-130H Combat Talon II, MC-130P Combat Shadow, and MC-130W Combat Spear. The MC-130E was developed in the early 1960s. The Combat Talon I was equipped with an electronic and infrared (IR) countermeasures suite and terrain-following radar, enabling it to avoid enemy radar and anti aircraft weapons.
The MC-130H Combat Talon II first entered active service in 1990. Originally designed to replace the Combat Talon I, an increase in the requirement for special-operations-capable aircraft stalled plans to retire its older cousin. The MC-130P primarily flies missions at night to reduce probability of visual acquisition and intercept by airborne threats.
The first MC-130W was presented to Air Force Special Operations Command on June 28, 2006. The aircraft was developed to replace MC-130 Combat Talon/Shadow combat losses experienced since 1997. The program modifies C-130H aircraft from the 1987 to 1990 year group, which is the same time period as the Combat Talon fleet currently in AFSOC service. The new aircraft are not as capable as the Combat Talon, but are still more capable than a standard C-130H, plus they have the ability to air-to-air refuel special operations helicopters. | aerospace |
https://www.naija.ng/tag/nigerian-air-force-personnel.html | 2018-01-19T02:01:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887692.13/warc/CC-MAIN-20180119010338-20180119030338-00587.warc.gz | 0.95737 | 506 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__121573809 | en | - Operation Zaman Lafiya: Nigerian Air Force immortalizes more fallen heroes (photos)
- NAF honours personnel, civilians at CAS awards ceremony (photos)
- Nigerian Air Force commissions residential accommodation in NAF Base Benin (photos)
- Photos: Nigerian Air Force officer bags commandant's award at Naval War College
The Nigeria Air Force (NAF) has just concluded operation Ruwan Wuta, which was essentially an intensive day and night aerial bombardment of locations where...
The Nigerian Air Force (NAF) on Friday, July 21, graduated 1,928 recruits, who have just successfully completed the Basic Military Training Course (BMTC).
The NAF and UNIMAID signed a Memorandum of Understanding (MoU) towards consolidating on the research and development efforts between the two organizations.
NAIJ.com gathered that the newly delivered aircraft from Pakistan are meant for the primary flying training of NAF pilots at 401 Flying Training School, Kaduna.
The Nigerian Air Force (NAF) has successfully reactivated 2 Mugin Unmanned Aerial Vehicles (UAV) for the training of UAV student operators in Kaduna.
NAF component of Operation LAFIYA DOLE in the North-east conducted an Intelligence, Surveillance and Reconnaissance (ISR) mission of the Sambisa forest.
The 2 young officers had earlier undergone an introductory flying training at the US Aviation Academy in Denton, where they flew the Cessna 172 aircraft.
Despite working and schooling, an Air Force officer emerged overall best student of Babcock University. He was decorated at the just held graduation ceremony.
The young flying officers were decorated by the Chief of Naval Staff (CNS), Vice Admiral Ibok-Ete Ekwe Ibas who was the guest of honour at the brief ceremony.
Some online media reports had linked some unnamed senior Air Force officers to the alleged plot, after rumours of a coup plot became a trending issue.
The Nigerian Air Force on Sunday, April 16 marked its 53 years of existence with an interdenominational church service at NAF Base, Bill Clinton drive, Abuja.
The Nigerian Air Force (NAF) today, December 29 turned out 99 new officers are under the category of Direct Short Service Commission (DSSC) in Kaduna.
The decoration ceremony for the 33 newly promoted officers of air ranks has been scheduled for Wednesday, December 14, at the Headquarters of the NAF. | aerospace |
http://www.couriernews.com/pages/full_story/push?article-Chinese+back+in+space%20&id=15390488 | 2017-04-28T12:11:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122955.76/warc/CC-MAIN-20170423031202-00364-ip-10-145-167-34.ec2.internal.warc.gz | 0.97366 | 1,109 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__36835220 | en | My, how things have changed since those little beeps were heard orbiting around our globe.
Wednesday, people at a bustling railway station in Beijing, China, became quiet as they watched a giant video screen showing the countdown for China's second manned space launch.
A cheer went up as the rocket carrying two Chinese astronauts blasted off from its desert launch pad. Then another as the first stage separated from the rocket. And still more cheers when the Shenzhou 6 capsule with astronauts Fei Junlong and Nie Haishen reached orbit.
Two years ago, officials in charge of China's history-making first manned spaceflight were too worried about accidents to allow a live broadcast. But on Wednesday, the Chinese government eased its secrecy and let millions share in its triumph.
"I am feeling really emotional," said a construction worker at the Beijing train station. "This is a proud moment - not only for China, but for Chinese people all over the world, and for humankind."
Since the former USSR began the space race nearly five decades ago, it has primarily been Russia and the United States going back and forth to see who could do the most in outer space. Russia, after the fall of the Soviet Union, even had its own version of our space shuttle conducting practice flights before Communism died, and with it, the nation's economy based on building a world war machine.
The United States worked through its failures on the launch pad, were the first to reach the moon in the 1960s and 1970s, build the first reusable spaceship, and led the world in construction of the International Space Station. President Bush and NASA recently said the shuttle fleet would be retired, then we would return to the moon with spacecraft similar to the Apollo missions.
However, now is the time for China to shine from outer space as the successful launch of the Shenzhou 6 added another success to a costly prestige program that communist leaders hope will project an image of China as a rising technological power.
Who said the space race was over?
Adding to its propaganda impact, Chinese viewers were allowed to see the liftoff and live scenes of Fei and Nie in their cockpit. A camera on the rocket hull showed the ground dropping away.
Communist leaders also hope patriotic pride at the space program's success will shore up their standing amid wrenching economic change and public anger at corruption and a growing gap between rich and poor.
President Hu Jintao and other Communist Party leaders were shown watching Wednesday's launch from a Beijing command center, while Premier Wen Jiabao was at the Gobi Desert launch base.
"China's aerospace science experiments are completely for peaceful purposes. It is also a contribution to human science and the cause of peace," Wen said. "We would like, together with the world's peoples, to make progress hand-in-hand for peaceful use of outer space."
The secrecy surrounding the 2003 launch blunted the event's value as a propaganda event. Many Chinese said they felt little connection to the launch, and when the Shenzhou 5 capsule was displayed in Beijing after its return from orbit, it attracted only modest crowds.
But the decision to engage the public by showing Wednesday's launch already appeared to be paying dividends.
At the Xiang Ming Middle School in Shanghai, students in teacher Feng Qiang's science class watched on a projection TV and cheered when the capsule reached orbit. They held up handpainted signs saying, "My heart takes flight," and "Celebrate the successful launch."
"It's a very great day for our country," said 15-year-old Seymour Lee. "It feels like we've been waiting 50 years for it."
The mission this week is expected to be longer, more complex and possibly riskier than the 2003 flight, which carried one person and lasted just 21 1/2 hours.
The government did not say how long Fei and Nie would stay aloft, but news reports said it could be three to five days. The official Xinhua News Agency reported that they had food and water for a week.
State television broadcast updates throughout the day, showing more live scenes of the astronauts - known in Chinese as yuhangyuan, or "travelers of the universe" - taking off their bulky, 22-pound spacesuits and moving around their cabin.
Both Fei, 41, and Nie, who celebrates his 41st birthday Thursday, are military officers, former fighter pilots and Communist Party members.
Xinhua said both men talked to their families from orbit.
"May you carry out the task entrusted to you by the motherland and return smoothly," Fei's wife, Wang Jie, was quoted as saying. The report said Nie's wife wished him luck, and "at these words, Nie Haisheng was in tears."
The Shenzhou - or Divine Vessel - capsule is based on Russia's workhorse Soyuz, though with extensive modifications. China also bought technology for spacesuits, life-support systems and other equipment from Moscow, though officials say all the items launched into space are Chinese-made.
China has had a rocketry program since the 1950s and fired its first satellite into orbit in 1970. It regularly launches satellites for foreign clients aboard its giant Long March boosters.
Chinese space officials say they hope to land an unmanned probe on the moon by 2010 and want to launch a space station.
AP correspondent Christopher Bodeen in Shanghai contributed to this report. | aerospace |
https://www.mcclatchydc.com/news/politics-government/article24480385.html | 2019-05-22T18:41:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256948.48/warc/CC-MAIN-20190522183240-20190522205240-00505.warc.gz | 0.964041 | 162 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__40322278 | en | The Federal Aviation Administration has reassigned an official who oversaw Southwest Airlines at the agency's North Texas office, after criticism at a congressional hearing last week over a lapse in safety inspections at the airline.
Thomas Stuckey was removed Monday from his position as head of the flight standards office for the FAA's Southwest region, spokeswoman Laura Brown said. "He's in another position, an administrative position that has no safety oversight duties," she said.
The decision to reassign Stuckey is the latest fallout from the congressional probe into inspections at Southwest. Last month, the FAA proposed a record $10.2 million fine against the airline for allegedly flying dozens of planes in 2007 that hadn't received proper inspections for potentially dangerous fuselage cracks.
Read the full story at star-telegram.com. | aerospace |
http://www.gamersbook.com/community/members/tomislav/networks/ | 2013-05-21T17:59:20 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368700380063/warc/CC-MAIN-20130516103300-00048-ip-10-60-113-184.ec2.internal.warc.gz | 0.687104 | 69 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__173028099 | en | About us, Contact, Media Kit
Meet gamers, get updates, win awards!
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male from Croatia
Gamersbook Development group, new videos, images, blogs.
A group for flight simulation fans, all aviation enthusiasts free to join
Gamersbook gaming community | aerospace |
https://diplomaticobserver.com/_news/airplane-crash-near-kazakhstan-s-almaty-airport- | 2022-08-15T19:58:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572198.93/warc/CC-MAIN-20220815175725-20220815205725-00631.warc.gz | 0.986762 | 306 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__133747149 | en | İrem UZUN -TDO- At least 12 people have died after a Bek Air plane with almost 100 people on board crashed near the city of Almaty in Kazakhstan shortly after taking off, Kazakh officials said. Dozens of passengers were hospitalized after their plane crashed just minutes after take-off in Kazakhstan on Friday.
Flight number 2100 was scheduled to fly from Almaty, a city in southern Kazakhstan, to the capital Nur-Sultan. The Bek Air-operated aircraft took off at 7.21 am local time (2.21 am CET), according to airport authorities. The aircraft, a Fokker 100, disappeared from the radar a minute later. The alarm was raised at 7.25 am. The plane quickly lost altitude during take-off, broke through a concrete fence and hit a two-story building, the airport said. Kazakhstan's Deputy Prime Minister, Roman Sklyar, said there were two skid marks from the tail end of the plane on the runway, indicating it struggled to take-off. Those that died were mainly at the front of the aircraft, he added
Dozens are being treated in hospital. One survivor said the plane started shaking less than two minutes after takeoff. The cause of the crash is unclear. A Reuters news agency reporter close to the scene said there was heavy fog at the time. The airline announced it had suspended activities as well as the flights of its Fokker 100 type planes until the reason of the incident could be uncovered. | aerospace |
https://connections.wvumedicine.org/news/story?headline=portion-of-employee-parking-lot-f-to-be-used-for-helicopter-landing-tomorrow | 2021-06-24T19:36:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488556482.89/warc/CC-MAIN-20210624171713-20210624201713-00209.warc.gz | 0.948093 | 88 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__179030388 | en | Portion of employee parking lot F to be used for helicopter landing today
Monday, May 10, 2021
On Tuesday May 11, part of the “F” parking lot will be used for helicopter landing so that repairs can be made to the rooftop landing pad. This map shows the area.
The repairs will last eight hours, from 6 a.m.-2 p.m. The lot will open again on Wednesday. | aerospace |
https://www.electroenterprises.com/?man=cert | 2018-11-21T12:26:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039748315.98/warc/CC-MAIN-20181121112832-20181121134832-00023.warc.gz | 0.892129 | 204 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__111527741 | en | Electro Enterprises is your Franchised/Authorized stocking distributor of interconnect, electro-mechanical, wire/cable, and wire harness management products.
GORE® PHASEFLEX® Microwave/RF Test Assemblies are specially designed to withstand twisting, flexing, bending, and crushing while maintaining elite electrical performance.
When reliability is essential, Honeywell products are up to the challenge. Honeywell switches and sensors achieve peak performance is the most demanding environments for military and aerospace applications.
Smiths Interconnect technology excels in high-speed and high-pressure situations. When milliseconds matter, you need optimal system performance. Smiths Interconnect products always hit the bull's-eye.
We have liftoff! NBAA-BACE is one of the biggest aviation conferences of the year, so it's the perfect time to learn how Electro can help keep your business connected. If you're in the beautiful Orlando area this week, stop in for a visit! | aerospace |
https://www.law360.com/articles/1357680?utm_source=rss&utm_medium=rss&utm_campaign=articles_search | 2021-02-27T20:10:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178359082.48/warc/CC-MAIN-20210227174711-20210227204711-00145.warc.gz | 0.878712 | 264 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__132736801 | en | Old Jets Face New Scrutiny After United Engine Failure
Law360 (February 22, 2021, 11:25 PM EST) -- The Federal Aviation Administration's swift order mandating extra inspections of Boeing 777 jets with Pratt & Whitney engines — resulting in the second grounding of a Boeing fleet in less than two years — is a vivid example of the Biden administration's heightened scrutiny in aircraft maintenance.
The aviation safety regulator said Sunday night it will issue an emergency airworthiness directive calling for "immediate or stepped-up" inspections of Boeing 777s equipped with Pratt & Whitney PW4000 engines, a day after United Airlines Flight 328 experienced an engine blowout and scattered debris in and around Denver.
Boeing's 777-200 jets, like the one...
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http://maltairshow.com/News/Article.aspx?id=46 | 2017-04-24T22:54:04 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119995.14/warc/CC-MAIN-20170423031159-00216-ip-10-145-167-34.ec2.internal.warc.gz | 0.955985 | 206 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__129662597 | en | "The Silver Chicken" joins the Flying Display
31 July 2013
The CAP-21DS “The Silver Chicken” homebuilt, experimental aircraft from Italy will be participating in this year’s edition. The aircraft is a single seat, aerobatic airplane specifically designed for international level competition. Its flight qualities turn her into a safe and healthy machine, easily flown by pilots which otherwise would be unable to manage such a high level of performance.
Built in 1982 “The Silver Chicken” has been crossing the bright skies of sport aerobatics since then, continuously improved and updated to keep up with the ever-growing pace of sport and technical progress, and is still one of the best aerobatic airplanes in the world.
Every routine flown is a sequence of figures performed solo, highlighted by white smoke accompanied by music. The combination between pilot and aircraft in such a show is breath-taking. The skill and creativity ensures thrilling, high-level performances for all to enjoy.
Back to news | aerospace |
http://www.computerworld.com/s/article/9230418/NASA_unveils_mission_to_probe_Mars_core | 2014-08-20T22:36:32 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1408500812867.24/warc/CC-MAIN-20140820021332-00346-ip-10-180-136-8.ec2.internal.warc.gz | 0.917156 | 976 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__1130403 | en | NASA unveils mission to probe Mars' core
InSight, to launch in 2016, aims to help figure out how Mars formed
Computerworld - NASA has decided to take a much deeper look inside Mars to try to figure out why the Red Planet evolved so differently from Earth.
The space agency announced late on Monday that it will launch a new mission in 2016, named InSight, to hopefully figure out whether the core of Mars is solid or liquid like Earth's, and why Mars' crust is not divided into tectonic plates that drift like they do on Earth.
"The exploration of Mars is a top priority for NASA, and the selection of InSight ensures we will continue to unlock the mysteries of the Red Planet and lay the groundwork for a future human mission there," said NASA Administrator Charles Bolden. "The recent successful landing of the Curiosity rover has galvanized public interest in space exploration and today's announcement makes clear there are more exciting Mars missions to come."
The announcement about the upcoming mission comes just two weeks after NASA's Mars rover, Curiosity, landed on the Martian surface. Curiosity, NASA's largest and best equipped Mars rover yet, is on a two-year mission to try to discover if the planet ever has been able to support life, even in microbial form.
The 2016 mission, which will be run by NASA's Jet Propulsion Laboratory (JPL), will involve a lander that carries two cameras, a robotic arm and a thermal probe that will pierce the Martian surface to gauge the planet's temperature. Scientists are hoping that will give them clues as to how Mars is cooling.
The lander, which is expected to land in a flat equatorial area, also will be designed with a sensor that should gauge how much Mars wobbles on its axis. It will also carry an instrument to measure seismic waves traveling through the planet's interior.
"This is science that has been compelling for many years," said John M. Grunsfeld, associate administrator for NASA's Science Mission Directorate. "We're very confident that this will produce exciting science and that we will launch in 2016. Does Mars have an active seismic structure today? I am really excited to answer that."
InSight will be part of NASA's Discovery-class series of missions. The Discovery program, which was launched in 1992, sponsored cost-capped, scientific missions to explore the solar system.
The cost of this geological mission is capped at $425 million, though that does not include the cost of the launch vehicle or related services. And the $425 estimate was made in 2010 and does not take inflation into account for a mission scheduled for 2016.
NASA said 28 proposals were submitted for this latest Discovery mission. The choice came down to the final three, which included missions to a comet and Saturn's moon, Titan.
InSight will be an international mission with scientists from the French space agency, Centre National d'Etudes Spatiales, and the German Aerospace Center will supply instruments for the lander.
Sharon Gaudin covers the Internet and Web 2.0, emerging technologies, and desktop and laptop chips for Computerworld. Follow Sharon on Twitter at @sgaudin, on Google+ or subscribe to Sharon's RSS feed . Her email address is email@example.com.
Read more about Emerging Technologies in Computerworld's Emerging Technologies Topic Center.
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http://www.century-of-flight.freeola.com/Aviation%20history/photo_albums/timeline/ww2/2/B%2025%20Mitchell.htm | 2017-12-15T04:20:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948563629.48/warc/CC-MAIN-20171215040629-20171215060629-00416.warc.gz | 0.958497 | 3,351 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__232710897 | en | B 25 Mitchell
response to the US Army Air Corps' Circular Proposal 38-385 for a
twin-engined attack bomber was the NA-40, a shoulder-wing design
with a tricycle landing gear and capable of carrying a 1,200 lbs
(544 kg) bomb load. Armament consisted of 7.62 mm (0.30 in)
machine-guns in nose, dorsal and ventral positions. The prototype,
built at the Inglewood factory, was first flown by Paul Balfour in
January 1939, powered by two 1,100 hp (820 kW) Pratt & Whitney
R-1830-S6C3-G engines which were soon replaced by Wright
CR-2600-A71 Cyclones each rated at 1,300 hp (969 kW). In this form
the aircraft became the NA-40-2 and in March it was delivered to
Wright Field for USAAC evaluation, crashing two weeks later as the
result of pilot error.
The USAAC was
impressed by the promise of the NA-40, however, and North American
was asked to continue development of the aircraft for the medium
bomber role under the company designation NA-62. September 1939
saw the completion of the basic design of the NA-62 and in that
month the type was ordered into immediate production under a USAAC
contract for 184 aircraft designated B-25. Several improvements
were incorporated, including the widening of the fuselage to allow
the pilot and co-pilot/navigator to be seated side-by-side in a
cockpit faired into the fuselage, rather than in the tandem
glasshouse of the NA-40; the relocation of the wing to a
mid-position; and an increase operating weights and bomb load. New
engines were also specified, these being 1,700 hp (1268 kW) Wright
R-2600-9 Cyclone radials, and a tail gun position was added.
The B-25 was
named after the controversial proponent of US air power, William
'Billy' Mitchell, and the first production machine was flown on 19
August 1940. Nine B-25s were completed with the original
root-to-tip dihedral before flight tests revealed a degree of
directional instability, which was remedied by a reduction in the
dihedral angle on the outer wing panels.
of self-sealing fuel tanks and crew protection armour plating,
from aircraft number 25, resulted in redesignation to B-25A. Forty
B-25As were built, and this variant was the first to see
operational service, with 17th Bombardment Group (Medium) at
MeChord Field, scoring the type's first kill on 24 December 1941
when a Japanese submarine was sunk off the US west coast.
Some 120 B-25Bs
were manufactured, this model having power-operated dorsal and
ventral turrets, each with two 12.7 mm (0.50 in) machine guns.
B-25Bs were among the US reinforcements sent to Australia in 1942,
serving with the 3rd Bombardment Group's 13th and 19th Squadrons,
and were also used for the Tokyo raid, led by Lieutenant Colonel
James H. Doolittle, on 18 April 1942. For this attack 16 modified
aircraft, with an autopilot, fuel tankage increased by more than
60 per cent to 1,141 US gallons (4319 litres) and the ventral gun
turret and Norden bombsight removed, took off from the carrier USS
Hornet for an 800 mile (1287 km) flight to their targets at Tokyo,
Kobe, Yokohama and Nagoya, flying on to China where most
contracts, for 63 and 300 aircraft, were placed for the B-25C
which had an autopilot, R-2600-13 engines and additional
bomb-racks under the wings and fuselage which could carry,
respectively, eight 250 lbs (113 kg) bombs and a 2,000 lbs (907
kg) torpedo for anti-shipping strikes; total offensive load was
5,200 lbs (2359 kg).
contracts included a Dutch order for 162, intended for service in
the Netherlands East Indies, although these were never delivered
there (and probably diverted to the Royal Air Force), and two
Defence Aid-financed contracts, each for 150 and intended for
delivery to China and the UK. The basically-similar B-25D was
built in a US government- owned but North American-operated
factory at Kansas City, where the company manufactured two batches
of 1,200 and 1,090 aircraft.
Two machines from
the B-25C line were modified for experiments into wing de-icing,
these being the XB- 25E with a hot-air system and the XB-25F which
used electrically heated elements.
attacks on Japanese shipping, the B-25G carried a 75 mm M4 US Army
cannon mounted in the nose, the cannon being provided with
twenty-one 15 lbs (6.8 kg) shells. The armament was supplemented
by a pair of 12.7 mm (0.50 in) guns which were used also to aim
the heavier weapon. in addition, the dorsal and fully- retractable
ventral turrets each contained two machine guns. Five B-25Cs were,
in fact, completed as B-25Gs, and 400 were subsequently built at
Inglewood. This version was initially assigned to the US Far East
Air Forces, entering service with the 498th Squadron in February
The Mitchell with
the greatest firepower was the B-25H, of which 1,000 were built at
Inglewood. The 75 mm cannon was of the lighter T13E1 model and the
four 12.7 mm (0.50 in) guns, also mounted in the nose, were
augmented by two similar guns in blisters on each side of the
fuselage below the cockpit. The twin-gun dorsal turret was
relocated to a position just aft of the cockpit, and armament was
completed by a 12.7 mm (0.50 in) gun in each of the waist
positions and two in the tail. Additionally, the B-25H could carry
a 3,000 lbs (1361-kg) bomb load and a torpedo, as could the B-25J
in which the glazed nose with its bomb aiming station was
reintroduced, reducing the nose armament to one hand-operated and
four fixed 12.7 mm (0.50 in) guns. Some later aircraft had a solid
nose with eight 0.50-in (12.7-mm) guns, bringing the total of
these weapons to 18. Underwing racks could carry eight 5 in (127
mm) rockets. The USAAF contract was for 4,805 B-25Js, but as the
war ended 415 were cancelled and 72 were completed but not
delivered; all were manufactured at Kansas City.
reconnaissance duties the F-10 version was introduced in 1943, 10
being converted from B-25Ds. Armament was removed, additional fuel
tanks fitted in the bomb bay, and cameras installed in the rear
fuselage and in the nose.
B-25Gs, B-25Cs and B-25Js were converted during 1943-4 for use as
advanced trainers under the designations AT-25A, AT-25B, AT-25C
and AT-25D. They were later redesignated TB-25D, TB-25G, TB-25C
and TB-25J; more than 600 of the last model were converted after
the war and between 1951 and 1954 117 and 40 Mitchells were
respectively converted to TB-25K and TB-25M standard, as flying
classrooms for instruction in the use of Hughes E-1 and E-5
fire-control radar. The final training versions were the TB-25L
and TB-25N multi-engine conversion trainers, of which Hayes
Aircraft Corporation produced 90 and 47 examples respectively.
US Navy Mitchells,
of which delivery began in January 1943 with an initial assignment
to VMB-413, comprised 50 PBJ-ICs, 152 PBJ-IDs, one PBJ-IG, 248
PBJ-IHs and 255 PBJ-IJs, the letter suffix identifying the
equivalent B-25 variant.
The advent of the
Mitchell allowed the Royal Air Force to replace the Douglas
Bostons and Lockheed Venturas flown by No. 2 Group on daylight
operations. The first 23 aircraft, delivered in May and June 1942,
were B-25B Mitchell Is, three of which were subjected to
evaluation and acceptance trials at the Aircraft and Armament
Experimental Establishment; of this batch one was retained in
Canada and another crashed before delivery. The rest were flown to
Nassau in the Bahamas where No. 111 Operational Training Unit had
been established on 20 August, based at Windsor and Oakes Fields.
Between May 1943 and June 1945, No. 13 OTU also flew Mitchells
from Bicester, Finmere and Harwell in Britain.
As deliveries of
B-25C Mitchell lis built up through the second hall of 1942,
Bahamas-trained crews returned to the United Kingdom to form the
first squadrons, originally to have been Nos. 21 and 114. In fact,
the first two operational units were Nos. 98 and 180 Squadrons,
formed at West Raynharn on 12 and 13 September, respectively. The
Dutch-manned No. 320 Squadron gave up its Lockheed Hudsons for
Mitchells at Methwold in March 1943, and No. 226 replaced its
Bostons at Swanton Morley in May. All four squadrons flew
Mitchells until after the cessation of hostilities.
problems with the Mitchell's armament had been solved, RAF
operations began on 22 January 1943 when six aircraft from No. 98
Squadron and six from No. 180 attacked oil installations at Ghent.
The four squadrons of No. 2 Group continued their formation
attacks throughout 1943 and 1944, operating increasingly in a
tactical role following the Allied invasion of France in June
1944. Nos. 98, 180 and 320 Squadrons moved up to Melsbroek,
Brussels in October, while No. 226 took up residence at
Vitry-en-Artois. The last No. 2 Group Mitchell operation of the
war was flown on 2 May 1945 when 47 aircraft attacked marshalling
yards at Itzehoe. RAF Mitchell operations outside of Europe
included those of Nos. 681 and 684 Squadrons, flying in a
photographic reconnaissance role in India from 1943 to 1945.
A North American B-25H of 1st Air Command Group 10th Air Force
USAAF - Hailakandi, India 1944
batches covered 886 Mitchells, comprising 23 B-25B Mitchell Is;
432 B-25Cs and 113 B-25Ds, both of which were known as Mitchell
lls; and 316 B-25J Mitchell Ills. The remaining two were B-25Gs,
with the 75 mm gun, and one of them, with armament removed, was
probably the last in service in the United Kingdom, flying with
the Meteorological Research Flight at Farnborough as late as 1950.
In addition to
the Dutch-manned No. 320 Squadron, RAF Mitchell units manned by
foreign nationals included No. 305, whose Polish crews converted
from Vickers Wellingtons at Swanton Morley in September 1943, and
No. 342 (Lorraine) Squadron which exchanged its Bostons for
Mitchells at Vitry-en-Artois in March 1945. After disbandment as
RAF units both the French and Dutch took their aircraft home.
No. 320 Squadron
was reformed at Valkenburg as a Dutch navy patrol/search and
rescue unit on 29 March 1949, its initial equipment including
Mitchells which, replaced by Lockheed Harpoons when the squadron
changed role to maritime patrol, were passed on first to No. 5
Squadron, formed on 7 May 1951, and then to No. 8 Squadron on 10
During the war
the Dutch had flown Mitchells at the Royal Netherlands Military
Flying School at Jackson, Missouri and with No. 18 (Netherlands
East Indies) Squadron of the Royal Australian Air Force, formed
with Dutch personnel at Canberra on 4 April 1942, and operating
throughout the campaigns to recapture the Pacific islands. Control
passed to the Netherlands on 15 January 1946 and, based at
Bandoeng in Java, the squadron was soon in action again, in the
conflict with the Indonesians. After the ceasefire, which resulted
in the disbandment of the Netherlands East Indies air force on 21
June 1950, Mitchells were handed over to the new Indonesian
government to form the equipment of the bomber flight of No. 1
Squadron. The RAAF acquired 50 Mitchells, including B-25Ds and
B-25Js, which were flown by Nos. 2 and 119 Squadrons.
supplied to the Chinese air force remained in service throughout
the postwar struggle which led to the communist overthrow of the
Chiang Kai-shek government, some captured aircraft being used by
the Sino-Communist forces while others escaped to Taiwan. A total
of 807 Mitchells was supplied under Lend-Lease to the USSR,
although eight were lost in transit.
In Central and
South America, Mitchells were supplied to Brazil, Chile, Mexico
and Uruguay. Signature of the Rio Pact of Mutual Defense in 1947
resulted in the United States supplying B-25Js to Brazil,
Colombia, Cuba, Peru and Venezuela.
Commonwealth air forces, the Royal Canadian Air Force received a
small number of Mitchell lls from the Royal Air Force in May 1944
and these, modified to the standard of the USAAF F-10 version with
cameras installed in the nose, equipped the Photographic Flight at
Rockcliffe, Ottawa. The unit was unofficially designated No. 13
(Photographic) Squadron, as part of No. 7 (Photographic) Wing,
although this title was not formally promulgated until 15 November
1946. The squadron was renumbered as No. 413 (Photographic)
Squadron on 1 April 1947 and the Mitchells served alongside Avro
Lancaster Xs until withdrawn in October 1948.
squadrons formed after the war includes Nos. 406 and 418
Squadrons, based at Saskatoon and Edmonton respectively. Both were
light bomber units, flying Mk 11 and Mk 111 Mitchells until they
were retired in 1958. VIP-configured Mitchells were used by No.
412 Squadron between 1956 and 1960.
Billy's Bomber (after General Billy Mitchell); Bank
(NATO code name for Russian Lend-Lease B-25s).
Engines: Two 1,700-hp Wright
R-2600-92 Cyclone radial piston engines
Weight: Empty 19,480 lbs., Max Takeoff 35,000 lbs.
Wing Span: 67ft. 7in.
Length: 52ft. 11in.
Height: 16ft. 4in.
Maximum Speed at 13,000 ft: 272mph
Ceiling: 24,200 ft.
Range: 1,350 miles
12 12.7-mm (0.5-inch) machine guns
4,000 pounds of bombs
Number Still Airworthy: | aerospace |
https://dalneitzel.com/tag/general-russell-spicer/ | 2020-11-24T06:03:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141171126.6/warc/CC-MAIN-20201124053841-20201124083841-00522.warc.gz | 0.992447 | 854 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__184172492 | en | I thought I was the world’s greatest fighter pilot just like all twenty-four-year-old recent graduates of pilot training who were long on ego, and short on everything else.
When I walked in General Russell Spicer’s outer office and asked his secretary if I could please see the general, she asked if I had an appointment. When I said no, she asked me what I wanted. I told her I would like to have permission to fly the general’s F-86F. He was Chief of Flying Safety for the entire Air Training Command at Scott Air Force Base, and had no business letting a lowly 2nd Lt. fly his airplane, especially since I had never flown that model before. That’s what I had going against me.
I had not met the general but knew him by reputation. Everyone did. He shot down three German airplanes in WW-2 and when his P-51 took battle damage, he was forced to bail out over the English Channel. He floated around in a one-man dinghy for two days, finally washing ashore in France. His hands and feet were frozen when the Germans took him prisoner. As the senior officer in Stalag Luft 1, he gave a speech that the German commander said was “riotous,” and Spicer was sentenced to six months in solitary confinement and then execution by firing squad. The day before he was to be executed, his POW camp was overrun by Russian soldiers and the Germans fled. Spicer was liberated.
When the general’s secretary picked up the phone and said, “General, I think you should come out here,” most of my cockiness went south, and I suddenly felt like a crippled ant in an elephant parade.
The general’s huge, black mustache startled me because it separated his nose from his mouth in such a commanding way. I wondered if he could intake air. When he grinned at me, and after we saluted, he invited me into his office. “What can I do for you, Sir?” the general asked as he lit his pipe and offered me a seat. I told him my name, and that I was a pilot in the 85th Fighter Interceptor Squadron flying the F-86D, and that one of our hangars was next to where he kept his plane. We talked for a while. I had seen him many times approach the field at 1,500’, 250 knots, make a tight pitchout, drop the gear and flaps, and land. To me it was like poetry. His F-86F was the same model that had shot down most of the Migs during the Korean War, and I really wanted to fly it
He looked at me for a few seconds, then picked up the phone. “Get my crew chief for me please.” The general said, “Pull my airplane out because Lt. Forrest Fenn is coming down to fly it.” I was really grinning. I thanked him, saluted, and turned to leave when he said, “Don’t you dare break my airplane.”
The crew chief stood on the ladder and talked me through the engine start. That must have been 1954, and I flew for about an hour. It was the thrill of my life to fly that airplane. I went back to my squadron thinking I was the world’s leading ace. When my boss learned what I had done, he came over and congratulated me, not because I had flown the general’s airplane, but because I had guts enough to ask him if I could.
But that’s not all of the story.
Five years later I saw the general again. He was commander of the 17th Air Force at Wheelus Air Base, Libya, where we had a gunnery school. He remembered some brash Lt. asking to fly his plane, but he didn’t remember my name.
Thirty years later, the lady who purchased my gallery hired one of General Spicer’s sons to be her driver. Is this a small world, or what? f | aerospace |
https://www.jaair.com/request-services/fuel-and-fbo-services/ | 2023-10-04T23:18:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511424.48/warc/CC-MAIN-20231004220037-20231005010037-00745.warc.gz | 0.924545 | 737 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__192056526 | en | Sugar Grove, IL 60554
Fixed-Base Operations that Cover Everything
Designed in ultramodern style, the new J.A. Air Center at Aurora Municipal Airport is the Midwest’s premier fixed-base operator. Our state-of-the-art facility features a fully appointed private terminal where pilots and passengers receive concierge-level service and access to every amenity to make the trip more comfortable.
A massive 20,000 squarefoot canopy stretches from the terminal doors, allowing drive-up service even for the largest private aircraft. The terminal includes a relaxing pilot lounge, convenient access to computers, pilot snooze rooms, a workout center and corporate office space. The Pilot Store stocks a full line of the latest avionics equipment from top manufacturer, Garmin, as well as a variety of other aviation essentials.
Within J.A. Air Center’s 150,000 square feet of space, there is plenty of room to safely and economically house company jets and complete flight departments. Not only does our indoor corporate hangar space protect a business’s valuable investment from the elements, it also gives easy access to our on-site staff of expert mechanics. These top professionals ensure routine maintenance is performed on the aircraft and down time is kept to a minimum.
Fuel & Handling
As the Midwest’s leading aviation support facility, J.A. Air Center sets the standard for superior fuel products and unrivaled service – at competitive prices. our center includes a brand new fuel farm designed with every safety and environmental consideration in mind. Fueling and maintenance services are available 24 hours a day, 365 days a year.
A Full-Service FBO
J.A. Air Center has everything covered:
Built on a recognized tradition of service and support excellence, we believe the new J.A. Air Center at Aurora Municipal Airport will help us go even higher as a Chicago FBO.
As the Midwest’s most-convenient, one-stop aviation facility for pilots, passengers and businesses, our new headquarters serves as the region’s only place for a complete selection of aviation products and services. We customized the center to anticipate an aviator’s every need. From routine maintenance to major avionics upgrades and heavy inspections, we’ve got it covered at our new 150,000 squarefoot
J.A. Air Center is close to Chicago but outside the bustle of the city. We are a hub for personal and professional travel, with quick access to the major technology corridor along Interstate 88 and a nonstop commute from the airport to downtown.
It’s easy to understand why so many businesses and private pilots choose J.A. Air Center as their permanent home. Our facility includes fully appointed office space and 11 acres of ramp designed to accommodate any corporate flight department. Our location is perfect for quick overnight stays or permanent occupancy.
As an FAA- certified Part 145 repair station, we also stock a huge inventory of parts and equipment to ensure complete access to our award-winning service and the latest avionics technology.
A massive canopy spanning 20,000 square feet off our new FBO terminal entrance provides ample coverage for the arrival and departure of even the largest private aircraft. Every amenity has been accounted for inside our luxurious terminal. The space includes pilot snooze rooms, workout centers, convenient, fast check-ins and discreet exits.
Our staff of certified mechanics and aviation professionals is standing by 24 hours a day to make every take off and landing at J.A. Air Center convenient, thorough and friendly. | aerospace |
https://www.ar15.com/forums/general/US_Air_Force_Chicken_Gun_Helps_Shuttle_Return_To_Flight/5-270357/ | 2018-06-18T19:29:28 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860776.63/warc/CC-MAIN-20180618183714-20180618203714-00037.warc.gz | 0.907251 | 930 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__249220314 | en | Center's 'chicken gun' helps shuttle return to flight
ARNOLD AIR FORCE BASE, Tenn. -- Larry Phipps loads a foam projectile into the 86-foot-long rectangular barrel used to conduct testis for the space shuttle return-to-flight program. (Courtesy photo)
by Tina Barton
Arnold Engineering Development Center Public Affairs
9/2/2004 - ARNOLD AIR FORCE BASE, Tenn. (AFPN) -- Experts here are launching rectangular pieces of foam, traveling up to 1,500 mph, at the space shuttle's solid rocket booster to help NASA officials make sure the vehicle is ready to return to flight.
Arnold Engineering Development Center engineers and test operators in the ballistic impact range, affectionately known as the chicken gun, are launching hundreds of block-shaped projectiles. This will simulate pieces of external tank foam breaking away during flight and striking various parts of the space shuttle, such as the solid rocket booster.
The range got its nickname because, in normal use, experts fire chicken carcasses at a test target at varying speeds to simulate a direct bird-strike during flight.
In the National Aeronautics and Space Administration tests, operators launch the blocks at various velocities and angles to simulate the different ways foam might strike the solid rocket booster. These tests will help determine the effects of foam strikes, provide information on the booster hardware's ability to withstand them and help fill a database for future reference, officials said.
The program has multiple phases being conducted at several test facilities nationwide. The center’s contribution involves testing a portion of the solid rocket booster.
"Many parts of the space shuttle are being (tested) at different test facilities in the country," said Allard Beutel, NASA spokesman. "This creates a significant demand for a unique test capability, and the (solid rocket booster) project is fortunate to have (the center’s) test capability available and conveniently located."
Before each shot, employees cut the projectiles to specified lengths, widths and weights.
"If the foam projectile is too loose in the barrel, it can cause the velocity to be lower than desired," said Lanny Bell, a project engineer. "If the projectile is too tight, it could break in the barrel during launch."
Jeff Venable, procurement quality assurance representative for United Space Alliance, works with center employees to make sure each projectile and target meets test specifications.
"The (center’s) folks are fantastic," Mr. Venable said. "You can tell they are completely dedicated and professional. Everybody is working toward the same goal of getting the shuttle back to flight."
During each shot, employees use high-pressure helium gas to launch the projectiles at speeds between 102 and 1,537 mph down an 86-foot-long rectangular barrel, Mr. Bell said. The targets include the struts connecting the solid rocket booster and external fuel tank, core panels representing the thermal protection system materials and cover material for the range safety system antennas that would be used to abort a mission if the shuttle was damaged.
High-speed video cameras operating at up to 20,000 frames per second document the events and provide test experts a way to measure the projectiles' velocity. Strain gauges and accelerometers on the target’s panels acquire data at a sample rate of 50,000 samples per second to provide information on the stresses the target sustains during the event, Mr. Bell said.
"As we carry out the (Columbia Accident Investigation Board) recommendations for safe return to flight, it is imperative that we determine the tolerance of the space shuttle elements, including the solid rocket booster, to withstand debris strikes and understand the effects," said Jack Hengel, NASA shuttle solid rocket boosters project manager. "These tests will identify (strikes) that result in component failures that may lead to loss of vehicle and crew. In these cases, changes will be required to either control the debris source, strengthen the component design or both."
The center is the nation's largest complex of flight simulation test facilities. It is home to about 58 aerospace test facilities here, and the center's remote operating location Hypervelocity Tunnel 9 in White Oak, Md. (Courtesy of Air Force Materiel Command News Service)
i wonder if they still use the frozen chickens.....
they should use it on the protestors
They should use frozen protestors!
Got to see it once. The friend who worked there called it "The Rooster Booster"
Made a helluva mess. | aerospace |
http://disability.jobs/orlando-fl/aircraft-maintenance-subject-matter-expert/6249D687F2654746957FD4DC79D02F75/job/?utm_campaign=.JOBS%20Sitemap%20Feed&vs=28&utm_medium=.JOBS%20Universe&utm_source=.JOBS%20Sitemap%20Feed-DE | 2017-09-22T13:46:08 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688966.39/warc/CC-MAIN-20170922130934-20170922150934-00108.warc.gz | 0.856503 | 431 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__154191564 | en | Kratos Technology & Training Solutions Aircraft Maintenance Subject Matter Expert in Orlando, Florida
This is a SME position that will assist in training development for the Air Force's newest tanker!
- Participates within a team in designing training focused on meeting technically specific learning objectives for the military training environment.
Provides subject matter expertise for curriculum development.
Participates in the development of training courseware.
Conducts research and identifies key training elements to meet learning objectives.
ESSENTIAL JOB FUNCTIONS:
Prepare a comparability analysis between current and potential equipment, personnel, and technology.
Identify and utilize source references to develop content as a subject matter expert to curriculum development.
Identify critical learning objectives, based upon personal knowledge and reference exploration, and participate in the design and development of curriculum.
Experience and Skills:
REQUIRED EDUCATION AND EXPERIENCE:
- Bachelors Degree and up to 3 years practical experience in aircraft maintenance.
- 5 Years of directly related Air Force aircraft maintenance can be substituted for the Education Degree requirement.
- No clearance is required for this position.
- Aircraft technician experience with USAF fixed-wing tanker aircraft (KC-10, KC-135, etc.).
- Experience and technical knowledge of one or more of the following specific areas: Avionics, Electrical, Hydraulic, and Engines.
- Knowledge of the structure and content of the English language including the meaning and spelling of words, rules of composition, and grammar
- Deductive Reasoning — the ability to apply general rules to specific problems to produce answers that make sense.
- Proficiency in the use of all applications within the Microsoft Office Suite.
- Familiarity with Air Force aviation maintenance training instruction.
Job Tracking ID: KTTS-16-101
Location: Orlando, FL
Job Type: Full-Time/Regular
Date Updated: August 08, 2017
Job Level: Mid Career (2+ years)
Years of Experience: At least 3 Years
Level of Education: BA/BS
Starting Date: August 21, 2017 | aerospace |
http://www.touchbournemouth.com/business/search/typeId/43/type/Aircraft+&+Aviation+Consultants | 2014-04-18T03:12:52 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609532480.36/warc/CC-MAIN-20140416005212-00294-ip-10-147-4-33.ec2.internal.warc.gz | 0.864346 | 251 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__198520833 | en | Touch Local Ltd
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Fairoaks Airport, WOKING, GU24 8HX
Baines Simmons is an international leader in airworthiness and aviation safety consulting and training services, with offices in UK-Europe, Americas, Australia and Hong Kong. We support the aviation industry in pursuing cost effective risk reduction. | aerospace |
https://www.mixonline.com/recording/get-your-motor-running-377077 | 2024-02-28T13:23:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474715.58/warc/CC-MAIN-20240228112121-20240228142121-00504.warc.gz | 0.867426 | 411 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__101661195 | en | At a recent Naval air show, five Peavey power amps and a series oftwo-way, 12-inch woofer-outfitted enclosures backed the roaring BlueAngels and the U.S. Navy’s finest pilots at Wings Over Meridian (Miss.)2004, held April 17-18 at Naval Air Station Meridian.
Relying on Peavey Impulse® 1012 enclosures and GPS® 3500power amps, senior Peavey clinician and veteran live audio guru MartyMcCann assembled an effective, fully distributed audio system that cutthrough the din of jet engines from World War II-era planes topresent-day bombers.
By placing the 31 total loudspeaker enclosures at 50-foot intervalsalong the crowd line—one power amp for every sixspeakers—McCann could deliver the audio feed at a consistentvolume level. “At air shows, you can always hear the system, but it maybe too loud in certain spots or it may be hard to understand because ofa time lag between the clusters and fill speakers,” said Marty Papizan,civilian electrical engineer at Ground Electronics, NAS Meridian. “Withthe system Peavey came up with, no matter where you’re at, you won’tget more than a 22-millisecond delay in sound. That’s naturalreverb.”
Running 31 loudspeakers in parallel along the 1,600-foot perimetercaused a natural voltage drop, which McCann countered with the GPS 3500amps and a series of line transformers. “We had to put 400-watttransformers at each speaker to counter the drop in voltage so everyspeaker sounded the same and put out the same volume,” said Papizan.Each of five GPS 3500 power amplifiers provided a 100-volt distributionline to power six Impulse 1012 loudspeakers.
For more information, visit Peavey online at www.peavey.com. | aerospace |
http://qna.rediff.com/questions-and-answers/jaypee-kensington-boulevard-noida-project-details/19028807/answers/17078013 | 2014-09-22T07:47:10 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657136896.39/warc/CC-MAIN-20140914011216-00266-ip-10-234-18-248.ec2.internal.warc.gz | 0.922534 | 236 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__152078297 | en | What is International Space Station ? what are the objectives of ISS?
Protein crystal studies:
More pure protein crystals may be grown in space than on Earth. Analysis of these crystals helps scientists better understand the nature of proteins, enzymes and viruses, perhaps leading to the development of new drugs and a better understanding of the fundamental building blocks of life. This type of research could lead to the study of treatments for cancer, diabetes, emphysema and immune system disorders, and others.
Living cells can be grown in a laboratory environment in space where they are not distorted by gravity. NASA already has developed a Biore ...more
The objectives of ISS is the responsibility for developing and ultimately operating major elements and systems aboard the station. The U.S. elements include three connecting modules, or nodes; a laboratory module; truss segments; four solar arrays; a habitation module; three mating adapters; a cupola; an unpressurized logistics carrier and a centrifuge module. The various systems being developed by the U.S. include thermal control; life support; guidance, navigation and control; data handling; power systems; communications and tracking; gr ...more | aerospace |
https://sciencebusiness.net/networks/european-space-agency | 2018-08-21T06:22:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221217970.87/warc/CC-MAIN-20180821053629-20180821073629-00700.warc.gz | 0.923667 | 76 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__154387767 | en | The European Space Agency (ESA) is Europe's gateway to space. Its mission is to shape the development of Europe's space capability and ensure that investment in space continues to deliver benefits to the citizens of Europe and the world. Read more.
The unique forum convening public and private sector leaders for networking, intelligence and debates on research and innovation.
Tweets by scibus | aerospace |
https://vanguardcanada.com/2013/11/13/justas-contingencies/ | 2020-03-29T16:10:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370494349.3/warc/CC-MAIN-20200329140021-20200329170021-00480.warc.gz | 0.954421 | 1,031 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__175927678 | en | JUSTAS for all … contingencies
If the Canadian Armed Forces were to design the ideal long endurance unmanned aerial vehicle, it might resemble a flying Swiss Army knife: practical in every aspect and lethal when absolutely necessary.
Though the Forces have recognized the need for this all-in-one capability for some time, learning invaluable lessons on its utility in Afghanistan and more recent natural disasters, both at home and abroad, finding the right piece of equipment has been slow going.
The value of unmanned aerial vehicles featured prominently in the Martin government’s International Policy Statement of 2005 and became the focus of the Directorate of Air Requirements, which stood up a sub-group, DAR 8, that year to assess the capabilities of medium- and high-altitude long endurance unmanned aerial reconnaissance and surveillance aircraft. DAR 8’s work built upon the efforts of the Canadian Forces Experimentation Centre, which during the previous four years had successfully demonstrated the potential integration of unmanned systems into the CF.
Eight years later, the Joint Unmanned Surveillance and Target Acquisition System (JUSTAS) project remains in options analysis. But that lengthy assessment process might prove to be a blessing. In an interview last year, LGen Yvan Blondin, commander of the Royal Canadian Air Force, suggested that the rapid pace of technological advancement in the field was starting to deliver the sort of capability Canada had been seeking: a blend between the high altitude but expensive airframes and the mid altitude aircraft that lacked the requisite endurance. “The fact that we didn’t move quickly into UAVs is probably a good thing,” he said. “The technology is moving toward where we may have something in between [a HALE and a MALE].”
Major John Whalen, the RCAF’s project director for JUSTAS, is also seeing the lines begin to blur. And because of Canada’s unique requirements across the Arctic and out over the northern Atlantic and Pacific oceans, he is interested less in specific aircraft and more in their capability.
“We’re not looking at a MALE versus a HALE, we’re looking at a capability,” he explained in a recent interview, noting that UAVs have rapidly advanced from 12 hours of endurance to one that recently recorded a first flight with a forecast endurance of over 100 hours. “Canada is trying to do a lot of things with this UAV. We need a UAV that can cover vast areas at a reasonable speed, slow down to drop a SAR kit, and to be able to get below clouds. Where the United States would have a couple of different families of UAVs, we’re probably going to have one or two. So we’re looking for a general-purpose system that can accomplish everything in one project.”
As a result, his team is turning the onus back on industry to show how it would meet the requirement. “We are not stating minimum speed or hours on station, we will tell them a series of scenarios that we expect for the capability and ask them to show us how they would accomplish them.”
One of the reasons for the delay in the JUSTAS program was the re-tasking of project staff to oversee the deployment of the Heron UAV in Afghanistan. But that two-year effort gave the staff plenty to think about.
“Afghanistan taught us that persistent ISR over troops is absolutely critical,” Whalen said. “The ability to employ precision low yield weapons when required is also a critical aspect…because there is not always enough close air support available for those situations where you need low yield weapons to assist your ground forces.”
And although Canada opted to withdraw from NATO’s Alliance Ground Surveillance Program, interoperability with allies remains a key requirement. “We must be interoperable with all our NATO partners,” Whalen said. “Our information exchange requirements are very critical to be able to seamlessly fit into a coalition.”
JUSTAS will not only deliver the platform, it is also responsible for the ground systems to control the aircraft and to receive, manage and distribute ISR intelligence – from the air vehicle operators to the payload operators and intelligence analysts, all of whom will be re-tasked from manned aircraft. “We are not just taking information and dropping it at the door,” Whalen said. “[JUSTAS] is designed to deliver a semi-finished product to decision-makers in the CAF.”
Though satellite connectivity from the Arctic remains an issue, the RCAF will rely on an iridium control link to download information until a polar orbiting satellite system is in place.
There had been speculation that 2013 would be the year of the request for proposals. While an RFP is still a ways off, Whalen says the JUSTAS project team is nearing the end of analyzing its options and will be seeking “policy coverage” shortly. | aerospace |
https://usatodaynews.live/3904-the-us-unveiled-a-combat-helicopter-concept.html | 2021-09-26T22:08:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057973.90/warc/CC-MAIN-20210926205414-20210926235414-00455.warc.gz | 0.892596 | 183 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__134905019 | en | The U.S. unveiled a combat helicopter concept
Developers Sikorsky and Boeing claim that Defiant X will be the fastest and most survivable attack helicopter in history.
Sikorsky and Boeing unveiled a concept of multi-role attack helicopter Defiant X in the USA. It is reported by Defense One.
The design of the new helicopter is based on the prototype of Sikorsky-Boeing SB-1 Defiant. The developers claim the Defiant X will be the fastest, most maneuverable, and survivable attack helicopter in history.
In the concept, engineers reduced heat signatures, improved aerodynamics, added a nose wheel for improved landing stability, and made other improvements.
Earlier it was reported that the Turkish technology company Titra Technology transformed an ordinary helicopter into an unmanned aerial vehicle with a large payload.
TAGS: TECHNOLOGIES, USA, VIDEO | aerospace |
https://quillorcapture.com/author/combatpaparazzi/ | 2019-04-22T14:52:36 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578555187.49/warc/CC-MAIN-20190422135420-20190422161420-00129.warc.gz | 0.944179 | 1,040 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__91063950 | en | Western media has been guilty of hyping up the threat of North Korea’s newly christened ‘Rocket Man’ who will soon be armed with nuclear weapons and a viable intercontinental ballistic missile. As it happens, life carries on as normal in South Korea; the country’s citizens are used to routine high jinks from its belligerent neighbour to the north.
To be sure, nobody wants a nuclear-armed Kim Jong-un. However, the inflammatory rhetoric between Trump and Kim has not ruffled the feathers of those who live within range of Pyongyang’s missile and artillery forces.
The Seoul International Aerospace and Defense Exhibition (ADEX) 2017 was proof of South Korea’s quiet determination to defend itself. Indeed, the country’s extensive and very capable defence industry used the opportunity to roll out a variety of new products.
The Republic of Korea (ROK) Armed Forces and the USAF used the venue to show their capabilities too. The USAF, for example, flew in pairs of F-22 Raptor fighters and F-35A Lightning II fighters. Another first for Seoul ADEX was the presence of an RQ-4B Global Hawk Block 30 belonging to the USAF. With Seoul having signed up for four Global Hawks that are due in 2018-19, this was the first time one had actually appeared at the show.
A critically important project for South Korea is its next-generation fighter aircraft, the KF-X being developed by Korea Aerospace Industries (KAI). A spokesman said it is undergoing ‘refinement and its configuration is being altered as testing continues’ ahead of a preliminary design review in mid-2018. KAI also unveiled its latest T-50A advanced jet trainer, a candidate for the USAF’s T-X programme.
KAI showed a series of scale models of its Light Armed Helicopter (LAH) and Light Civil Helicopter (LCH), both based on the H155 and being developed under a $10 billion programme. A critical design review has been completed and a first prototype should roll out in the third quarter of 2018.
Representing the gradual expansion of its KUH-1 Surion helicopter range, KAI demonstrated a new Republic of Korea Marine Corps (ROKMC) version at Seoul ADEX 2017. Last year KAI was awarded a contract to build these. Production commenced earlier this year and the first will be handed over to the marines in December.
Hanwha Defense Systems displayed a range of armoured vehicles at Seoul ADEX 2017. These included the K21-105 medium tank, Hybrid Bi Ho self-propelled anti-aircraft weapon system, K105HT truck-based 105mm howitzer and Chunmoo multiple launch rocket system.
Hyundai Rotem is another giant South Korean defence company, and it showed off two versions of its 8×8 Wheeled Armoured Vehicle (WAV) family, a peacekeeping operations version and an ambulance.
Hyundai Rotem also displayed a scale model of its 55t Korean Combat Engineering Vehicle, which features a full-width mine plough from Pearson Engineering. The company also revealed that it is returning to Renk to supply transmissions for its second batch of K2 MBTs. Deliveries were suspended because of reliability troubles with the S&T Dynamics transmission.
Moving on to small arms, S&T Motiv displayed several new developmental weapons for the ROK Army.
South Korea continues to leverage unmanned technologies too. Hanwha Techwin exhibited its 6×6 Unmanned Ground Combat Vehicle, which is competing for an army development contract. LIG Nex1 also showed a scale model of its Sea Sword USV.
The Aerospace Division of Korean Air (KAL-ASD) showed a new KUS-HD hybrid UAS that uses a petrol engine to recharge its electrical batteries. Another KAL-ASD design on show was a prototype of the KUS-VT tiltrotor capable of VTOL flying. The strategic-level KUS-FS, a MALE aircraft destined for the ROKAF, first flew in 2012 and a series of flight tests was completed last year. Korean Air also showed a conceptual model of the next-generation KUS-FC, an armed aircraft with stealthy design and internal weapon bay.
KAL-ASD again showed its KUS-VH, with the company recording progress in its quest to create an unmanned MD 500 helicopter. It undertook its first flights last year with a pilot aboard.
There were digital advancements too, including fielding of the Tactical Information Communication Network (TICN) by the ROK Army, and LIG Nex1 showed a weapon locating radar and short-range AESA air defence radar.
And my personal highlight of Seoul ADEX 2017? Probably the level of security provided for President Moon Jae-in when he flew in for the show’s opening ceremony.
His motorcade of black SUVs with balaclava-clad close-protection personnel would have rivalled anything the US president could have dreamed of. | aerospace |
https://ptc-us.com/news/bird-strike-was-cause-fatal-lakenheath-hh-60g-crash | 2018-09-24T08:35:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160233.82/warc/CC-MAIN-20180924070508-20180924090908-00266.warc.gz | 0.957787 | 109 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__82749155 | en | By: Nic Dezinski
Published: Thursday, July 07, 2014
U.S. Air Force photo by Airman 1st Class Trevor T. McBride/Released
Final investigation results reveal multiple bird strikes were the cause of the fatal HH-60G crash on 7 Jaunuary 2014. The crew and the aircraft were assigned to the 56th Rescue Squadron, operating out of Royal Air Force Lakenheath, U.K. Follow the 'Read full article' link to ready more about the crash and investigation that followed. | aerospace |
http://lifeisreallybeautiful.com/meet-yves-rossy-aka-jetman-aka-rocket-man-aka-fusionman/ | 2018-01-19T21:09:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084888135.38/warc/CC-MAIN-20180119204427-20180119224427-00585.warc.gz | 0.96989 | 754 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__251835374 | en | Yves Rossy performed a death-defying formation flight above the Swiss Alps alongside two L-39C Albatross jet planes from the Breitling Jet Team, the world`s largest professional civilian aerobatics team performing on jets.
Rossy, 51, jumped off a helicopter with his custom-built jet suit with a wing span of 2 metres which is equipped with four jet engines that enable him to travel at speeds of up to 186mph. Once the flight was completed, the adventurer safely parachuted back down to the ground.
He is the first person in the history of aviation to achieve sustained human flight using a jet-powered fixed wing strapped to his back, a feat he first achieved in Bex in November 2006. This jet pack has led to his being nicknamed Jet Man, Rocket Man and Fusion Man.
Daredevil Rossy loves to fly, and he’s practiced aerobatics, hang gliding, paragliding and skydiving. His website lists him as a polysportsman, excelling in activities on land, water and in the air. He doesn’t just fly horizontally, though; simply by using his body he can also dive, perform figure-eights and execute 360-degree barrel rolls.
On May 15 2008, he made his first successful flight over the Swiss Alps for the first time and on 26 September 2008, he flew across the English Channel in 9 minutes 7 seconds, reaching a speed of 299 km/h (186 mph) during the crossing.
Born in Neuchâtel, Switzerland on August 27, 1959, Rossy was a professional military fighter pilot between the ages of 20 and 28 where he flew Hawker Hunter, Northrop F-5 Tiger IIs and Dassault Mirage III planes and logged more than 1,000 hours on a Mach 2 fighter jet. After his stint in the military he worked as a copilot on DC-9 and Boeing 747 planes for Swissair.
With his sponsors that include Swiss watch company Hublot and the German jet engine company Jet Cat, he spent more than $190,000 on developing his futuristic set of wings. The foldable wings are constructed from semi-rigid aeroplane-type carbon fiber, which make the material simultaneously light and strong, and are fitted with four Jet-Cat P200 jet engines modified from large-model, kerosene fueled, aircraft engines.
In November 2009, Rossy attempted to fly across the Straits of Gibraltar, hoping to be the first person to fly between two continents using a jetpack. He leapt from a small plane about 1,950 m (6,500 ft) above Tangier in Morocco in the direction of Atlanterra in Spain. The flight was expected to take about a quarter of an hour but, due to strong winds and banks of cloud, Rossy ditched into the sea, to be picked up ten minutes later by his support helicopter 3 miles from the Spanish coast. He was flown to a hospital in Jerez where he was later released. The Spanish Coast Guard later retrieved the jetpack (which had a parachute and a float).
On 5 November 2010, he flew a new version of his jet-powered flight system and successfully performed 2 aerial loops before landing via parachute. He launched from a hot air balloon piloted by Brian Jones at 2,400 meters (7,900 feet) and flew a total of 18 minutes before landing.
On 7 May 2011, Rossy flew across the Grand Canyon in Arizona, after the United States Federal Aviation Administration classified his flight system as an aircraft, waived the normal 25 to 40 hours of flight testing time, and granted him permission to perform the flight. | aerospace |
http://www.ong.ohio.gov/TAG_ATAG/atag-air.html | 2017-03-26T14:53:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189242.54/warc/CC-MAIN-20170322212949-00601-ip-10-233-31-227.ec2.internal.warc.gz | 0.943274 | 286 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__61029890 | en | Assistant Adjutant General
Brig. Gen. Gregory N. Schnulo
Official Biography (pdf)
Official Photo (5"x7" @ 300 dpi)
Brig. Gen. Gregory N. Schnulo is the Assistant Adjutant General for Air, Ohio. He is responsible to the Commander of the Ohio Air National Guard for directing Air National Guard operations and establishing policy to ensure mission readiness of more than 4,600 personnel in four flying wings and six support units that serve our communities, state, and Nation for both homeland defense and federal missions.
General Schnulo began his military career as an enlisted avionics technician in the 910th Airlift Group, U.S. Air Force Reserve, in 1981. In 1988, he earned his commission through the Air National Guard, Academy of Military Science as a navigator in the 160th Air Refueling Group.
General Schnulo has served in various operations and logistics positions and commanded the 121st Security Forces Squadron. He has served in three Ohio Air National Guard units and Joint Force Headquarters, Ohio as the Director of Staff. He served as Wing Commander of the 179th Airlift Wing, Mansfield, Ohio, and the 178th Wing, Springfield, Ohio. General Schnulo has deployed in support of Operations Desert Shield, Desert Storm, Deny Flight, Joint Endeavor, and Detainee Movement Operations. | aerospace |
http://www.orangecoastcollege.edu/academics/career-advantage/aviation-science/default.aspx | 2020-09-21T12:56:30 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400201699.38/warc/CC-MAIN-20200921112601-20200921142601-00606.warc.gz | 0.922679 | 522 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__171333715 | en | Are you ready to fly? Imagine yourself in the cockpit, heading for the clouds. Become a professional pilot, aircraft dispatcher or flight operations specialist through OCC Career Advantage. Our pilot training programs can meet the individual goals and needs of students from beginners without flying experience, to those with some training and experience. Learn to operate single and multi-engine aircraft through our certificate program, or earn an associate degree.
We also offer a number of certificates in specialized areas and prepare you to fly for charter and commercial airlines, corporations and government agencies. Or prepare to fly drones with FAA Part 107 training and learn programming and other drone essentials through our UAS/UAV Technology program. If you enjoy aviation but are looking for a less costly alternative to flight school, we offer an educational track that trains you for supporting careers in aviation, like aircraft dispatch. Commercial pilots in California earn a median income of $92,164. So start planning your take-off – read on to learn more about your options in aviation science at OCC.
A sampling of courses for these careers
Private Pilot Aviation Ground School
Basic Air Transportation
Introduction to Flight Operations
Advanced Aircraft & Engines
Did you know?
More than 12 million U.S. jobs are projected by 2018 in transportation, distribution and logistics, according to the Association for Career and Technical Education.
Complete one of our certificate programs, and you’ll be well-prepared to enter a career in aviation. Build upon your skills if you’re already employed in the field. Or earn an associate degree for even greater advancement opportunities.
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Complete a certificate of achievement or earn an associate degree to prepare for a career at sea.
Choose from two certificate programs to prepare for a career in air travel, including as a flight attendant
Choose from six certificate programs that prepare you for a career in aviation maintenance or build your skills
Did you know?
According to the Bureau of Labor Statistics, people who have a certificate as
their highest level of education earned, on average, 20 percent more than
those whose highest education level is a high school diploma.
Christina Anchondo, M.S.
CTE Outreach Specialist
Katie Ottoson, M.S.
Counselor, CTE and | aerospace |
https://www.foundationacademy.net/2019/03/21/6th-grade-visits-kennedy-space-center/ | 2019-07-18T08:47:19 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525587.2/warc/CC-MAIN-20190718083839-20190718105839-00345.warc.gz | 0.975989 | 271 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__1890296 | en | 6th Grade Visits the Kennedy Space Center
Monday, March 18, Foundation Academy 6th Grade visited the Kennedy Space Center! Our 6th graders have really enjoyed the focus on earth and space science this year, and were very excited to for this field trip. Mrs. Waters, one of our 6th grade instructors, commented “It was so inspiring watching them [at Kennedy Space Center] engage in the STEM challenge, connect with the Apollo missions, and internalize the work ethic and perseverance message from the astronaut.”
One of our parent chaperones also had this to say of the visit: “[The 6th grade] field trip to Kennedy space Center was very well organized, executed and FUN! I overheard the group of four girls that I walked with commenting about how much they learned, saw and experienced – how ideal for these students!
We have been on a school sponsored field trip to KSC before and this by far exceeded it! It was a great STEM experience and I as a parent am appreciative of the time and work that went into making it a reality, thank you to you and your teachers.”
Thank you to Kennedy Space Center for hosting our 6th graders for the day, and giving them an unforgettable experience! Check out the gallery below of images from the day! | aerospace |
https://www.flycamber.com/about/contact | 2024-02-23T07:30:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474361.75/warc/CC-MAIN-20240223053503-20240223083503-00530.warc.gz | 0.962772 | 148 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__36663854 | en | Looking to get a quote for private plane charter and private jet flights? Simply enter your itinerary and you'll see live availability and pricing.Get A Quote
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For Part 135 Operators, please reach out to us below:[email protected] | aerospace |
https://www.illdefined.space/examining-the-u-s-space-forces-missions/ | 2024-02-22T15:23:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473819.62/warc/CC-MAIN-20240222125841-20240222155841-00019.warc.gz | 0.943097 | 1,991 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__30480463 | en | Reading this post after writing it, I believe some people will be peeved. That’s not the intent. What this analysis does is point where the U.S. Space Force (SF) is TODAY regarding its resources and missions. The SF has inherited the parts of the Air Force that the USAF needed but didn’t really want (or understand). The SF’s future depends on how unwilling it is to rock a boat or two. Checklist discipline is fine for conducting day-to-day ops, but not for the nation’s future space capability.
In mid-April, there were several articles about General John Raymond’s released comments and concerns highlighting Russia’s unfriendly space activities. As commander of U.S. Space Command and the U.S. Space Force’s (SF) chief of operations, Raymond talked about Russia’s latest anti-satellite (ASAT) test (which occurred on the same day as Raymond’s comments) as well as that nation’s roaming satellites (which tend to get a little too close to satellites not owned by the Russian military).
And that was it.
There was no talk of how those Russian “inspector” satellites were evaded or deactivated by American technology. No highlighting of how U.S. satellites were ready to move out of the way, or of a system that was ready to defend those satellites. And it’s because, despite all the plans and talk about the SF, it isn’t ready to do so. To answer why the SF isn’t ready requires looking a little closer at the operations the SF runs (which were inherited from the USAF). It’s apparent the service is hobbled from the start because 1) how the USAF envisioned and implemented “space operations,” and 2) intelligence’s version of space operations.
Before continuing on, this is not an assessment of Raymond but an examination of what the SF brings to the table of space warfare currently. I hope the SF has the endurance to move beyond its history.
SF’s Inherited Missions and Systems
The SF’s place in the military mission segment contains subs-sectors that aren’t too different from commercial and civil segments. The SF activities encompass space systems that require satellite operations, launch operations, and space/ground infrastructure.
The space operations categories in the U.S. SF are, on the whole, basic. The communications sub-category reflects SF’s communications satellites and ground architectures. Navigation in the SF concerns pretty much the Global Positioning System (GPS). Transportation reflects the services’ launch and X-37B activities. Observation includes weather, missile warning/defense, technical intelligence, space domain awareness (SDA--basically space situational awareness), and other SF missions using overhead/ground sensors. For good measure, I’ve also added R&D as a sub-category.
Parsing the missions/constellations out below might reveal a surprising aspect of a military organization with the word “force” in its name.
Right off the bat, three of SF’s sub-categories are infrastructure-related. All communications--satellite and ground--fall into the infrastructure category. GPS is largely considered infrastructure. And transportation capabilities are infrastructure. Counting up all the unclassified spacecraft the SF operates in April 2020, I’ve come up with about 82. About 74% of those spacecraft are dedicated to infrastructure (31 for GPS, 28 for communications, and two for transportation (X-37b).
Nearly three-quarters of today’s Space Force assets/missions are dedicated to infrastructure activities (four of the six observation missions are accomplished with the SBIRS/DSP constellation). The high percentage of infrastructure activities implies that the majority of personnel in today’s Space Force are focused on making sure infrastructure is operational, that communications lines aren’t crossed, that launches will be monitored and that the ground system schedule has no overlaps or gaps. While these are important functions, they are not what an average person perhaps thinks of when the topic of Space Force comes up in conversation.
More aligned with that Space Force image, though, might be the X-37B missions, which, as near as I can tell, are just missions to deploy other spacecraft and perhaps bring them back. But no matter its “freight-hauler mission,” winged spacecraft tend to be associated with fictional space dramas. The X-37B looks like something out of Buck Rogers.
Noteworthy are the missions that aren’t infrastructure-related--21% of the SF’s spacecraft are used for missions that produce data instead. Satellites such as those hosting Space Based Infrared (SBIRS) payloads and Defense Support Program (DSP) are part of that small percentage of operations, but these missions might also be more in line with what a civilian expects to see from the SF.
The operators of these infrared satellites do more than ensure their satellites are functioning well--their mission encompasses missile warning (warning U.S. decision-makers about incoming missiles), missile defense (supplying information to missile defense types), technical intelligence (extracting information from whatever they are observing), and battlespace awareness (warning a battlefield commander about incoming missiles).
The space domain awareness missions use satellites in low and geosynchronous Earth orbit to monitor the space around the Earth for objects activities. This mission also uses sensors on the Earth’s surface aimed up to space to do the same. It might be another type of mission the average person might expect of the Space Force operator.
These SF assets are why Raymond can really only talk about Russian or Chinese ASAT testing--they don’t allow the SF to do more than watch an event, then pass that information on. It’s military service without force projection. It enhances the capabilities of other services, but on its own, it can’t even defend its space assets. It’s a service that serves other military services.
Adding Capabilities for the Future?
The lopsidedness of infrastructure-focused space missions might be why the SF is continuing attempts at the kingdom-enlarging activities the USAF started and occasionally re-engaged in: taking over space intelligence. Specifically, the National Reconnaissance Office (NRO) has been in the service’s targeting reticle for decades.
While people are debating over the merits/drawbacks of a military Space Force in charge of national intelligence acquisitions and operations, what does such a takeover do for the SF’s assets? This next part gets a little tricky because the NRO doesn’t really tell the public what it’s operating. Which entails a little sleuthing and guessing. Referencing the NRO’s history site helps with the guessing.
The mission comparison between the SF and the NRO might look something like this:
If the SF were to get control of the NRO’s assets, they would add more infrastructure missions. It also probably adds whatever observation capability the NRO has which means serving others by providing data.
Ultimately, the SF gaining NRO assets doesn’t change the “service as a service” equation for the Space Force. And it’s doubtful the NRO could influence SF’s inherited broken acquisitions corps, as the USAF has referenced and consulted with the NRO about best practices a few times during the past few decades. As noted in “Military Milestones, Costs, and Culture,” nothing took.
Maybe the Space Development Agency’s (SDA) plans can help? After all, it’s published grand plans for a constellation of hundreds of satellites. However, the SDA isn’t really focused on adding a force projection capability to the SF. Instead, it’s looking for ways for the different DoD and missile defense systems to work together. In some ways, the SDA’s mission is focused on developing a grandiose IT network for global system capability (infrastructure). If the SF allows the SDA to develop such a system, then the SF’s role leans more towards infrastructure maintenance and operations, rather than less.
The War of the Future, Yesterday
Based on the mission sub-sections, the space service appears to be training a majority of its force to be the modern version of telephone switchboard operators. Highly trained operators for important infrastructure helping with important missions. For the first batch of 86 Air Force Academy SF graduates and new SF hires (beginning May 1), this initial type of job billet will probably be underwhelming. Even folks who are more aware of space activity and the Space Force don't seem to quite understand the problem with the circular idea of protecting space assets with more space assets.
But is that really the vision, a future, for the Space Force?
More importantly, does anything from the SF and NRO counter existing threats to U.S. space assets? There might be other classified systems the NRO operates that may, but that’s conjecture about a very unlikely mission for the NRO to take on. That particular organization is focused on intelligence. The SDA almost seems to be bent on building a modern Maginot Line, which is only useful if the enemy does exactly what we expect.
The SF is supposed to be about the future, but all of its inherited missions indicate it may be operating and shoring up systems that help others in winning the last war. | aerospace |
https://www.gcaa.gov.ae/en/departments/as/pages/aep.aspx | 2018-06-19T03:05:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267861752.19/warc/CC-MAIN-20180619021643-20180619041643-00368.warc.gz | 0.903021 | 1,889 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__65811267 | en | The Convention and Aircraft Protocol on International Interests in Mobile Equipment on Matters Specific to Aircraft Equipment (“The Convention”) was concluded in and opened for signature at Cape Town on November 16, 2001.
The Government of United Arab Emirates ratified the accession to “the Convention” on April 13, 2008 and came into force on August 1, 2008.
In the ratification to the Convention, the government of the United Arab Emirates declared that the General Civil Aviation Authority (“GCAA”), acting through its Aircraft Registry (Dubai/Abu Dhabi) shall be the entry point(s) at which information required for registration in respect of airframes or helicopters to civil aircraft of the United Arab Emirates or aircraft to become a civil aircraft of the United Arab Emirates shall be transmitted, and in respect of aircraft engines may be transmitted, to the International Registry of Mobile Assets (“IR”).
On 17 October, 2011 the General Civil Aviation Authority (“GCAA”) has communicated to concerned Authorities that its Aircraft Registry, in accordance with Article XIX of the Protocol and Section 12.1 (a) of the Regulations and Procedures for the IR, will be the Authorizing Entry Point (“AEP”) in the U.A.E. which shall authorize the transmission of information required for registrations on the IR. Such publication became effective on 24 November 2011.
The Convention shall apply in relation to aircraft objects as provided by the terms of the Aircraft Protocol and provides for the constitution and effects of an international interest in certain categories of mobile equipment and associated rights; where, pursuant article 7 of the Convention, an interest is constituted as an international interest where the agreement creating or providing for the interest: (a) is in writing; (b) relates to an object of which the charger, conditional seller or lessor has power to dispose; (c) enables the object to be indentified in conformity with the Aircraft Protocol; and, (d) in the case of a security agreement, enables the secured obligations to be determined, but without the need to state a sum or maximum sum secured.
An aircraft object eligible for the IR recording must fit at least one of the following categories:
(a) Airframes (other than those used in military, customs and police services) that, when appropriate aircraft engines are installed thereon, are type accepted by the GCAA to transport: (i) at least eight (8) persons including crew; or, (ii) goods in excess of 2750 kilograms, together with all installed, incorporated or attached accessories, parts and equipment (other than aircraft engines), and all data, manuals and records relating thereto;
(b) Helicopters heavier-than-air machines (other than those used in military, customs or police services) supported in flight chiefly by the reactions of the air on one or more power-driven rotors on substantially vertical axes and which are type accepted by the GCAA to transport: (i) at least five (5) persons including crew; or, (ii) goods in excess of 450 kilograms, together with all installed, incorporated or attached accessories, parts and equipment (including rotors), and all data, manuals and records relating thereto;
NOTE: for new aircraft types that haven’t been yet type accepted by the GCAA, in respect of which there is a valid interest in prospective registration under A6 registration, the GCAA may accept Authorisation of such interests prior to the type certificate being accepted by the GCAA, provided that the state of design type certificate does not contravene the eligibility criteria stated in (a) and (b)
(c) Aircraft Engines (other than those used in military, customs or police service) powered by jet propulsion or turbine or piston technology and: (i) in the case of jet propulsion aircraft engines, have at least 1750 lb of thrust or its equivalent; and, (ii) in the case of turbine-powered or piston-powered aircraft engines, have at least 550 rated take-off shaft horsepower or its equivalent, together with all modules and other installed, incorporated or attached accessories, parts and equipment and all data, manuals and records relating thereto.
In accordance with Article 26 of the Convention, the IR has been established for registrations of the following interest:
(a) International interests, prospective interests and registrable non-consensual rights and interests
(b) Assignments and prospective assignments of international interests;
(c) Acquisitions of international interests by legal o contractual subrogations under the applicable law;
(d) Notices of national interests; and
(e) Subordinations of interests referred to in any of the preceding sub-paragraph.
To register an interest in eligible UAE civil aircraft and aircraft engines with the International Registry, the interested party must be registered on the GCAA’s website, complete the established Entry Point procedure and obtain an U.A.E. Authorisation Code.
After the GCAA Civil Aircraft Registry provides the interested party with the Authorisation Code, the interested party will be able, by entering the AEP Code, to register the aircraft interests and/or consent to registration of interests on the IR. Upon registration, the International Registry will automatically notify the relevant parties of the registration of interests.
If you are not registered and would like to apply for an UAE Authorisation Code, please, click here for registration
Requirements For Obtaining An UAE Authorisation Code:
The following are the requirements to be completed for obtaining an UAE Auhorisation Code;
Entities or persons (interested party) shall submit on-line application through the e- services available on this website. To this effect, the interested party shall first have to obtain its own e-services GCAA user account. Once the e-services user name and password are obtained, applicant will be able to submit the AEP on-line application for which following information shall be completed:
(a) Provide contact details of the GCAA website user: Complete name, address, electronic address, telephone number, name of the Interested party in whose name the applicant is acting on behalf of (if applicable) and name of the IR registry user entity;
(b) Provide name, address, electronic address and telephone number of the aircraft object’s interested parties and its title given by the contract agreement attached or related to the on-line application;
(c) Provide details of all affected parts of the aircraft object: aircraft model, the manufacturer name, aircraft serial number, the UAE aircraft identification marks (if available); and, engines’ details (name of manufacturer, model and serial numbers);
(d) Provide the desired type of interest to be registered with the IR (e.g. International Interest, Assignment, Contract of Sale, Notice of Prospective International Interest, Prospective assignment, Prospective sale, discharge or release, other (specify);
(e) For registering international interests: provide a pdf copy of the document that creates the relevant international interest duly signed by the concerned parties (e.g. contract of sale, lease agreement or any other title of aircraft object property and the International Registry (IR) identity ID number of the concerned parties that will consent to the interest registration on the International Registry);
(f) For discharging an interest: Provide details of the IR file number of the IR registration to be discharged and the IR identity ID number of the concerned parties that will consent to the interest registration on the IR; also, the reference number of the UAE AEP code used to register the interest intended to be discharged (if applicable);
(g) When applicable, the aircraft object to be registered on the IR must be UAE type accepted, except in cases of registration of prospective interests related to aircraft which type certificate is to be accepted by the GCAA;
(h) A non-refundable 4,000.00 AED plus 74.00 AED processing AEP code fees.
NOTE: An incomplete submission will prevent or delay issuance of Authorisation Code. Required documents shall be provided in pdf format.
1. If you are not GCAA website user, you must enroll the registration as a new user by clicking here
2. Submit the AEP application e-form along with required documents.
3. The GCAA will review the AEP application e-form and its attachments.
4. Once the application is acknowledged, you will be instructed for payment fees.
5. Upon payment, a 17 digits number Authorisation Code will be provided for use in entering the related interest(s) into the International Registry database through the International Registry web page.
NOTE: Acceptance of the AEP application e-form does not indicate agreement with or acceptance by the GCAA of any provided document or representations on the form.
Questions about the International Registry must be directed to: https://www.internationalregistry.aero
Questions pertaining to GCAA specific requirements may be directed to email@example.com
Information regarding the Convention and Aircraft Protocol on International Interests in Mobile Equipment on Matters Specific to Aircraft Equipment is available at http://www.unidroit.org | aerospace |
https://www.cleverkids.ie/index.php?route=product/category&path=6_609 | 2021-01-23T01:59:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703531702.36/warc/CC-MAIN-20210123001629-20210123031629-00143.warc.gz | 0.824454 | 105 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__37553669 | en | Your shopping cart is empty!
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https://www.times24h.com/china-completes-first-ever-lunar-orbit-docking/ | 2023-10-01T21:36:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510941.58/warc/CC-MAIN-20231001205332-20231001235332-00138.warc.gz | 0.923943 | 464 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__319345990 | en | China is marking a historical feat in its aerospace ambitions as Chang’e-5 probe successfully docked on lunar orbit on Sunday morning. The probe is carrying samples from the lunar surface.
China National Space Administration (CNSA) said Chang’e-5 is one of the most complicated, ambitious and challenging missions in Chinese aerospace history. It is the world’s first moon-sample mission in more than 40 years.
Chang’e takes its name after a mythical Chinese Moon goddess.
The probe, comprising an orbiter, a lander, an ascender and a returner, was launched on November 24. Its lander-ascender combination touched down on the ‘Ocean of Storms’ on the near side of the moon last December 1.
After collecting an sealing the samples, the ascender of Chang’e-5 took off from the lunar surface on December 3. It then docked with the orbiter on Sunday morning.
”The ascender of China’s Chang’e-5 probe successfully rendezvoused and docked with the orbit-returner combination in lunar orbit at 5:42 am (Beijing time),” said CNSA.
The orbit-returner is just now waiting for the right time to return to Earth.
China has always been vocal with its aerospace ambitions. The country is looking to catch up with the US and Russia’s achievements. The Chinese government has already poured billions into its military-run space program.
CNSA previously said that, “before liftoff, the Chinese flag was raised on the moon’s surface.”
Chang’e-5 probe is bringing about two kilograms of lunar samples.
Scientists hope that the samples from Chang’e-5 will help further determine the Moon’s origins and the volcanic activities on its surface.
China aims to lay a technological foundation for manned lunar missions, said Pei Zhaoyu, deputy director of the Lunar Exploration and Space Program Center of CNSA.
If the return journey is successful, China will become the third country to retrieve samples from the Moon. The US and the Soviet Union did so in 1960s and 1970s. | aerospace |
https://airborne.skydio.com/public/videos/skydio-3d-scan-the-launch | 2023-06-06T12:27:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652569.73/warc/CC-MAIN-20230606114156-20230606144156-00751.warc.gz | 0.87934 | 392 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__44165340 | en | Skydio 3D Scan™ is first-of-its-kind adaptive scanning software built on top of Skydio Autonomy, the autonomous flight engine behind every Skydio drone. 3D Scan builds a real-time model of the scene, allowing the drone to automate the data capture process needed to generate 3D models with comprehensive coverage and ultra-high resolution.
Read more here: https://www.skydio.com/blog/news-announcement-3d-scan-now-available/
Interested in purchasing Skydio 3D Scan for your drone program? Contact us here: https://pages.skydio.com/Contact.html
2:09 Skydio's Mission
2:40 Why We Need 3D Scan
4:42 How 3D Scan Solves The Problem
6:55 3D Scan Demo
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17:25 Customer Spotlight
Skydio is the leading U.S. drone manufacturer and world leader in autonomous flight technology. Skydio leverages breakthrough AI technology to create the world’s most intelligent flying machines for consumers, enterprises, defense and civilian agencies. Founded in 2014, Skydio built a world class R&D team with leading experts in AI, robotics, cameras, and electric vehicles from top companies, research labs, and universities. Headquartered in Redwood City, CA, Skydio designs, assembles, and supports its products in the U.S. to offer higher standards of supply chain and manufacturing security. Skydio is trusted by leading enterprises across a wide range of industry sectors and is backed by top investors and strategic partners including Andreessen Horowitz, IVP, Playground, Next47, Levitate Capital, NTT DOCOMO, NVIDIA. | aerospace |
https://institute.chandigarh.shiksha/aerofly | 2023-12-11T05:15:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103558.93/warc/CC-MAIN-20231211045204-20231211075204-00850.warc.gz | 0.888276 | 120 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__162137305 | en | SCO 68 sec 17 D
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http://spacetalknow.org/wordpress/?m=201101 | 2015-03-01T20:49:59 | s3://commoncrawl/crawl-data/CC-MAIN-2015-11/segments/1424936462555.21/warc/CC-MAIN-20150226074102-00261-ip-10-28-5-156.ec2.internal.warc.gz | 0.944182 | 2,470 | CC-MAIN-2015-11 | webtext-fineweb__CC-MAIN-2015-11__0__174013271 | en | Man’s greatest discoveries have most often led to great commercial gains – some more rapidly than others. Take, for example, the mere decade it took to go from Kitty Hawk and Orville Wright’s maiden twelve seconds in the air, during which time Wright traveled only 120 feet, to the first commercial air flight, piloted by Tony Jannus, which traveled from St. Petersburg to Tampa on January 1st, 1914. We all know how many industries have been developed since that time, that are either directly or indirectly related to air travel. If it were not for entrepreneurship and the private sector, flying might never have been developed to the extent it has for the general public.
Though flight was the foundation for space travel and lunar exploration, leaving Earth’s gravitational pull has been a very different business model. But all that is changing. Back when Neil Armstrong’s left boot hit lunar pay dirt on July 20th 1969, those of us fortunate enough to remember it probably did not know that the Apollo missions were costing the United States seven percent of its national budget. It has been almost forty years that Gene Cernan has held the title “The last man to step foot on the moon,” and that’s in no small part because of stricter government funding. The technology and manpower exist to return man to the moon, but until recently, national space programs were the only routes to get there. However, with the advent of business interests in space and lunar exploration, private funding is increasingly becoming available, which will allow man to truly understand the resources beyond Earth’s atmosphere, as well as to explore and expand possibilities of extended life support in space.
The private sector’s time has come. Lunar exploration has yielded interesting finds about resources for which mankind has a pressing need. With some of Earth’s resources rapidly depleting, both governments and businesses alike have been searching for more methods to recycle dwindling resources like water and petroleum, and to develop new ones such as bio fuels. But recent lunar exploration has proven what was earlier doubted, namely that the Moon has both large quantities of water, which may be made potable and a resource for hydrogen, as well as the Helium 3 ion, a crucial element of fusion power that is almost non-existent on Earth. Fusion power, unlike nuclear power, creates almost no waste, and could become mankind’s primary power source if harvested sufficiently. Still further, lunar platinum could bridge a large gap in the amount of the metal needed to convert all current internal combustion engines over to hydrogen power cell technology. As it stands, all the platinum on earth would not be enough to fill that gap, but the moon may have many times that here at home.
Obviously, with many national space programs lacking adequate funding, the private sector sees a great opportunity in lunar exploration. Lunar exploration can offer not only a significant harvesting ground for vital resources, but can also function as an outpost of the Earth for further space exploration. With only a single second time lag in communications, the Moon is close enough to our planet to allow man to control robots and other machines remotely, and can conveniently serve as a much-needed launching pad for any future private or national deep space telescope and research facilities. And along the way, a space-based infrastructure will be built to support these flights, reducing the cost of repeat flights and making the entire venture profitable and thus sustainable.
Filed under: Civil Space Flight, General Space Topic
I report on opportunities for the public to get involved with space exploration whenever I find them, and here’s the most recent.
If you’re a ham radio operator, you’ll be interested to know that NASA is asking for your help. This past November when the agency launched its Fast Affordable Scientific and Technology Satellite or FASTSAT, the NanoSail-D solar sail microsat stowed inside failed to deploy upon reaching orbit and was thought a loss until yesterday at 11:30 a.m. Eastern Standard Time when a “spontaneous” ejection was detected.
Unfortunately, no confirmation has yet been received that NanoSail-D is active, and this is where you come in. NASA reports that the beacon signal can be found at 437.270 MHz. They ask anyone detecting a signal at that frequency to report the findings to the NanoSail-D dashboard at http://nanosaild.engr.scu.edu/dashboard.htm.
From the Google Lunar X Prize site, comes this update from the Astrobotics team. And if you’re not familiar with this outfit, you’ll want to read the June 23, 2010 STN post titled The Undiscovered Country. Led by “Red” Whittaker of the Carnegie Mellon University Robotics Institute, they’ve got the best lunar exploration plan I’ve seen to date.
Our power systems team reached a major milestone by integrating a full complement of four solar panels into the rover’s avionics. These solar panels, which were fabricated in house, provide power to the rover’s electric motors and computers during field tests. A second iteration of the rover solar array is in development; this next iteration will incorporate space rated materials and be flight worthy.
December 8th 2010 marked an incredible accomplishment for SpaceX. As most of you know, we became the first commercial company to successfully recover a spacecraft from Earth orbit. This is a feat previously only accomplished by six other nations/government agencies, and was made possible only through our ongoing partnership with NASA.
While the flight was a significant technical achievement for SpaceX as a company, it was probably most significant for the American taxpayer. The United States has an urgent, critical need for commercial human spaceflight. After the Space Shuttle retires next year, NASA will be totally dependent on the Russian Soyuz to carry astronauts to and from the International Space Station for a price of over $50 million per seat.
The December 8 COTS Demo 1 flight demonstrated SpaceX is prepared to meet this need–and at less than half the cost.
We believe the now flight-proven Falcon 9 and Dragon architecture is the safest path to crew transportation capability. Both vehicles were designed from the beginning to transport astronauts. The cargo version of the Dragon spacecraft will be capable of carrying crew with only three key modifications: a launch abort system, environmental controls and seats.
In addition to last month’s successful demonstration, SpaceX recently took another critical next step towards the development of an American alternative to the Russian Soyuz. On December 13th, we submitted our proposal to NASA’s Commercial Crew Development Program (CCDev2) to begin work on preparing Dragon to carry astronauts. The primary focus of our CCDev2 proposal is the launch abort system. Using our experience with NASA’s COTS office as a guide, we have proposed implementing the crew-related elements of Dragon’s design with specific hardware milestones, which will provide NASA with regular, demonstrated progress including:
- initial design of abort engine and crew accommodations;
- static fire testing of the launch abort system engines; and
- prototype evaluations by NASA crew for seats, control panels and cabin
SpaceX has proposed an integrated launch abort system design, which has several advantages over the tractor tower approaches used by all prior vehicles:
- Provides escape capability all the way to orbit versus a tractor system , which is so heavy it must be dumped about four minutes after liftoff.
- Improves crew safety, as it does not require a separation event, whereas any non-integral system (tractor or pusher), must be dumped on every mission for the astronauts to survive.
- Reduces cost since the escape system returns with the spacecraft.
- Enables superior landing capabilities since the escape engines can potentially be used for a precise land landing of Dragon under rocket power. (An emergency chute will always be retained as a backup system for maximum safety.)
While the maximum reliability is designed into our vehicles, there is no substitute for recent, relevant flight experience when it comes to demonstrating flight safety. The Dragon spacecraft is scheduled to fly at least 11 more times and the Falcon 9 launch vehicle is scheduled to fly 17 times before the first Dragon crew flight. Given the extensive manifest of Falcon 9 and Dragon, the SpaceX system will mature before most other systems will be developed.
The inaugural flight of the Dragon spacecraft confirmed what we have always believed—the responsiveness and ingenuity of the private sector, combined with the guidance, support and insight of the US government, can deliver an American spaceflight program that is achievable, sustainable and affordable. The SpaceX team is excited about the new opportunities and challenges the New Year will bring. Thank you for your ongoing support and we look forward to helping build America’s future space program.
Space Adventures Concludes Agreement to Offer Commercial Spaceflight Opportunities to the International Space Station
Three seats available beginning in 2013
January 12 2011
Space Adventures, the only company that has provided human space mission opportunities to the world marketplace, announced today the conclusion of an agreement with the Federal Space Agency of the Russian Federation (FSA) and Rocket Space Corporation Energia (RSC Energia) to commercially offer three seats on the Soyuz spacecraft bound for the International Space Station (ISS), beginning in 2013.
These seats will be made available through the increase of Soyuz production, from four to five spacecraft per year. Each flight will be short duration, approximately 10 days, and will contribute to the increase of launch capacity to the ISS.
“We are extremely excited to announce this agreement and would like to thank our Russian partners in increasing Soyuz production and providing Space Adventures these well sought-after transportation services on the only commercially available manned spacecraft currently in operation,” said Eric Anderson, Chairman of Space Adventures. “Since Guy Laliberte’s mission, there has been an increase of interest by private individuals, organizations and commercial entities seeking ways to access the space station. We have been speaking with these parties about science, education and multi-media programs and hope to make some major announcements in the coming year.”
Space Adventures became world-renowned 10 years ago with the launch of Dennis Tito, the world’s first privately-funded space explorer. Since then, the company has arranged seven additional missions to the ISS. Cumulatively, our clients have spent almost three months in space, traveling over 36 million miles, and have been true ambassadors in sharing their experience and explaining to millions of people around the world why it’s important to explore space,” continued Mr. Anderson.
“We are very pleased to continue space tourism with Space Adventures. Also, the addition of a fifth Soyuz spacecraft to the current manifest will add flexibility and redundancy to our ISS transportation capabilities. We welcome the opportunity to increase our efforts to meet the public demand for access to space,” said Alexei Krasnov, Director of Human Spaceflight of FSA.
In support of the continued partnership between FSA, Energia and Space Adventures, Vitaly Lopota, President of RSC Energia, commented, “We were first in the space tourism marketplace and we are glad to expand our capabilities by adding a fifth Soyuz and to use these three additional opportunities for commercial flight participants, starting in 2013.”
Space Adventures, the company that organized the flights for the world’s first private space explorers, is headquartered in Vienna, Va. with an office in Moscow. It offers a variety of programs such as the availability today for spaceflight missions to the International Space Station and around the moon, Zero-Gravity flights, cosmonaut training, spaceflight qualification programs and reservations on future suborbital spacecraft. The company’s advisory board includes Apollo 11 moonwalker Buzz Aldrin, Shuttle astronauts Sam Durrance, Tom Jones, Byron Lichtenberg, Norm Thagard, Kathy Thornton, Pierre Thuot, Charles Walker, and Skylab/Shuttle astronaut Owen Garriott. | aerospace |
https://www.freightnews.co.za/article/major-airline-turns-passenger-aircraft-cargo-carrier | 2020-06-02T14:47:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347425148.64/warc/CC-MAIN-20200602130925-20200602160925-00299.warc.gz | 0.976259 | 152 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__160718590 | en | In the face of more and more passenger flight cancellations, Lufthansa has turned its passenger planes into cargo carriers.
Around 30 tons of freight carried in a Lufthansa passenger aircraft landed in Frankfurt earlier this week.
In addition to the cargo compartments of the Airbus A330, the cabin, including the stowage compartments above the seats, were also loaded.
The plane was carrying urgent goods, mainly from the medical sector, including masks and other protective equipment. The required permits for the flight were issued in cooperation with the foreign ministries and embassies of the People's Republic of China and the Federal Republic of Germany.
The airline is looking into the possibility of operating further flights exclusively for cargo transport on passenger aircraft. | aerospace |
https://www.webopedia.com/definitions/gps/ | 2024-04-16T01:07:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00151.warc.gz | 0.936455 | 321 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__144684962 | en | Short for Global Positioning System, a worldwide MEOsatellite navigational system formed by 24 satellites orbiting the earth and their corresponding receivers on the earth. The satellites orbit the earth at approximately 12,000 miles above the surface and make two complete orbits every 24 hours. The GPS satellites continuously transmit digital radio signals that contain data on the satellites location and the exact time to the earth-bound receivers. The satellites are equipped with atomic clocks that are precise to within a billionth of a second. Based on this information the receivers know how long it takes for the signal to reach the receiver on earth. As each signal travels at the speed of light, the longer it takes the receiver to get the signal, the farther away the satellite is. By knowing how far away a satellite is, the receiver knows that it is located somewhere on the surface of an imaginary sphere centered at the satellite. By using three satellites, GPS can calculate the longitude and latitude of the receiver based on where the three spheres intersect. By using four satellites, GPS can also determine altitude.
GPS was developed and is operated by the U.S. Department of Defense. It was originally called NAVSTAR (Navigation System with Timing and Ranging). Before its civilian applications, GPS was used to provide all-weather round-the-clock navigation capabilities for military ground, sea, and air forces.
GPS has applications beyond navigation and location determination. GPS can be used for cartography, forestry, mineral exploration, wildlife habitation management, monitoring the movement of people and things and bringing precise timing to the world. | aerospace |
https://sputnik.datagroup.ua/en/novyny/datagrup-na-vistavci-zbroya-ta-bezpeka-2019-206 | 2019-12-07T14:46:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540499439.6/warc/CC-MAIN-20191207132817-20191207160817-00467.warc.gz | 0.911006 | 224 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__147289186 | en | 8 October launched the most significant event for the domestic defense industry – XVI international specialized exhibition «Arms and security – 2019”.
during the four days event about'novatime representatives of leading Ukrainian and international defense companies, as well as military and law enforcement state bodies.
the Exhibition is not only a huge practical and public value. Because it is a unique instrument of cooperation with foreign partners, strengthening of economic potential and about'unity of all citizens of Ukraine around the idea of building a new, strong and prosperous Ukraine.
Our colleagues from the Department of management integrators projects presented its own military technological developments “Datagroup” on the basis of satellite SV''yazku, in particular: a mobile set of satellite SV'connection, field phones, integrated communication''yazku and many other innovative products.
Engineers ‘Datagroup” in 2014, develop and improve innovative technical solutions for emergency departments, national guard, defense Ministry, State border service. Also “Datagroup” is a leader in the development and implementation of satellite decisions in Ukraine. | aerospace |
https://steadusers.org/aviation-news/mar-apr-2020-issue-of-faa-safety-briefing-magazine-is-available/ | 2024-03-04T21:19:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476532.70/warc/CC-MAIN-20240304200958-20240304230958-00567.warc.gz | 0.806815 | 369 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__61114773 | en | Tools and Technologies to Avoid “UMC”
There are a variety of tools and technologies aviators can use to avoid and/or safely mitigate what we’ve dubbed as UMC, or Unfriendly Meteorological Conditions. Learn more inside our new issue of FAA Safety Briefing magazine.
Feature articles cover some of the FAA’s weather research work and programs, including more effective ways to convey cockpit weather imagery, icing avoidance, and the use of weather cameras.
We also sit down with the new FAA Administrator, Steve Dickson, to discuss his take on general aviation safety.
Feature Stories include:
What is WTIC? Making Weather Technology and Information in the Cockpit Work for You: https://adobe.ly/2TvWfnV
Will You Make Good Decisions About Bad Weather? The FAA’s Weather Research Program Has Answers: https://adobe.ly/3aephiy
Mind The Gap: Understanding Latency Issues With In-Cockpit Weather Imagery: https://adobe.ly/38gjjMA
Operation ICICLE: New FAA Program Tackles Aircraft Icing: https://adobe.ly/2PG4H2u
Omnipresence: The Gift of Being and “Seeing” Elsewhere: https://adobe.ly/2vz5NX1
Straight From Steve: Meet FAA Administrator Steve Dickson: https://adobe.ly/2VEsrIr
ADAPTing to ADS-B: How Non-Equipped Operators Can Request Access to ADS-B Rule Airspace: https://adobe.ly/2IaNsCs
You can download the complete issue at: https://www.faa.gov/news/safety_briefing/ | aerospace |
https://monarchairgroup.com/bombardier-challenger-600-jet/ | 2023-04-01T13:48:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950030.57/warc/CC-MAIN-20230401125552-20230401155552-00120.warc.gz | 0.909051 | 277 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__165508648 | en | The Bombardier Challenger 600 is a modern, narrow-body, business-class passenger aircraft. It is also a twin-engine jet from the renowned Canadian manufacturer Bombardier. The first flight was made in 1978, and today more than 800 aircraft of the Challenger 600 family have been produced. Due to its good technical characteristics, the model is quite popular in the business aviation segment.
Charter a Challenger 600 private jet
The Bombardier Challenger 600 enables passengers to conduct active business activities during travel and even for intercontinental flights. It is equipped with two General Electric CF34-3A twin-turbojet engines.
The passenger cabin of the Bombardier Challenger 600 is spacious enough with enough height to move inside at full size. The model is visually distinguished from other models by the flaps when the fairings are lowered below the wing.
Challenger 600 General Characteristics
- Seating: 10-17 passengers
- Max Range: 2,909 nm
- Cruise Speed: 527 mph
- Cabin Height: 6 ft 1 in
- Cabin Length: 28 ft 3 in
- Cabin Width: 8 ft 2 in
- Baggage Capacity: 115 cu ft
To hire Challenger 600 for private flights, please submit the flight request form or call our agents at 1-877-281-3051 for 24/7 support. | aerospace |
https://www.charter.space/contact-us | 2022-12-06T13:54:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711108.34/warc/CC-MAIN-20221206124909-20221206154909-00350.warc.gz | 0.897534 | 486 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__59071258 | en | Try it now
Contact our team
Tells us how we can help and we'll get in touch shortly
Join our revolutionary waitlist.
Join our waitlist
We’re now accepting applications for our closed Alpha build.
We can’t make space more accessible without your help. We’re looking for operators at all stages and from all backgrounds to join our closed pilot. The next phase of the pilot commences Q4 2022.
In return, you’ll get first access to our platform and we will work closely with you to bring your mission to reality with the new industrial standard for satellite logistics.
In your application, be sure to tell us:
1. The nature of your business;
2. What problems you have encountered so far (if any); and
3. What you would like to achieve.
If your application is successful, we’ll reach out within 72 hours to let you know more details.
Organisation name *
What does your organisation do? *
Commercial satellite operator
Government satellite operator
Reseach institute / University
Spacecraft platform / component manufacturer
Ground station services
Logistics and supply-chain
Government agency / regulator
End user of satellite data
What stage are you at? *
Tell us where you are in your journey.
Ongoing / completed R&D
Artefact verification / flight validation
Planning a first mission
First mission ongoing
Assets currently in orbit
Planning a second / subsequent mission
In the process of commercialising
Actively offering commercial services
Tell us more *
If you have an executive summary, this is a good place to put it. (If you want swag, drop us an address and we'll send some cool things over! ;))
Do you have a calendly link?
If you add a calendly link and you haven't already spoken to one of our team members, we will set up a meeting with you to discuss how we can help you!
Thank you! Your submission has been received!
Oops! Something went wrong while submitting the form. | aerospace |
https://dspace.lib.cranfield.ac.uk/handle/1826/7613 | 2017-07-21T14:55:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549423785.29/warc/CC-MAIN-20170721142410-20170721162410-00320.warc.gz | 0.839876 | 296 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__36189753 | en | Please use this identifier to cite or link to this item:
|Document Type: ||Article|
|Title: ||Simulation of wake vortex effects for UAVs in close formation flight|
|Authors: ||Saban, Deborah|
Whidborne, James F.
Cooke, A. K.
|Issue Date: ||2009|
|Citation: ||D. Saban, J.F. Whidborne. Simulation of wake vortex effects for UAVs in close formation flight. Aeronautical Journal, 2009, Volume 113, Issue 1149, pp727-738|
|Abstract: ||This paper addresses the development of multiple UAV deployment simulation
models that include representative aerodynamic cross-coupling effects.
Applications may include simulations of autonomous aerial refuelling and
formation flying scenarios. A novel wake vortex model was developed and
successfully integrated within a Matlab/Simulink simulation environment. The
wake vortex model is both sufficiently representative to support studies of
aerodynamic interaction between multiple air vehicles, and straightforward
enough to be used within real time or near real time air-to-air simulations. The
integration process is described, and simulation results of a two vehicles
formation flight are presented.|
|Appears in Collections:||Staff publications - School of Engineering|
Items in CERES are protected by copyright, with all rights reserved, unless otherwise indicated. | aerospace |
https://forum.truckersmp.com/index.php?/profile/27832-noxii/&status=58377&type=status | 2020-07-06T23:43:52 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655890566.2/warc/CC-MAIN-20200706222442-20200707012442-00370.warc.gz | 0.967453 | 130 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__158973218 | en | Noxii last won the day on January 22
Noxii had the most liked content!
See all followers
4 hours ago
Friday at 12:59 PM
Wednesday at 04:28 PM
See all updates by Noxii
Ready to do as @Rekoil_ did and head off towards Ibiza.
I use X-Plane tho
And don't know but I've never been a fan of Boeing, I like my Airbus aircrafts. I got the A320 and A350 for X-Plane actually and both are amazing to fly and the A350 is so easy to fly and beautiful. | aerospace |
http://042report.com/gov-ugwuanyi-presents-licenses-and-logbooks-to-5-enugu-indigenes-trained-as-helicopter-pilots/ | 2018-10-17T20:10:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511216.45/warc/CC-MAIN-20181017195553-20181017221053-00274.warc.gz | 0.941922 | 464 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__149655259 | en | Gov. Ugwuanyi’s Youth Empowerment and Capacity Building Initiatives!
Gov. Ugwuanyi presents Licenses and Logbooks to Five Enugu Indigenes trained as Helicopter Pilots and sponsored by Enugu State Government.
Governor Ifeanyi Ugwuanyi of Enugu State today at the hallowed Chambers of the State Executive Council (EXCO) formally presented licenses processed and approved by the Nigerian Civil Aviation Authority (NCAA) to four indigenes of the state who have successfully undergone training as helicopter pilots at the International Helicopter Flying School, Nigerian Air Force Base, Enugu, through the sponsorship of the state government.
The graduate pilots are:
Captain Osita Ohagwasi
Captain Kenechukwu Eze
Captain Emmanuel Chime
Captain Onyekachi Owo-onu
Captain Henry Ezengene
Presenting the licenses, Gov. Ugwuanyi noted that the successful trainees have been found worthy in character and learning to be issued with the Commercial Pilot Licenses (CPL) of different ratings, along with the pilot logbooks.
The governor congratulated them for passing out meritoriously from the rigorous training and urged them to see the opportunity as a rare one which they are expected to reciprocate by making Enugu State proud “as you practise this profession with great dexterity”.
The governor also expressed the appreciation of the state government to the management and staff of International Helicopter Flying School, Nigerian Air Force Base, Enugu, for painstakingly drilling the new pilots through the rudiments of flying helicopters, saying that they are not only professional pilots but commercial pilots.
“We shall continue to partner with the International Helicopter Flying School, Nigerian Air Force Base, Enugu to empower and develop more of our youths as long as Enugu State remains in the hands of God”, Gov. Ugwuanyi said.
Responding, Captain Ohagwasi, on behalf of other pilots applauded Gov. Ugwuanyi for the sponsorship and helping them actualize their dream, and promised to be dedicated in their duties to do the state and the country proud.
One of the pilots, Captain Henry Ezengene was absent at the ceremony. | aerospace |
http://www.manufacturingdigital.com/innovators/skylon-spaceplane-gets-esa-go-ahead | 2013-12-13T10:45:57 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164929439/warc/CC-MAIN-20131204134849-00022-ip-10-33-133-15.ec2.internal.warc.gz | 0.946132 | 342 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__33925960 | en | An assessment report by the European Space Agency (ESA) has found that there are 'no impediments or critical items have been identified' which could impede the development of the revolutionary Skylon concept orbital spaceplane. The ESA report, commissioned by the UK Space Agency, also agreed with the objectives of the proposed next stage of the development programme.
The Skylon concept, designed by British company Reaction Engines Limited (REL), is an unpiloted reusable single-stage-to-orbit spaceplane which can take off from a conventional runway. The Skylon uses two air breathing engines which employ liquid hydrogen with atmospheric air up to Mach 5.5 and on-board liquid oxygen beyond that to orbital velocities.
The next stage in development is for Reaction Engines to conduct a demonstration of the engine's pre-cooler technology later this summer.
The ESA report said: "In summary, the ESA evaluation of the SABRE engine design has not identified any critical items that are a block to future developments. Both the SABRE cycle and the engine components have been assessed as well as the frost control mechanism." Commenting on the next stages of development, the report added: "In the course of the assessment activities ESA has not identified any critical topics that would prevent a successful development of the engine."
Dr David Parker, Director of Technology, Science and Exploration at the UK Space Agency, said: “Both Sabre and Skylon are exciting new technologies that could transform access to space.
“ESA’s positive assessment should give everyone increased confidence that Reaction Engines is on the right track. We are looking forward to the upcoming technology tests with interest.” | aerospace |
https://www.latestcanada.com/1669951809/us-japan-warplanes-missing | 2019-05-19T21:02:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255165.2/warc/CC-MAIN-20190519201521-20190519223521-00013.warc.gz | 0.908036 | 129 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__831066 | en | 2 US warplanes crash off Japan; 1 crew dead, 5 missing
Image source : nationalpost.com
TOKYO — One of two crew members recovered after two U.S. warplanes collided and crashed off Japan’s coast early Thursday is dead and five others remain missing, the U.S. military said. The Marine Corps said the other recovered crew member was in fair condition. Both were in an F/A-18 Hornet fighter jet that collided with […]▶ Full story on nationalpost.com
, to see twitter trends now for your choice, visit the new URL below :
Thank you . | aerospace |
http://spacenab.com/dissid/10333/Deflating-the-false-theories-about-the-Private-Jet.html | 2017-05-25T10:31:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463608058.57/warc/CC-MAIN-20170525102240-20170525122240-00438.warc.gz | 0.957718 | 549 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__238812530 | en | A private jet is a symbol of luxury, style and glamour. Multiple rumors and misconceptions revolve around the concept of private aviation therefore pushing people to believe that they are unsuitable to hire one of the best private jet charter services in New Jersey. However, most of the theories about flying a private jet are not true. Read on to find out more about some of the common private jet charter myths.
Business executives hire a private jet only for the ostentatious display of their wealth
Luxury seekers and business people are the most common types of people who hire an air charter service TEB. Business executives and professionals hire a jet charter service to save time primarily. The private service offers access to smaller airports that cannot be reached through regular commercial flight services. Thus private charter flights can take passengers closer to their destination and within a shorter time span. Apart from this, business people prefer private aviation for its flexibility, timeliness and reliability.
Private jet charter flights are not as safe as the commercial flights
The Federal Aviation Administration (FAA) is responsible for the implementation and regulation of safety process and other procedures in the commercial as well as private aviation sector. FAA ensures safe private flying through regular inspections as well as surprise quality tests. All private jet charters are monitored and safety scores are given. In addition to this, other third party agencies are also held accountable for various safety standards like pilot training, vehicle maintenance and so on.
Private charter jet services are outrageously expensive
Private charter jet services are not cheap but certainly worth every penny we pay. For instance, when you choose to hire one of the New Jersey private jet services, you save substantial time, bypass other expenses like taxis, additional luggage costs and so on. Meetings can be held on the go and the team can continue to work together in their private jet thus showcasing increased productivity. In fact, the per-person cost while using a private jet is almost equivalent to a first class ticket and the former gives many more advantages on the traveler too.
Private jet charter flight also imposes security checks and delays on the patient
With private jet charter services in New Jersey, there is no more fear about the long queues and tiring checks in the airport. Most airports have a separate counter for passengers who are flying out on their own and this makes it very easy and less time consuming for them. The process is quick and hassle-free and saves a lot of time for anyone.
The author is a marketing executive in a private jet charter service in New Jersey. He loves writing informative blogs during his leisure time to educate the people regarding the private jet charter services. Read here to know more https://www.airchartersjets.com | aerospace |
http://www.thebaphomettes.com/british-airline-historical-past.html | 2020-02-21T16:14:31 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145533.1/warc/CC-MAIN-20200221142006-20200221172006-00532.warc.gz | 0.956954 | 405 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__192935529 | en | The FAA permits fliers to carry any of eleven different POCs aboard plane and use them, with the approval of the aircraft operator and airline. Discovering most comfort and one of the best value in your greenback when trying to find low cost flights allows you to spend extra on that vacation or weekend getaway than on getting from level “A” to level “B”, which is exactly our aim. One-means flights to and from major cities in the West Coast start at $39, and you can fly to the East Coast for as little as $99.
You can usually spot a A380 by the accompanying gaggle of airplane nerds taking pictures of it. When looking for low cost flights, be aware of what you might be actually evaluating. Pets are normally taken on a first come, first served basis, so if too many canines are going to be touring in the cabin, you could not be capable of take yours within the cabin with you and they could need to checked and travel as baggage.
This design facilitated the 727’s ability to get in and out of shorter airfields than conventional jet aircraft of the day such because the Boeing 707 and the McDonnell Douglas DC-eight. Subscribe to our publication to get the most effective deals and gives for the most cost effective flights.
Hello Iva, yes Saudi Airways has female employees on the planes, however I have only seen non-Saudi ladies. Observe: Photograph above is of Southwest Airways aircraft. Fast rewards are based mostly on the number of occasions you fly Southwest as a substitute of number of miles you’ve gotten traveled up to now with Southwest.
Over 1 billion passengers are served by airline catering corporations every year. Out of courtesy most individuals would board the airplane and sit up front and gradually fill the airplane entrance to back. In addition, Southwest introduced innovated measures to limit overhead prices by introducing ticket-less journey, and this technique save them greater than 20 billion. | aerospace |
http://epss.ucla.edu/seminars/fall-2011/295a-ess-colloquium-1/astrobiology-lakes,66/ | 2018-02-22T09:08:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814079.59/warc/CC-MAIN-20180222081525-20180222101525-00257.warc.gz | 0.920054 | 269 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__203855497 | en | 4:00 PM - 5:00 PM
Analog field science and exploration research can approximate the Earth's past as well as humanity's future in space. Such is the case with the research of the Pavilion Lake Research Project (PLRP). The PLRP, a multi-disciplinary, science and exploration endeavor, focuses on understanding the morphogenesis of modern microbialites in Pavilion Lake, British Columbia, Canada. Over the years, the PLRP has employed a suite of lab and field based methods to accomplish its scientific and exploration goals. The field research demands the seamless integration of science and exploration field activities in an underwater environment inherently hostile to humans. The physical, mental and operational rigors associated with PLRP field science and exploration activities are comparable to extra-vehicular activities (EVA) where scientific exploration is a key driver. These working constraints are not simulated, but real and inextricable from the PLRP's activities. The PLRPs analog science activities provide a real science setting in which to inform the development of scientific and mission operation architectures, train astronauts as field scientists, test technology, evaluate technical requirements to meet scientific needs, and design science backroom team protocols. Darlene will present a synopsis of the PLRP science and exploration activities with a focus on this past year's field season at Kelly Lake, BC, Canada. | aerospace |
https://felixcrux.com/blog/orphans-apollo | 2023-12-08T04:59:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100724.48/warc/CC-MAIN-20231208045320-20231208075320-00452.warc.gz | 0.951814 | 265 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__313908865 | en | Although it's rather short notice, anyone in the Toronto area should consider going to the University of Toronto Earth Sciences Auditorium tomorrow, Friday, February 20th, for a 7:30 PM (doors open at 7:00 PM) screening of the award-winning documentary Orphans of Apollo. This Canadian première event will feature a talk by the producer, and will be followed by a reception. Admission is $10 for students and seniors, and $15 for the general public.
Despite the rather unfortunate choice of logotype, Orphans of Apollo sounds like a fascinating documentary:
Orphans of Apollo is the extraordinary true story of MirCorp, a rebel group of entrepreneurs who commandeered the Russian Mir space station-by leasing it from the Russian government. The film documents the pioneering efforts of bold men who fought to open space for all humanity and launched the New Space Revolution.
Now, I have not seen it myself, and given that Seattle is not in the neighbourhood, I will not be seeing it any time soon, but the MirCorp story is an extremely interesting one; they were well ahead of their time with their vision for commercial space exploration.
If you are interested in events like these, consider joining the mailing list of the Waterloo Space Society, from which I received notice of this screening. | aerospace |
http://technology.gather.com/viewArticle.action?articleId=281474978635948 | 2013-05-23T20:15:03 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703748374/warc/CC-MAIN-20130516112908-00077-ip-10-60-113-184.ec2.internal.warc.gz | 0.959137 | 265 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__48193932 | en | Space Shuttle Discovery has been cleared for launch and will embark on its final mission next Monday. Joining the six seasoned astronauts onboard will be Robonaut 2, the humanoid robot that was developed by NASA and General Motors.
Robonaut 2, known as R2 to his friends, is expected to assist his fellow space travelers in the Internatiional Space Station's Density Lab. R2's hand and finger dexterity will allow him to relieve crew members of repetitive tasks. At present, R2 is just a torso with a head, arms and hands, but NASA says he might be joined later with another robotic project called Centaur 2 which is all-terrain vehicle. A part humanoid, part land rover would certainly make for an interesting sight.
Are you wondering why General Motors has gotten into the robot building business? Alan Taub, GM's global R&D VP says, "We envision the R2 technology transfer will enable GM to build better, safer, higher quality vehicles in a more flexible, more competitive and safer manufacturing environment." As you watch Robonaut 2 function in the video below, are you envisioning safer cars? Or are you envisioning a multitude of humanoid torsos working on assembly lines in GM plants? Picture R2 wearing a work shirt and carrying a lunch bucket. | aerospace |
https://kosmonauta.net/category/en-poland/page/5/ | 2020-07-09T11:41:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655899931.31/warc/CC-MAIN-20200709100539-20200709130539-00114.warc.gz | 0.963309 | 291 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__224851320 | en | Events and news from Poland.
The last year featured many important developments for the Polish space sector. Although for a long time the space related activities of Poland remained marginal,the last several years showed significant progress. 2014 was another very active year in space for Poland.
Professor Marek Banaszkiewicz has been selected to lead the Polish Space Agency.
On the 19th of November two years have passed since Poland joined the European Space Agency
On the 28th of October 2014 Poland signed the accession act to the European Southern Observatory.
Polish president Bronisław Komorowski signed a law establishing the Polish Space Agency on October 20th.
The Polish Ministry of Economy has announced the list of positively evaluated projects by the ESA Technical Evaluation Board within the 2nd Polish Industry Incentive Scheme. 29 projects were selected.
Welcome to the live event of BRITE-PL 2 “Heweliusz” satellite launch into orbit. This satellite is scheduled to be launched on 19th of August at 03:15 UTC, which is 05:15 CEST (Central European Summer Time).
On the 7th of July the phase of proposal submission in the Galileo Masters competition has ended. The Polish edition of this contest has achieved very good results, scoring the 4th place in the general classification of all regions!
Between April and August the Polish Parliament has worked on the act establishing the Polish Space Agency. | aerospace |
http://space1usa.blogspot.com/2017/05/space1-rocket-body.html | 2018-07-16T12:05:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589270.3/warc/CC-MAIN-20180716115452-20180716135452-00560.warc.gz | 0.750042 | 273 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__9395695 | en | |Ten raw rocket bodies are inventoried and being prepared for Space1 rockets and tests in 2017|
Ten bodies; eight massive long barrel structures and two sleek air penetrating rocket bodies, are now completed in rolling their raw form, and now available for rocket construction throughout 2017. Ten units would appear to make ten rockets but this is not always the case. Space1 rockets have continued to become larger in diameter and longer in length. So it will be likely that rocket bodies will be welded together to achieve greater lengths.
A longer rocket can support more activities, including the Delta Wing Flyers, internalized Space Station, Astronauts, supplies, and payload like the Space Telescope, satellite, or other science experiments, tests, and machines. Much of this space inside current rockets is slated for Astronauts, telemetry, electronics, optics, cameras and imaging machines, instruments, control panels, and recovery equipment.
Rocket bodies must be light weight with strong welded seams. Rocket designs often include internal reinforcement and floors to minimize flexing. Divisions are included at key areas, such as the astronaut capsule, engine, ejection stage, and stations.
Space1 Index Big Brain Site Prior to 2014
Humanoid Robots Home
Humanoid Robots Index
Big Brain Home
Big Brain Index 1
Big Brain Index 2
Big Brain Timeline
Big Brain Contributions | aerospace |
http://www.queensledger.com/pages/news_sports/push?class=&x_page=10&rel=prev&per_page=15&instance=lead_story_left_column | 2015-01-28T16:41:39 | s3://commoncrawl/crawl-data/CC-MAIN-2015-06/segments/1422121983086.76/warc/CC-MAIN-20150124175303-00008-ip-10-180-212-252.ec2.internal.warc.gz | 0.94726 | 185 | CC-MAIN-2015-06 | webtext-fineweb__CC-MAIN-2015-06__0__40173283 | en | Receive Breaking News updates as they occur
WASHINGTON (AP) — The Drug Enforcement Administration abandoned an internal proposal to use surveillance cameras for photographing vehicle license plates near gun shows in the United States to investigate gun-trafficking, the agency's chief said Wednesday.
US aerospace giant Boeing Wednesday reported higher quarterly profits, capping a record year of commercial aircraft orders and deliveries. The strong earnings came on the heels of a Boeing announcement in December that it delivered a record 723 jets, surpassing a previous record of 648, on rising demand from newer airlines in emerging markets and more seasoned companies replacing their fleets. In December, Boeing raised its dividend and announced a new $12 billion share repurchase program. "Strong operating performance in the final quarter of 2014 propelled us to some of our best-ever results and sealed a fifth consecutive year of core operating earnings growth," said Boeing chief executive Jim McNerney. | aerospace |
http://npcourseworktvwg.rossienginesusa.us/computational-fluid-dynamic-analysis-of-race-car-wings-engineering-essay.html | 2018-08-20T03:04:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221215523.56/warc/CC-MAIN-20180820023141-20180820043141-00443.warc.gz | 0.888033 | 890 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__33914172 | en | Application of smart flap for race car wings in 1993 and his phd in computational fluid dynamics and his has published more than 80 papers in. Recent advances in computational science and engineering recent advances in computational science and contributed papers – computational fluid dynamics. Journal of fluids engineering research papers: available experimental data have been used as reference data for the computational fluid dynamics (cfd) analysis. Downforce over the years are inverted wings and in the race car industry to specification car with computational fluid dynamics(cfd) analysis.
Cfd study of section characteristics of formula mazda race car wings the numerical model was set up and run using the star-cd computational fluid dynamics. High pressure ratio turbo-expanders often put a strain on computational fluid dynamics of a time-accurate analysis can be for airfoils and wings. Report conveying the result of the computational analysis racing car exhaust, wind study 1 jy tu, gh yeoh, and c liu, computational fluid dynamics: a. Simulation gives unmanned aerial systems development its wings ralph sprang and perform computational fluid dynamics finite element analysis (fea) engineering. Computational fluid dynamics (cfd) red bull racing 2011 flexible front wings f cfd analysis leads to shorter design cycles and teams can get their car to. Numerical simulation of steady flow through engine port system using computational fluid dynamics of steady flow through engine intake system using cfd.
Computational fluid dynamics aerodynamics of race cars the third major difference between aircraft and race car wings is the strong interaction between. Although always important in race car design, aerodynamics became a truly serious race car wings - or aerofoils as tunnel programmes and computational fluid. The state of reduced order modeling of unsteady aerodynamic flows for the wings, and turbomachinery domain computational fluid dynamics (cfd) analysis of. Stuart rogers is an aerospace engineer who applications of computational fluid dynamics to biofluid analysis computational fluid dynamics.
Ansys cfd computational fluid dynamics polyhedral mesh of a race car as used with more reliably because fluid dynamics analysis highlights the root. Computational fluid dynamics/computational structural dynamics interaction methodology for aircraft wings computational structural dynamics(csd)analysis tools.
Computational fluid dynamics began as an effort to solve for flow properties around aerodynamics and race car tuning aerodynamics and dragonfly wings. Computational fluid dynamics has also been used for modeling such things as high speed trains and racing journal of engineering and.
Peer-reviewed conference papers as revealed by computational fluid dynamics fluid dynamic analysis of the impact of obtuse leaflet. Informative and educational webinars, tutorials, technical papers and university race car building team formula electric belgium about engineering. Cfd study on aerodynamic effects of a rear wing/spoiler on (computational fluid dynamics) engineering (fluid.
Sample aeronautical engineering the speed and direction of the folding wings computational fluid dynamic (cfd) analysis was performed to help. Journal publications (published and accepted) [j3 journal for numerical methods in engineering aiaa computational fluid dynamics. Optimization methods in computational fluid dynamics for minimum drag of thin wings due to thickness and optimization methods in computational fluid dynamics 3. Computational fluid dynamics journal 13(3) papers have been devoted to winglet design analysis and design of wings and wing/winglet combinations at low speeds 3. Computational fluid dynamics laboratory at oklahoma state university fundamentals of engineering numerical analysis mathematics gives you wings. Aerodynamic design & analysis any flight vehicles using our experience and several computational fluid dynamics aircraft lifting surfaces such as wings.
Directions in computational fluid dynamics with 50-meter-long fuselage and wings with a chord content far beyond what is needed for engineering analysis and. Blog post describing a new laminar turbulent transition model for use in computational fluid dynamic cfd simulation free whitepaper download inside - exp 10/15. A following car influences cyclist drag: cfd simulations simulations and wind tunnel measurements to computational fluid dynamics analysis of. Engineering department airplane wings and hydraulic turbines to flow in blood vessels and other conducting fluid analysis computational fluid dynamics. Department of mechanical engineering & mechanics college of engineering engineering & technology old dominion university computational fluid dynamics. Nafems nordic conference 2018 engineering simulation: fluid-structure interaction analysis of composite brake caliper design for a formula student race car.
All Rights Saved. | aerospace |
https://www.mwnation.com/mans-insatiable-appetite-for-discovery/ | 2020-11-30T10:23:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141213431.41/warc/CC-MAIN-20201130100208-20201130130208-00219.warc.gz | 0.974744 | 936 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__185718353 | en | Since the earliest times, curiosity has been one of man’s characteristics. We have always had the urge to know the things we do not know—those we have never had the chance to explore. If you live in a village on the foot of a mountain, you feel the urge to go round that mountain to see what is on the other side.
I remember once waking up to the news that a hyena had been killed at Nkhoma Mission, where I spent my boyhood years. I had never seen a hyena before and it was natural for me to find my way to the spot where the carcas was lying.
I was not surprised to find a crowd of people there, all wanting to catch a glimpse of the nocturnal beast. By the time I got there, the animal’s tail and nostrils had been removed. I was to learn later that a hyena’s tail and nostrils were great treasure to those who practised magic. Armed with these hyena parts, so it was claimed, one would walk stealthily under cover of darkness and engage in nocturnal errands without being detected by anybody.
It is normal for humans to want to discover their environment. When the inner environment has been discovered, curiosity shifts to the next outer environment, then the next one after that and so on.
Curiosity drove the voyages of discovery, with people such as Marco Polo, Christopher Columbus, Vasco da Gama and David Livingstone undertaking unprecedented trips to unknown lands, far from their homes. These people had to be both excited and brave enough to go to places that nobody they knew had been to before.
By the close of the 19th Century, virtually all places on Earth had been explored. Attention turned to places beyond Earth. For centuries man had known that there were a number of other worlds than Earth, which could be visited. Lack of appropriate technology hampered such visits.
Space travel started in earnest in 1960. Since then thousands of objects have been sent to all manner of destinations in space. Some of the notable ones were the Russian Venera Missions to Venus, the American Viking Missions to Mars and the crewed Apollo Missions to the Moon. When Neil Armstrong and Edwin (Buzz) Aldrin landed on the Moon in 1969, space exploration by humans had climaxed. In Armstrong’s own words, their landing on the Moon was “a small step for a man, but a giant leap for mankind”.
We have sent spacecraft, albeit unmanned, virtually to all known large bodies in the Solar System. In July of 2015 the New Horizons spacecraft flew by the dwarf planet, Pluto and sent back to Earth loads of scientific data it had captured from the Pluto-Charon system. The New Horizons proceeded to the outer parts of the Kuiper Belt and will eventually leave the Solar System.
It is hard enough to escape from Earth’s gravitational well and break into space. It is unimaginably harder to escape from the Sun’s gravitational well as the Sun is more that 300 000 times more massive than planet Earth.
Spacecraft need to be accelerated beyond a speed of 615 km/second (2.2 million km/hour) in order to leave the Solar System. Only five spacecraft have so far been set on trajectories to leave the Solar Systems. They are the Pioneer 10 and 11, the Voger 1 and 2, and now the New Horizons. Contact with both Pioneer spacecraft has since been lost. Two of the five spacecraft, namely Voyager 1 and Voyager 2, have already left the Solar System, headed in different directions. Voyager 1 is nearly 23 billion kilometres from Earth and Voyager 2 is 19 billion kilometres away.
Voyager 2 was launched on August 20 1977 and Voyager 1 on September 5 the same year. Since Voyager 1 is faster than its twin—it has gone further out, and was the first manmade object to reach interstellar space in 2012. Voyager 2 only got into intersetellar space in 2018.
Both spacecraft still communicate with Earth despite that it takes 18 hours for a signal to reach the spacecraft and another 18 hours to travel back to Earth.
For seven months, since March 2020, contact with Voyager 2 had been lost. This was so because the only satellite that is able to send signals to the craft, the Deep Space facility based in Australia, was undergoing repairs to update it. Contact was re-established on October 29, after a seven-month break.
The spacecraft that have left or are about to leave the Solar System will wander indefinitely in interstellar space. | aerospace |
https://ptmmf.co.id/ | 2023-06-08T21:03:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655143.72/warc/CC-MAIN-20230608204017-20230608234017-00558.warc.gz | 0.907381 | 213 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__69582085 | en | Revolutionizing Aircraft Maintenance
Certified and Experienced MRO
MMF is a licensed Approved Maintenance Organization (AMO) certified under part 145 of Indonesia’s Civil Aviation Safety Regulation (CASR) protocol.
MMF’s experiences have been trusted, verified and proven to fulfill a broad range of services to both local and international clientele from our hangars in Indonesia. Further, our portfolio details services that cover various aircraft series, including but not limited to the Bell-412, B-737 Classic, B737- NG, C212, CN235, F-27, and F-28.
MMF is a licensed Maintenance Repair and Overhaul (MRO) facility approved by Indonesia’s civil and military aircraft worthiness authorities, the DGCA and MoD Worthiness center respectively. Our international certifications include the Philippines, Bangladesh, etc. MMF is also certified by the International Standard Organization (ISO 9001: 2000).
MMF In Action
Our Workspace: Captured Moments | aerospace |
https://sullivanproducts.com/product/head-lock-remote-twin/ | 2023-12-07T23:58:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100705.19/warc/CC-MAIN-20231207221604-20231208011604-00201.warc.gz | 0.903857 | 90 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__240831111 | en | Head Lock Remote Twin. The Head Lock Remote has the same Twist-Lock design of the Head Locks. The Head Lock Twin is low profile to fit under cowls or canopies. It has a remote glow plug connector. This allows the pilot to power the glow plug from any point on the model, away from the prop.
The plug can be powered by a Head Lock or Head Lite. Mounting bracket and connectors included. | aerospace |
http://x-u-f-o.blogspot.com/2012_09_09_archive.html | 2020-09-19T00:15:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400189264.5/warc/CC-MAIN-20200918221856-20200919011856-00035.warc.gz | 0.883917 | 611 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__112941679 | en | - UFO on orbit of the Sun - hiding the truth.
- ALL SPACE ONLINE
- Monitoring of the Sun - Online.
- World hoax scientists and NASA - Sun critical condition!
- Mars - Secrets and Hiding NASA.
- Secrets of the lunar mission of NASA "GRAIL"
- Russian documentaries about UFOs and secret materials of the planet Earth. (Very interesting!)
- UFO Research near the Sun and Moon! NASA Hiding!
- APP FREE! Monitoring of UFO activity in 24 hours.
- Sensational investigation! Pass nine dead. Report ...
- Breaking news! Full deciphering of the alien signal WOW - 6EQUJ5 !!! 2016.
- Crop Circles - decrypting messages.
- Sensational investigation! Mystery, flown away from the plane Amelia Earhart. 2016.
- Flat Earth - Proof: Russian documents
- Sensational investigation! The battleship Novoross...
- MISSILE FOR THE POLE: Investigation 2017
- Sensational investigation! Established the circums...
- Sensational investigation 2019! Attempt on Lenin in Bolshevik Russia. There were two killers.
- Investigation of the death of the Russian poet V. ...
Saturday, September 15, 2012
The Chinese Internet is discussed appearance in one of the local rivers mysterious monsters in freshwater rivers of China - never anything like this before did not appear. Being made up of many things, but behaves like a single organism.
Friday, September 14, 2012
Thursday, September 13, 2012
As you can see, the UFO appears in sight, changes its shape, changing its color and pulsating. This is not a satellite! This is not the moon! It is not space junk! It's a UFO! The video shows the ZOOM and a full review. See the video to the end!
For the disclosure of the truth, I've created a separate page with graphics and descriptions.
Wednesday, September 12, 2012
Tuesday, September 11, 2012
As you can see, the object has a huge size. UFO moving away relative to the station. Throughout the video, you will see a UFO flashing lights. Clearly visible structure of an unidentified object. The video shows the ZOOM and filter. What was it - you decide.
Monday, September 10, 2012
2 UFOs in orbit of the Earth - Shooting with the Canada-France-Hawaii Telescope - September 9, 2012.
Clearly visible, as one after another, into the atmosphere of the Earth fly two unidentified object. Initially the first object flies and flies, then, appears and disappears the second object. This is not a satellite, no debris, no meteorites, not the ISS. You ask why? Make sure the flight path, and you will understand.
Sunday, September 9, 2012
BIG UFO 5:00 video
Very interesting review, which is very clearly seen a UFO near the Sun. Design objects stagger the imagination! | aerospace |
https://sat-index.co.uk/tags/?tag=GA-EMS | 2021-10-15T20:47:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323583083.92/warc/CC-MAIN-20211015192439-20211015222439-00302.warc.gz | 0.79318 | 124 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__226364158 | en | 13 Oct 21 General Atomics completes NASA Deep Space Atomic Clock mission
09 Jun 21 General Atomics LINCS Satellites Arrive At Cape Canaveral
25 Feb 21 General Atomics partners with Rocket Lab to launch Argos-4
21 Feb 21 Firefly Aerospace to launch NASA's MAIA
Access to the articles requires a subscription.
2021 Satellite News Digest, Peter C Klanowski. Republication or
redistribution of this material is expressly prohibited without the
prior written consent of Satellite News Digest. The user assumes the
entire risk as to the accuracy and the use of this service. | aerospace |
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