url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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https://civilavmed.com/embraers-offer-to-croatia-airlines-hard-to-refuse/ | 2022-11-28T15:48:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710533.96/warc/CC-MAIN-20221128135348-20221128165348-00094.warc.gz | 0.948988 | 618 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__69460574 | en | Embraer’s offer to Croatia Airlines “hard to refuse”
Embraer is confident it can secure an order from Croatia Airlines to replace its entire fleet of six Dash 8 turboprops and seven Airbus A320 family aircraft, saying the bid it has prepared for the airline is ” too hard to refuse”. Although Embraer and Airbus presented their planes to the carrier exactly a year ago – Embraer its E2 jet and Airbus its A220 – the Brazilian aircraft manufacturer says it is ready to replace the Croatia Airlines fleet within eighteen months of the getting an order. “Since the day we presented our aircraft in Zagreb, we have been available to the Croatia Airlines team. Embraer is an expert in this segment of the aviation market, and we believe the best solution for Croatia Airlines would be to align its fleet with the same family of advanced next-generation aircraft. If we take into account the organic growth in traffic, we are talking about a fleet of around 15 planes,” Embraer Commercial Aviation CEO Arjan Meijer told the daily “Jutarnji List”. .
The aircraft manufacturer offered Croatia Airlines a good deal if it secured an order. “Embraer has crafted an offer that is hard to refuse. In principle, we do not communicate the value. What I can say is that our aircraft would generate a significantly higher operating profit on the Croatia Airlines network, due to its significantly lower cost base. Calculating this benefit over a flight period of ten to fifteen years amounts to several million dollars per aircraft. I am confident that we can translate our lower production costs into a much better deal for Croatia Airlines, saving the country millions,” Meijer said. He added: “In addition, Embraer would compensate for any financial difference Croatia Airlines may have due to the previous unfulfilled order from Airbus. This tender is of strategic importance to us and we want to ensure that the airline has complete freedom of choice between the two options”.
Embraer Vice President of Sales and Marketing Cesar Pereira previously told EX-YU Aviation News: “The E2 family of aircraft would enable Croatia Airlines to significantly increase operational efficiency and reduce costs. , reducing the complexities that airlines typically have if operating more than one type. This includes areas such as crew training, planning, maintenance and operations. The overall bottom line of operating a fleet one-design is a cost reduction and an improvement in the financial performance of the airline”. He added: “The E2 family consists of three family members, from 90 to 146 seats, which will offer Croatia Airlines great flexibility to exploit the ideal capacity on its future network Embraer is in an advanced stage of the launch of a next-generation turboprop aircraft, built on the design and comfort of the E2. Once launched, this aircraft could be a formidable competitor for Croatia Airlines in narrower and shorter markets, where the Q400 operates today”. | aerospace |
https://spinor.info/weblog/?p=3956 | 2022-08-14T09:39:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572021.17/warc/CC-MAIN-20220814083156-20220814113156-00604.warc.gz | 0.959319 | 244 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__97535788 | en | Wow. If these plots are to be believed, Voyager 1 may have reached the heliopause at last:
The discovery of the heliopause was one of the “holy grail” science objectives of the extended “interstellar” mission of the twin Voyager spacecraft. If confirmed, it means that Voyager 1 is the first man-made object to have entered the interstellar medium, traveling through a region in the outer solar system that is no longer dominated by charged particles from the solar wind. (Gravitationally, this is still very much our Sun’s domain; there are comets out there with elliptical orbits that extend to many thousands of astronomical units.)
Not bad for a spacecraft that was launched over 35 years ago and flew by Saturn just a few months into the presidency of Ronald Reagan. Its twin finished its flyby of Neptune when the Berlin Wall was still standing. And they are both still alive and well. Voyager 1 is more than 120 astronomical units from the Sun these days. It takes about 17 hours for its radio signal to reach the Earth. If all goes well, it has sufficient electrical power to operate its on-board instruments for another decade or so. | aerospace |
http://www.skss.org/wordpress/january-1-2007-first-fly-day-of-the-year-report/ | 2021-11-28T08:05:08 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358480.10/warc/CC-MAIN-20211128073830-20211128103830-00219.warc.gz | 0.947047 | 474 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__50541275 | en | By Bob Flanagan
Conditions: foggy, misting intermittently, soft landing strip/very
Traffic: none. we laid first tracks – first tire tracks on the field parking area, that is, due to massive horsepower and rear while drive sportscar (should have brought the wife’s mommyvan).
Pilots: Doctor Bob Flanagan and his father, Bob Flanagan (who conveniently forgot his transmitter – certainly to avoid crashing as usual). Therefore, amended to Pilot: Dr. Bob
E-Flite Mini Pulse XT, park 480 motor, 2150 mAh battery, recently upgraded landing gear wheels to Dubro 2.5″ TL (less weight)
Multiplex Space Scooter, flying brushed with a folding prop, no landing gear, and a 2150 mAh battery.
Pulse flew smoothly as always. NO more needs to be said about this stable steed.
After landing the Pulse, we patched in to fellow Pilot Charlie Reeve who was grounded due to weather and suspect FAA and AMA regulations preventing flying with an Ethano level that is still detectable. Communique with Pilot Reeve elicited good information on the Birdhouse Hangar. Many thanks go out to Pilot Reeve for all recent and past co-piloting during my past 3 months of flight school training.
Next ship up in the air was the Multiplex Space Scooter. MPX Scooter was remaidened today, after Father Flanagan crashed it on the first maiden. Dr. Bob surgically repaired it using epoxy xenografts and other expertise gained from months of repairing similar multiplex EPP foam planes, such as the Easystar, crashed by aforementioned Father Flanagan.
Scooter swam like a huge white whale thru the fog and performed low level low speed passes until the battery was spent. Successful flight by Dr. Flanagan, start to finish, further proving that it is the elder Flanagan pilot, not the plane, that continually crashes anything with a multiplex name on it.
The mist and fog overtook us and we packed it in.
One day down, 364 more to go.
Over and Out,
Dr. Bob aka the Dark Knight, wingman of Charlie’s Black Sheep Squadron. | aerospace |
https://www.up.ac.za/up-aerospace-society/article/2958781/seds-sa-up | 2022-12-02T21:00:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710916.40/warc/CC-MAIN-20221202183117-20221202213117-00761.warc.gz | 0.891873 | 703 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__44331867 | en | Students for the Exploration and Development of Space (SEDS)
What is SEDS?
SEDS stands for “Students for the Exploration and Development of Space”. The purpose of SEDS
is to promote Space exploration and development through educational and engineering projects.
SEDS USA was started in 1980 by MIT, Princeton and Yale students including Peter Diamandis,
who later founded the X Prize foundation. The SEDS USA website is SEDS.org.
SEDS primarily consists of groups of university students and high school students. SEDS is a
chapter-based organization, with each chapter running their own independent operations and
projects but meeting together as SEDS Earth. SEDS chapters include SEDS India, SEDS Canada,
SEDS Sri Lanka, SEDS Zimbabwe, UK SEDS, and SEDS South Africa. Each chapter consists
of local branches.
What is SEDS South Africa?
SEDS South Africa is South Africa's national, independent student Space society, and is the
governing body of all SEDS branches in South Africa. It is a member of the voluntary grouping of
SEDS Earth. SEDS South Africa is a non-profit founded in 2020, with the aim of facilitating the collaboration of students in South Africa with the global SEDS chapters and with the local Space industry
stakeholders. SEDS South Africa also fosters collaboration between local branches, through events
What are the goals of SEDS South Africa?
- to promote the exploration and development of Space;
- to foster a community of students of all backgrounds and disciplines interested in Space;
- to create opportunities for those students to interact with and learn from each other and professionals in the Space sector;
- to coordinate the efforts of students in each of the individual SEDS nationwide branches who are interested in promoting space exploration and development;
- to educate students and the general public about the benefits of space exploration and development including to life on Earth;
- to promote hands-on opportunities that empower students to contribute to Space exploration and development;
- to participate and contribute, together with other international SEDS Chapters as established in individual nations around the world, to SEDS Earth activities;
- to serve as the national contact point for all SEDS Earth activities.
What are SEDS South Africa Activities?
SEDS South Africa branches organise most of their local events, and then SEDS South Africa
facilitates the interaction and participation of other SEDS South Africa branches, and SEDS Earth
events. Some of the activities of SEDS South Africa branches could include, but are not limited to:
- building and launching small satellites (cansats, pocketqubes, cubesats)
- licensing and operating ham amateur radio (satnogs satellite ground stations)
- model rocketry
- local and international collaborations (such as SEDS Earth and SEDS chapters)
- Space law (Artemis Accords, Space treaties etc)
- Hackathons like the NASA Space Apps Challenge
- SEDS Talks
- Mars analogue missions
- data analysis of Earth Observation and satellite data, including ML and AI
- manufacturing in Space
- Space technology to benefit humankind. | aerospace |
https://www.sfgate.com/business/article/Pan-Am-to-Be-Resurrected-2996460.php | 2019-01-22T18:57:22 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583867214.54/warc/CC-MAIN-20190122182019-20190122204019-00111.warc.gz | 0.962686 | 369 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__230471684 | en | Pan Am to Be Resurrected
Rising from the ashes of its 1991 bankruptcy, Pam Am is preparing to fly again this summer as a low-fare airline, according to backers, who are scheduled to make a formal announcement this morning.
The airline is expected to fly eight A-300 wide-bodied jets on routes connecting San Francisco, Chicago, Los Angeles, Miami and New York. Ticket prices are to be 25 percent to 50 percent below standard coach fares. The chief executive of the resuscitated airline is Martin Shugrue. He is the one- time chief operating officer of the old Pan Am World Airways and the court-appointed trustee in the Eastern Airline bankruptcy case.
Amid much fanfare, Shugrue tried to revive Eastern Airlines in 1994 but failed to gain sufficient financial backing.
The old Pan Am operated the first scheduled service across the Atlantic and Pacific oceans and was the first to use jet airplanes on commercial flights. The airline began in 1927 flying mail between Key West, Fla., and Havana.
Pan Am was battered first by airline deregulation, which began in 1978, and then by the 1988 terrorist bombing of one of its planes over Lockerbie, Scotland, in which 270 people died. Mounting debts and intense competition drove the airline to attempt a Chapter 11 bankruptcy reorganization in 1991. However, measures to save the airline failed when Delta Air Lines refused to pump money into the ailing carrier. Delta had previously purchased much of Pan Am's route structure. Pan Am was grounded by the end of 1991.
Shugrue's partner in the venture is Charles Cobb, former ambassador to Iceland in the Bush administration and under secretary of Commerce for Travel and Tourism under former President Reagan.
Cobb's firm, Cobb Partners, acquired the Pan Am name, logo and other assets in 1993. | aerospace |
https://www.gallerydirectart.com/bril-238.html | 2018-12-18T12:33:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829140.81/warc/CC-MAIN-20181218102019-20181218124019-00399.warc.gz | 0.957802 | 798 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__51129739 | en | Artist: William Phillips Title: The Beginning of the End Size: 30"w x 20"h. Edition: Artist Handsigned and Numbered to 50 with COA. Medium: Fine Art Giclee on Canvas About the Art: "The flight of the 'Enola Gay' and the capture of the island of Iwo Jima were two of the most significant events of World War II. I wanted, in some small way, to pay tribute to those who captured that island fortress even as I paid homage to the United States Army Air Forces and the crew of the 'Enola Gay' for the mission. Both events hastened the end of the war and made the invasion of the Japanese homeland unnecessary."
Crewmembers with Colonel Paul Tibbets completed several missions against Nazis in Germany before participating in the invasion of North Africa. A third, dramatic change occurred when Tibbets was named leader of the 509th Composite Group. He and an elite crew transitioned from the B-17 Flying Fortress to the largest aircraft flown during World War II, the B-29 Superfortress. The transition was cloaked in secrecy. The aircraft itself was designed to specifications calling for a bomber capable of flying 5,000 miles, at 400 mph and carrying 20,000 pounds in bombs. The requirements were extraordinary in the late 1930s. In 1934, Boeing engineers designed the Model 299 that became the XB-15 and the B-17. By 1936, Boeing engineers worked on an updated XB-15, Models 330 through 334A. It wasn’t until 1939 that Model 341 came along with an improved wing.
By then war drums were sounding across the Atlantic. Soon after, analysis of enemy bombers was possible and reaction to the findings pressed Boeing to follow the B-17 with a strengthened bomber that would be long-range and equipped with more, and higher caliber, machine guns and self-sealing fuel tanks. Sharing Billy Mitchell’s vision of airpower’s destiny, General H.H. “Hap” Arnold exhibited a bulldog’s tenacity to implement the bomber. The United States Army Accessions Command (USAAC) was so desperate for this aircraft to fulfill the specs that the XB-29 was ordered in massive quantity before the prototype flew. It boasted innovations—an advanced gunnery system and pressurization—but it had difficulties from the start. Development was arduous. The first planes arrived in India in April 1944, and missions were plagued with engine failures, aborted takeoffs, and poor results. Logistics was a nightmare. Nevertheless, by March 9-10, 1945, 302 B-29s flew the first raid against Tokyo. By April 12, Japan’s aircraft engine industry was virtually gone. Surrender was no option for Japan, but Enola Gay and Bock’s Car forced the issue. The Boeing B-29 Superfortress was a major contributor to Japan’s defeat.
Gallery Direct Art is Consumer Ranked # 1 with the Highest Customer Service Ratings of any Online Art Retailer. Featured in Publications such as Art and Antiques, Wildlife Art, Inform Art , Southwest Art, Country Sampler, US Art, Western Interiors, Ritz Carlton, and Decor Magazines. We meet or beat the prices of authorized galleries with the best service, quality, and state-of-the-art shipping in the world of fine art!
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presented here for your evaluation only. It is illegal to use these
images for any other purpose. Disclaimer: This site is not associated with gallerydirect.com Legal | aerospace |
http://www.justluxe.com/syndicated-news/cid1836191/Aero-News-Quote-Of-The-Day-100712 | 2018-02-25T10:08:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891816351.97/warc/CC-MAIN-20180225090753-20180225110753-00358.warc.gz | 0.928607 | 134 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__220363897 | en | October 7, 2012
"We are excited about supporting Bombardier once again in their new aircraft development programs using CAE's unique simulation engineering expertise and we are very pleased to welcome Alaska Airlines as a new full-flight simulator customer. Through the simulator orders from the Asian Aviation Centre of Excellence and the Zhuhai training centre, we are happy to support the growth of the fleets of China Southern, Air Asia and other airlines throughout Asia." Source: Jeff Roberts, CAE's Group President, Civil Simulation Products, Training and Services, following the announcement that CAE has sold six simulators to customers in Asia and North America.
Read entire article on Aero News | aerospace |
https://blognewstime.com/aditya-l1-mission-update/ | 2023-12-01T23:27:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100308.37/warc/CC-MAIN-20231201215122-20231202005122-00078.warc.gz | 0.929237 | 1,463 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__154582844 | en | Table of Contents
In this article we will discuss about Aditya L1 Mission Updates. In our previous article we have already discussed in detail about Aditya L1 mission, why name given as Aditya L1, why studying Sun is important, what is L1 point, travel time, payloads, mission objectives etc. You can read this article on the link: Aditya L1 Mission: Key Features, Launch Date, Travel Time, Payloads, Mission Objectives, Budget
Brief about Aditya L1
The Aditya-L1 is first Indian space mission designed to study the Sun. The spacecraft shall be placed in a halo orbit around the Lagrange point 1 (L1) of the Sun-Earth system, which is about 1.5 million km from the Earth. A satellite placed in the halo orbit around the L1 point has the major advantage of continuously viewing the Sun without any eclipses. This will provide a greater advantage of observing the solar activities and its effect on space weather in real time. The spacecraft carries seven payloads to observe the photosphere, chromosphere and the outermost layers of the Sun (the corona) using electromagnetic and particle and magnetic field detectors. Using the special vantage point L1, four payloads directly view the Sun and the remaining three payloads carry out in-situ studies of particles and fields at the Lagrange point L1, thus providing important scientific studies of the propagatory effect of solar dynamics in the interplanetary medium.
The suits of Aditya L1 payloads are expected to provide most crucial information to understand the problem of coronal heating, coronal mass ejection, pre-flare and flare activities and their characteristics, dynamics of space weather, propagation of particle and fields etc.
Aditya L1 Mission Update: Present Position of Aditya L1
As per ISRO, total travel time for Aditya L1 from launch to reach L1 point is about four months. Similar to Chandrayaan-3, initially the spacecraft will be placed in a low earth orbit. Subsequently, the orbit will be made more elliptical and later the spacecraft will be launched towards the Lagrange point L1 by using on-board propulsion. As the spacecraft travels towards L1, it will exit the earths’ gravitational Sphere of Influence (SOI). After exit from SOI, the cruise phase will start and subsequently the spacecraft will be injected into a large halo orbit around L1.
ISRO has given updates of Earth bound maneuvers of this space ship, timeline is as below:
1st Earth-bound maneuver (EBN#1): This was performed successfully on 03rd September 2023, one day after launch of the satellite from ISTRAC, Bengaluru. After this maneuver, spaceship attained orbit of 245 km x 22459 km.
2nd Earth-bound maneuver (EBN#2): This was performed successfully on 05th September 2023. After this maneuver, spaceship attained orbit of 282 km x 40225 km.
3rd Earth-bound maneuver (EBN#3): This was performed successfully on 10th September 2023. After this maneuver, spaceship attained orbit of 296 km x 71767 km.
4th Earth-bound maneuver (EBN#4): This was performed successfully on 15th September 2023. After this maneuver, spaceship attained orbit of 256 km x 121973 km. ISRO’s ground stations at Mauritius, Bengaluru, SDSC-SHAR and Port Blair tracked the satellite during this operation, while a transportable terminal currently stationed in the Fiji islands for Aditya-L1 supporting the post-burn operations.
From 18th September 2023, Aditya L1 has commenced the collection of scientific data.
Off to Sun-Earth L1 point!
As per ISRO’s update on ‘X’ handle, on dated 19th September 2023, the Trans-Lagrangean Point 1 Insertion (TL1I) maneuver is performed successfully. The spacecraft is now on a trajectory that will take it to the Sun-Earth L1 point. It will be injected into an orbit around L1 through a maneuver after about 110 days. This is the fifth consecutive time ISRO has successfully transferred an object on a trajectory toward another celestial body or location in space.
ISRO has recently shared video depicting pictures of Earth & Moon taken by camera on board of Aditya L1 spacecraft.
Aditya L1 Mission Update: Scientific Experiments
One of the payload Aditya Solar wind Particle Experiment (ASPEX), which is designed for in situ scientific experiments to study Solar wind/Particle Analyzer Protons & Heavier Ions with directions. Sensors of the STEPS instrument mounted on the ASPEX have begun measuring supra-thermal and energetic ions and electrons at distances greater than 50,000 km from Earth. This data helps scientists analyze the behaviour of particles surrounding Earth. ISRO has shared image of reading which shows variations in the energetic particle environment.
For more update about the mission you can visit official website of ISRO on the link: ISRO Aditya L1
As per ISRO, Total travel time for Aditya L1 from launch to reach L1 point is about four months. It will be injected into an orbit around Langrange Point L1 through a maneuver after about 110 days of Trans-Lagrangean Point 1 Insertion (TL1I) maneuver, which was carried out on 19th September.
Chandrayaan 3 Update
There was day on moon for 14 days, when Lander and Rover performed their designated in situ experiments. After 14 days, there will be night which will last for next 14 days. During night, temperature of moon may drop below -230 degree C. It is very difficult for the equipments to survive during this freezing temperature, moreover these equipments are designed to last for 14 days, so it is expected that Lander and Rover will become inactive after 14 days. If they survive during night and continued sending data during day time for next 14 days, then it will be bonus for our moon mission.
We have already discussed in detail about Chandrayaan 3 in our series of articles in Science Blog Section; you can click on the link to read more: Science Blog Section
As per ISRO’s update on ‘X’ handle on date 02nd September, the Rover has successfully completed its assignments and now safely parked and set into Sleep mode. Data of various in situ scientific experiments from different payloads transmitted to the Earth via the Lander. Currently, the battery is fully charged. The solar panel is oriented to receive the light at the next sunrise expected on September 22, 2023. The receiver is kept on. So if everything goes normal till next sunrise then Vikram Lander and Pragyan Rover will wake up on 22nd September.
Before going into sleep mode, Pragyan rover has navigated over 100 meters on moon surface, as per image shared by ISRO. | aerospace |
http://cordis.europa.eu/search/result_en?q=(contenttype%3D'project','publication','news','event','programme','webItem'%20OR%20/result/relations/categories/resultCategory/code%3D'brief','report','story')%20AND%20programme/code%3D'H2020-EU.2.1.6.4.*' | 2017-04-23T23:56:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118851.8/warc/CC-MAIN-20170423031158-00011-ip-10-145-167-34.ec2.internal.warc.gz | 0.705656 | 88 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__87210640 | en | Start date: 2015-01-01, End date: 2016-04-30
In January 2014, the ISEF participants insisted on the importance of “fostering international cooperation for additional space exploration projects”. The partners of IRENA (International Re-Entry demoNstrator Action), including major space agencies involved in ISEF and...
Record Number: 193711
Last updated on: 2016-03-30 | aerospace |
http://tinywiki.org/C-27J_Spartan.html | 2014-10-31T11:18:51 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414637899632.42/warc/CC-MAIN-20141030025819-00056-ip-10-16-133-185.ec2.internal.warc.gz | 0.934642 | 1,906 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__52614944 | en | Tiny Wiki :
Fast loading, text only version of Wikipedia.
The Alenia C-27J Spartan is a medium-sized military transport aircraft. The C-27J is an advanced derivative of Alenia Aeronautica's G.222 (C-27A Spartan in US service), with the engines and systems of the Lockheed Martin C-130J Super Hercules. The aircraft was selected as the Joint Cargo Aircraft (JCA) for the United States military.
Design and development
In 1995, Alenia and Lockheed Martin began discussions to improve Alenia's G.222 using C-130J's glass cockpit with a more powerful version of the G.222's T64G engine and four-blade propellers. The companies began a program for the improved G.222, named C-27J in 1996. This was a US military type designation based on the G.222's C-27A US designation. At this point the design included the C-130J Super Hercules's Rolls-Royce AE 2100 engine and six-blade propeller. Alenia and Lockheed Martin formed ''Lockheed Martin Alenia Tactical Transport Systems'' (LMATTS) for the development of C-27J in 1997.
[Frawley, Gerald. "LMATTS C-27J Spartan". ''The International Directory of Military Aircraft, 2002/2003''. Aerospace Publications, 2002. ISBN 1-875671-55-2.] The LMATTS joint venture was later dissolved when Lockheed Martin chose to offer the C-130J as a contender in the same U.S. Army and U.S. Air Force Joint Cargo Aircraft (JCA) competition in which the C-27J was competing. Alenia Aeronautica then paired with L-3 Communications to form the Global Military Aircraft Systems (GMAS) joint venture to market the C-27J. Boeing Integrated Defense Systems later joined Alenia and L-3 Communications as a GMAS team member.
The C-27J has a 35% increase in range and a 15% faster cruise speed than the G.222.
The Italian Air Force, Hellenic Air Force, Bulgarian Air Force, Romanian Air Force, United States Army and the United States Air Force have ordered the C-27J. Alenia is offering Canada the C-27J as a CC-115 Buffalo replacement. Lithuania ordered the C-27J as an Antonov An-26 replacement.
The GMAS team bid the C-27J in the Joint Cargo Aircraft competition against Raytheon and EADS North America's C-295. Both the U.S. Army and Air Force JCA orders combined are expected to top 100 aircraft. The JCA will eventually replace the existing C-23 Sherpa, C-12 Huron and C-26 Metroliners in the Army National Guard, and will become a substitute tactical airlift platform for those Air National Guard airlift groups or airlift wings losing C-130E/H/J aircraft to retirement (C-130E) or Base Realignment and Closure (BRAC) action redistribution of aircraft (C-130H/C-130J).
The C-27J had completed the U.S. Department of Defense's Early User Survey evaluations by November 2006, flying 26 hours and surpassing all the JCA program requirements. The GMAS team also announced that the C-27J will be assembled at a facility at Cecil Field, Duval County, Florida. While the final selection of the JCA was expected to be announced in March 2007, the decision came on 13 June 2007, when the Pentagon selected the C-27J as its Joint Cargo Aircraft.
A contract worth US$2.04 billion was awarded to the L-3 Communications team for 78 C-27Js along with training and support on 13 June 2007. [[http://www.af.mil/news/story.asp?id=123057181 C-27J Spartan named as Joint Cargo Aircraft]]
On 22 June 2007, Raytheon formally protested the award of the JCA contract to the Alenia C-27J. On 27 September 2007, the GAO announced that it had denied Raytheon’s protest, thereby allowing the Pentagon to go ahead with the C-27J procurement. Prior to Raytheon's protest, the first C-27J aircraft were to begin delivery to the joint US Army-Air Force test and training program in June 2008. The first flight of a US C-27J occurred on 17 June 2008.
The C-27J was being considered as a sole-source contract by the Government of Canada as a future replacement for its current search and rescue airfleet, the contract being worth approximately C$3 billion as of January 2007.
Romania ordered seven C-27Js for delivery from 2008 to replace Antonov An-24 and An-26 aircraft, beating the EADS CASA C-295. However, the order was blocked by the government in February 2007 upon a legal challenge filed by EADS.. In June 2007, the order was confirmed again when the Romanian court rejected EADS' complaint. The Romanian government officially signed a contract for the delivery of seven C-27Js on 7 December 2007.
The C-27J is a probable contender for a Royal Australian Air Force requirement for light airlifer to replace its recently retired DHC-4 Caribou.
Currently orders stand at Italy (12), Greece (12 + 3 options), Bulgaria (5), Lithuania (3), Morocco (4), Romania (7), and United States (78).
[[http://www.alenia-aeronautica.it/store/news/new150_1.pdf "Alenia Aeronautica delivers the first C-27J to the Bulgarian Air Force"], Alenia Aeronautica, 13 November 2007.]
The US Air Force is shifting US$32 million from the Pentagon's 2008 budget to purchase a C-27J for the Air Force Special Operations Command. The AC-27J will be equipped using proven hardware and systems to reduce risk.
[Schanz, Marc V. [http://www.airforce-magazine.com/Features/modernization/Pages/FillingtheGunshipGap.aspx "Filling the Gunship Gap"], Air Force magazine, 18 August 2008.]
Italy received its first C-27J in October 2006. The Italian Air Force deployed two C-27Js to Afghanistan from 12 September 2008 to 27 January 2009 in support NATO airlift operations.
On 13 November 2007, the first C-27J was delivered to the Bulgarian Air Force.
The United States received its first C-27J on 25 September 2008. In September 2008 the C-27J Schoolhouse, operated by L-3 Link, officially began classes at Robins Air Force Base, Georgia. It has been proposed, in May 2009, that the US Army/Army National Guard lose all of their aircraft to the US Air Force, primarily the Air National Guard, and the total buy reduced in half to 38 aircraft.
[Tiron, Roxana [http://thehill.com/business--lobby/lawmakers-press-gates-to-keep-army-cargo-plane-2009-05-04.html "Lawmakers press Gates to keep program"]] As of April 2009, the Army had accepted deliveries of two aircraft and had 11 more on order. [Trimble, Stephen [http://www.flightglobal.com/articles/2009/04/22/325438/us-army-orders-seven-more-c-27j-transports.html "Army orders for the C27J"] ]
The Canadian Forces Air Command has identified the C-27J as one of two candidates to replace the de Havilland Canada DHC-5 Buffalo and would be purchasing 15 aircraft.
It was announced on 21 August 2009 that Taiwan had entered price negotiotians with Alenia Aeronautica for the sale of six C-27J Spartan aircraft. The Defense Security Cooperation Agency notified Congress of a possible Foreign Military Sale to the Government of Ghana of four C-27Js on 9 September 2009.
World operators of the C-27J Spartan
* Bulgarian Air Force: 5 aircraft ordered through 2011, 3 received.
* Hellenic Air Force: 12 aircraft ordered, 8 received.
* Italian Air Force: 12 aircraft on order, full optional (Digital Map, HUD, Aerial Refueling Probes), 12 received.
* Lithuanian Air Force: 3 aircraft received as of October 2009.
* Royal Moroccan Air Force: 4 aircraft on order.
* Romanian Air Force: 7 aircraft ordered with 1 operational as of August 2009, and another 6 are scheduled to arrive from 2010 through 2012.
* Slovak Air Force has ordered a minimum of 2 aircraft.
* United States Army: requirement for up to 75 aircraft in the Army National Guard.
The first aircraft was received in September 2008.
* United States Air Force: requirement for up to 70 aircraft in the Air Force Special Operations Command and the Air National Guard. | aerospace |
http://www.eastcountymagazine.org/readers-editorial-targeted-drone-culture | 2024-03-03T06:57:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476205.65/warc/CC-MAIN-20240303043351-20240303073351-00485.warc.gz | 0.936607 | 326 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__23311219 | en | By Lisa Elkins
The US Federal Aviation Administration (FAA) has resolved to push ahead with a plan to expand its drone combat weapons system despite the malfunctioning drone that injured two last Saturday on the USS Chancellorsville’s last Saturday off the coast of San Diego. The $4 million aerial and subsonic target drone, Chukar (BQM-74E), which was manufactured by Aerospace giant Northrop Grumman, capable of speeds up to 604 mph, had veered out of control during an operation test. Luckily only two sailors out of the 300 crew members aboard the ship were injured after it was struck by the drone. Investigators at the Naval Base were unable to say why the drone lost control and crashed.
This is the second drone crash to occur in the past week after another unmanned craft malfunctioned and came down over Lake Ontario on Tuesday, prompting the suspension of all drone flights in Central New York.
A group of concerned citizens on drone testing in San Diego County, Back Country Voices, holds the FAA, San Diego Military Advisory Board Council, the San Diego Regional Economic Development Corp., and the San Diego Board of Supervisors, accountable to the taxpaying citizens of our County.
We believe our safety and rights to privacy are being targeted by the military drone culture. Where does it end if we don’t start holding these official representatives responsible?
The views in this editorial reflect the views of the author and do not necessarily reflect the views of East County Magazine. To submit an editorial for consideration, contact firstname.lastname@example.org. | aerospace |
https://forum.simflight.com/tags/nosewheel/ | 2021-05-17T03:44:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991557.62/warc/CC-MAIN-20210517023244-20210517053244-00043.warc.gz | 0.93962 | 150 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__112376810 | en | Search the Community
Showing results for tags 'nosewheel'.
Pete, Is there any way for a future update for FSUIPC to implement these features: 1. A way to switch off the rudder animations below a certain speed. This is so that when taxiing, only the nose wheel would turn and the rudder would stay stationary. Currently when I taxi, the rudder would turn when I twist my joystick (rudder control of course), but I feel like the rudder should only move when the aircraft is above a certain speed, let's say 40 knots. This would allow the rudder to stay still during taxi but would move above 30kts in situations for example to compensate for crosswinds during | aerospace |
http://www.whynotad.com/ad/all-categories/palmyra-island/6423 | 2017-04-25T20:28:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120878.96/warc/CC-MAIN-20170423031200-00501-ip-10-145-167-34.ec2.internal.warc.gz | 0.944393 | 354 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__304866872 | en | Posting ads for 48 years
Palmyra Island Rescue, 12 researchers need to be rescued from the island.
The Nature Conservancy of Hawaii owns the island that is protected as a national wildlife refuge.A dozen visiting conservatory trustees from Louisiana were supposed to leave Saturday, but the only aircraft that can fly directly there needs an engine replaced. So they are stuck.
“They’ve been there a week and it’s time to get off and they have commitments to move onto,†Nature Conservancy Director Suzanne Case said.Palmyra hosts an international research outpost, has electricity, cabins and plenty of supplies.â€They are taking it very well. They know that we are moving forward in a safe and calculating way to find an alternative aircraft to transport them,â€At Honolulu International Airport, Pacific Air Charters is fitting a twin-engine Cessna with a removable 75-gallon fuel tank that will get the plane to Christmas Island — 300 miles from Palmyra. The tank will be removed to ferry the visitors off Palmyra in two trips.The plane needs two things to get to Palmyra Island: first long range capability and second propellers. The island has a coral runway, which is very tough on jet engines.Pilot mechanic Rob Szabo said the biggest challenge so far has been Federal Aviation Administration rules.â€Anytime you modify an aircraft you have to do a lot of paperwork, and it has to be approved by the FAA — a lot of i’s to dot and t’s to cross,†Szabo said.The mission could finish Thursday unless some of the people choose not to leave | aerospace |
https://stiriinternationale.ro/flying-legend-chuck-yeager-first-to-break-sound-barrier-dies-at-97/ | 2024-02-21T12:17:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473472.21/warc/CC-MAIN-20240221102433-20240221132433-00435.warc.gz | 0.969329 | 3,204 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__34997504 | en | Chuck Yeager, a World War II fighter ace who was the first man to travel faster than sound and whose gutsy test pilot exploits were immortalized in the Hollywood blockbuster “The Right Stuff,” died Monday, his wife said. He was 97.
“It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET,” Victoria Yeager tweeted on her husband’s account.
“An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever.”
She did not specify the cause of her husband’s death.
Fr @VictoriaYeage11 It is w/ profound sorrow, I must tell you that my life love General Chuck Yeager passed just before 9pm ET. An incredible life well lived, America’s greatest Pilot, & a legacy of strength, adventure, & patriotism will be remembered forever.
— Chuck Yeager (@GenChuckYeager) December 8, 2020
NASA Administrator Jim Bridenstine said in a statement that Yeager’s death was “a tremendous loss to our nation.”
“Gen. Yeager’s pioneering and innovative spirit advanced America’s abilities in the sky and set our nation’s dreams soaring into the jet age and the space age. He said, ‘You don’t concentrate on risks. You concentrate on results. No risk is too great to prevent the necessary job from getting done,’” Bridenstine said in his statement.
“In an age of media-made heroes, he is the real deal,” Edwards Air Force Base historian Jim Young said in August 2006 at the unveiling of a bronze statue of Yeager.
He was “the most righteous of all those with the right stuff,” said Maj. Gen. Curtis Bedke, commander of the Air Force Flight Test Center at Edwards.
Yeager rocketed into history by breaking the sound barrier in the experimental Bell X-1 research aircraft in 1947, helping to pave the way for the US space program.
“Sure, I was apprehensive,” he said in 1968. “When you’re fooling around with something you don’t know much about, there has to be apprehension. But you don’t let that affect your job.”
The modest Yeager said in 1947 he could have gone even faster had the plane carried more fuel. He said the ride “was nice, just like riding fast in a car.”
In 2007 he said: “It opened up space, Star Wars, satellites.”
Charles Elwood Yeager was born on February 13, 1923 in the tiny town of Myra, West Virginia, and grew up fixing pickup trucks alongside his father.
“What really strikes me looking over all those years is how lucky I was, how lucky, for example, to have been born in 1923 and not 1963 so that I came of age just as aviation itself was entering the modern era,” Yeager said in a December 1985 speech at the Smithsonian Air and Space Museum.
“I was just a lucky kid who caught the right ride,” he said.
Yeager joined the Army Air Corps in September 1941, three months before the United States entered World War II, and started out as an aircraft mechanic before undergoing flight training.
Based in England, Yeager began flying combat missions in a P-51 Mustang in February 1944 and downed a German Me 109.
Yeager was shot down behind enemy lines in March 1944 but was able to rejoin his unit in England with the help of the French resistance after a harrowing trek over the Pyrenees.
He resumed combat and was credited with 12.5 aerial victories by the war’s end, including downing five German Me 109s on a single day and four FW 190s on another.
Yeager booked his place in history as a test pilot when he broke the sound barrier in the rocket-powered Bell X-1 on October 14, 1947, earning him the title of “The Fastest Man Alive.”
After the X-1 was dropped from the belly of a B-29 bomber at 45,000 feet (13,700 meters), Yeager flew at supersonic Mach 1.06 (700 miles/1,130 kilometers per hour).
Yeager’s colleague Chalmers “Slick” Goodlin, another test pilot for Bell Laboratories, once famously described the X-1 as a “bullet with wings.”
It was, in fact, modeled after a .50-caliber bullet, with short wings and a pointed tip, allowing it to pierce the air more efficiently.
The aircraft, nicknamed “Glamorous Glennis” in honor of Yeager’s first wife, now hangs in the National Air and Space Museum in the nation’s capital.
Before his historic flight, Yeager said he received advice from Colonel Albert Boyd, who headed the Air Force’s supersonic flight program.
“Get above Mach 1 as soon as you can, don’t bust your butt, and don’t embarrass the Air Force,” Yeager said Boyd told him.
“I had done what the old man had sent us out to do,” the matter-of-fact Yeager said.
Yeager’s accomplishment was depicted in the iconic 1983 film “The Right Stuff” based on the book by Tom Wolfe.
Sam Shepard received an Oscar nomination for best supporting actor for his portrayal of Yeager in the movie about the Mercury program astronauts.
But when National Geographic and Disney+ adapted the same material for the small screen in 2020, Yeager was left out of the series.
Yeager would go on to set numerous other flight records, but most of his career was spent as a military commander directing US fighter squadrons throughout the 1950s and 1960s.
He retired from the US Air Force in 1975 as a brigadier general.
“I’ve flown 341 types of military planes in every country in the world and logged about 18,000 hours,” he said in an interview in the January 2009 issue of Men’s Journal. “It might sound funny, but I’ve never owned an airplane in my life. If you’re willing to bleed, Uncle Sam will give you all the planes you want.”
Yeager never forgot his roots and West Virginia named bridges, schools and Charleston’s airport after him.
“My beginnings back in West Virginia tell who I am to this day,” Yeager wrote. “My accomplishments as a test pilot tell more about luck, happenstance and a person’s destiny. But the guy who broke the sound barrier was the kid who swam the Mud River with a swiped watermelon or shot the head off a squirrel before going to school.”
Yeager was awarded the Silver Star, the Distinguished Flying Cross, the Bronze Star, the Air Medal and the Purple Heart. President Harry S. Truman awarded him the Collier air trophy in December 1948 for his breaking the sound barrier. He also received the Presidential Medal of Freedom in 1985.
Yeager retired from the Air Force in 1975 and moved to a ranch in Cedar Ridge in Northern California where he continued working as a consultant to the Air Force and Northrop Corp. and became well known to younger generations as a television pitchman for automotive parts and heat pumps.
He married Glennis Dickhouse of Oroville, California, on Feb. 26, 1945. She died of ovarian cancer in December 1990. They had four children: Donald, Michael, Sharon and Susan.
Yeager married 45-year-old Victoria Scott D’Angelo in 2003.
Hans Guido Mutke (25 March 1921 – 8 April 2004) was a fighter pilot for the German Luftwaffe during World War II. He was born in Neisse, Upper Silesia (now Nysa, Poland).
On 25 April 1945, Mutke landed at Dübendorf, Switzerland, flying the Me 262A-1a jet fighter, ‘White 3’, from 9. Staffel, Jagdgeschwader 7. He claimed that he got lost during a combat mission and landed there by mistake, although there were suspicions that he’d defected. The Swiss authorities never attempted to fly the plane, keeping it in storage and returning it to Germany on 30 August 1957. He sued the post-war German government, unsuccessfully, for the return of the plane, claiming it was his own property.
Mutke also made the controversial claim that he broke the sound barrier in 1945 in an Me 262, but mainstream opinion continues to regard Chuck Yeager as the first person to achieve this milestone in 1947 in a Bell X-1.
On 9 April 1945, Fähnrich Mutke, part of the Ergänzungs-Jagdgeschwader 2 (EJG 2) conversion squadron, 3rd flight, took off from Lagerlechfeld in his Messerschmitt Me 262, marked Weiße 9, for a planned high-altitude flight. He was climbing through at an altitude of 12,000 m (36,000 ft) in near perfect weather with a visibility of over 100 km, listening to the radio conversations, when his chief instructor Oberstleutnant Heinz Bär detected a P-51 Mustang approaching the plane of a comrade, Unteroffizier Achammer, from behind.
Mutke went into a steep 40° dive with full engine power. While passing through the altitude of 12,000 m, his Me 262 started to vibrate and began swinging from side to side. The airspeed indicator was stuck against its limit of 1,100 km/h (684 mph) (the maximum speed of the Me 262 is 870 km/h). The speed of sound is 1,062 km/h (660 mph) at an altitude of 12,000 m, depending on the environmental variables. The shaking intensified, and Mutke temporarily lost control of his plane. He reported that with the airspeed indicator still off the scale he attempted to recover from the uncontrollable dive by adjusting the main tailplane incidence angle. Rather than just having a hinged elevator, the Me 262 could change the angle of incidence of the whole tailplane, a design feature that was later added to the Bell X1. Suddenly, the buffeting stopped, and control resumed for a few seconds. Mutke throttled back and his engines flamed out, and after the short period of smooth flight, the buffeting resumed and the aircraft began shaking violently again. He fought to regain control and re-light the engines eventually reducing the speed below 500 km/h. After a difficult landing, it was found that his plane was missing many rivets and also had distorted wings.
At the time, Mutke did not understand the reasons for this strange behavior. Only after learning about the supersonic flights of Chuck Yeager in 1947 did he attribute these phenomena to the effects of supersonic flight and claim to have broken the sound barrier—years before Yeager did. This claim is disputed, and there are a number of other pilots and countries that claim the first supersonic flight. However, Mutke never claimed he was the first person to break the sound barrier, but instead argued that his flight was merely proof that the Me 262 was capable of reaching and exceeding Mach 1 and that therefore other German fighter pilots may have done so even before him.
In a series of carefully controlled flight tests conducted in World War II by Messerschmitt, it was established that the Me 262 went out of control in a dive at Mach 0.86, and that higher Mach numbers would lead to a nose-down trim that could not be counter-acted by the pilot by use of the control column. The resulting steepening of the dive would lead to even higher speeds and self-destruction of the airframe due to excessive negative G loads. Postwar testing by the British government corroborated Messerschmitt’s results, though neither actually exceeded Mach 0.86.
Mutke claimed to have overcome the ever steepening dive by adjustment of the 262’s tailplane incidence. This is the same technique employed by Chuck Yeager in the Bell X-1 to avoid what is known as Mach tuck. Furthermore, Mutke’s observation that he briefly regained control of the aircraft, while still accelerating, corresponds with later accounts of supersonic flight.
After the war, American test pilots filed reports about the Me 262, including the possibility of a speed of Mach 1. Compressibility in pitot tubes of the time often resulted in exaggerated speed readings near the speed of sound, particularly in German equipment, which was adversely affected by supply shortages as the war progressed. American Sabrejets and other high-speed aircraft (including the Bell X-1) also experienced anomalous airspeed readings in the high-subsonic flight regime (between 0.8 Mach and Mach 1). The Me 262’s pre-area rule fuselage would have additionally resulted in very high transonic drag, and its engines were already underpowered and temperamental to begin with. However, aircraft such as the Bell X-1, F-86 Sabre and Convair F2Y Sea Dart similarly did not have area ruled fuselages, yet are acknowledged to have flown at supersonic speeds — here the engine thrust, either alone or in combination with the pull of gravity during a dive, supplies enough force to accelerate the airplane to supersonic speed.
Due to the nature of Mutke’s combat flight, it is impossible to determine the exact speed of his plane, and it is also difficult to estimate the exact speed of sound at that temperature and altitude. Therefore, it is not possible to either prove or disprove his claims, and there is much discussion among experts as to whether the Me 262 was able to reach the speed of sound. It is believed that the damaging effects experienced by Mutke were a side effect of supersonic airstream and shock waves over different parts of the airframe, called buffeting. This effect occurs at speeds approaching Mach 1 but ceases above Mach 1. A number of other Me 262 experienced similar strange accidents, or breaking apart in the sky because of buffeting and the different aerodynamics at the sound barrier. Transonic buffeting effects had also been widely reported by pilots of propeller-driven Allied fighters including the Supermarine Spitfire, P-38 Lightning, P-47 Thunderbolt and P-51 Mustang, aircraft that were known to have top diving speeds of less than 0.85 Mach (although one Spitfire was measured at 0.92 Mach). Allied fighter pilots reported seeing supersonic shock waves and popped rivets during dives as the high-speed air rushing over the wing exceeded Mach 1 even though the forward airspeed of the overall aircraft was well below that speed.
Many proponents of the claim also believe that after the end of the war the Allied powers had no interest in emphasizing any German achievements during the war. Mutke’s claim, however, is without controlled, experimental confirmation. | aerospace |
https://www.supercodegames.com/game/flight-simulator/ | 2023-09-27T02:12:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510238.65/warc/CC-MAIN-20230927003313-20230927033313-00647.warc.gz | 0.860667 | 253 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__230519070 | en | Whether being a pilot is your full-time job or a childhood dream, Choose your airplane, take off, fly into the air and among the clouds, then prepare for a perfect plane landing. Take your flying dreams and ambitions to new heights with the airplane simulator. The flight simulator is best if you want to play a new plane game.
- Breathtakingly realistic clouds coupled with highly detailed airplanes and photorealistic 3D graphic sceneries make this flying simulator the most engaging plane game.
- High-definition satellite imagery, detailed topography, realistic props, and all major airports with precise runway and taxiway layouts.
- Tons of real-life planes: Airbus, Warship, Space Shuttle & Boeing to Learjet, Turboprop & Supersonic Jet, from airliners to military and air force fighter jets.
- Fun and challenging missions: emergencies, fire rescue missions, rough landings, transport, and even more.
- The Landing plane games intuitive mobile controls (tilt, buttons, and joystick) and addicting gameplay provide unprecedented immersion and hours of satisfying infinite flight.
- Play it anywhere! You do not require an internet connection.
- Free to play flying simulator game. | aerospace |
https://www.eduard.com/eduard/bunny-fighter-club/plastic-kits/aircraft/1-48/mersu-bf-109g-in-finland-dual-combo-1-48.html | 2023-12-02T08:06:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100381.14/warc/CC-MAIN-20231202073445-20231202103445-00413.warc.gz | 0.836431 | 171 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__241088654 | en | Mersu / Bf 109G in Finland Dual Combo 1/48
Bunny Fighter Club edition kit of WWII fighter Bf 109G in Finnish Air Force service in 1/48 scale.
One Bf 109G-2 and one Bf 109G-6 can be built.
The kit covers wartime as well as postwar service in Finnish Air Force.
Exclusive BFC decals for one additional Bf 109G-6 are added as a bonus items.
Available for BFC members only.
- plastic parts: Eduard
- No. of decal options: 10 + 1
- decals: Cartograf + Eduard
- PE parts: yes, prepainted
- painting mask: yes
- resin parts: no
|edition||Bunny Fighter Club||type||Aircraft| | aerospace |
http://www.wfaa.com/video?id=214482081&sec=552932&ref=rcvidmod | 2014-07-29T17:41:03 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510267745.6/warc/CC-MAIN-20140728011747-00457-ip-10-146-231-18.ec2.internal.warc.gz | 0.914488 | 87 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__159266905 | en | Video - National News
Posted on July 6, 2013 at 2:15 PM
Updated Thursday, Jan 9 at 2:35 PM
An Asiana flight packed with more than 300 people slammed onto the runway while landing at San Francisco airport Saturday and caught fire, forcing many to escape down emergency slides into a trail of metal debris as flames tore through the plane.
More National News Videos
Credit: Katrina Gutierrez / WFAA | aerospace |
http://www.stewartslaw.com/services/aviation.aspx | 2013-05-22T08:34:07 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368701508530/warc/CC-MAIN-20130516105148-00043-ip-10-60-113-184.ec2.internal.warc.gz | 0.94008 | 385 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__123735044 | en | Stewarts Law LLP is 'the pre-eminent firm in this country dealing with personal injury/fatal accident claims from aviation accidents', and is 'both respected and feared by the firms acting for aviation insurers'. The team 'provides exceptional service', and James Healy-Pratt's 'previous experience as an aviation insurer is invaluable'. - The Legal 500.
We specialise in aviation accidents and represent victims, survivors and families, of passengers and crew, in relation to airline disasters and aviation accidents around the world.
We have successfully recovered record compensation for victims and families involved in different types of airline disasters and aviation accidents, including those involving commercial jet airliners, business jets, helicopters, small general aviation aircraft, micro-lights and para-gliders. Please see our Successful settlements for more details. We only represent claimants and we only take on serious injury or fatal accident cases. Many families and clients are referred to us by local as well as foreign law firms which recognise our outstanding track record and expert advice in this specialist area. We have built up particular expertise in representing high net worth families and other victims of catastrophic burns, amputations, brain and spinal injuries, and deaths from aviation accidents.
We are based in London at the heart of the global aviation insurance market. Aviation accidents happen all over the world but the decisions on compensation are made by aviation insurers based in London. We have used our expertise, connections and closeness to the aviation insurance market to get the very best results for our clients.
We independently investigate the causes of each accident, maximise compensation and do our very best to ensure that air safety is improved to prevent similar accidents happening again. We have worked closely with the European Commission in getting certain unsafe airlines banned from the European Union and European Union airspace. Our view is that air safety is a right, not a privilege.
James landing an EC120 at Redhill | aerospace |
https://www.idga.org/events-directed-energy/speakers/dr-michael-jirjis | 2020-07-03T23:50:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655883439.15/warc/CC-MAIN-20200703215640-20200704005640-00548.warc.gz | 0.95146 | 466 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__54881468 | en | Dr. Michael Jirjis is the lead for the Air Force’s Directed Energy Weapons Experimentation Campaign being ran out of the Strategic Development Planning & Experimentation Office (SDPE) at Wright-Patterson Air Force Base, OH. He was born in Columbus, Ohio on 24 August 1985. He graduated from Wayzata High School, Minnesota in 2004 and obtained his Bachelor of Science (2009) and Doctoral degrees (2013) from Marquette University. While obtaining his education, Dr. Jirjis has worked in the biotechnology division at Cargill Inc, with a focus on biological culture production and analysis. He has also had considerable amount of experience in the medical device industry working for both Medtronic and Boston Scientific on medical defibrillators, pacemakers, and cardiac stents. During his graduate research, Dr. Jirjis managed and conducted human and animal experiments in spinal cord injury, stem cell development, and medical imaging fields across three institutions.
Before joining the Air Force, Dr. Jirjis worked as a defense contractor for General Dynamics acting as a subject matter expert (SME) for human effects of non-lethal weapon technology development for the Department of Defense’s Joint Non-Lethal Weapons Directorate. Dr. Jirjis transitioned to the Air Force in 2014 and was the Deputy Program Manager for the radio frequency bioeffects group, leading biological effect based experimental studies with radio frequency technology.
Currently, Dr. Jirjis is the Chief of Directed Energy Experimentation Campaigns and the action officer for the Air Force’s Directed Energy Weapons Flight Plan. He oversees the activities and changes to the Air Force that support the operationalization of directed energy for three specific use cases: Forward Airbase Defense, Precision Engagement, and Aircraft Self-Protect. The experimentation campaign looks to accelerate the transition of Directed Energy Weapons and provide input to Senior Leaders and the Air Force investment strategy.
Rapidly transitioning directed energy systems to the field has been the driving force propelling decades of relevant research, and with ongoing developments, the fruits of those initial labors are coming to light. It is quintessential to learn from initial deployments to understand where the immediate needs for this game-changing technology lie. | aerospace |
http://emcprecision.com/industries/aerospace/ | 2018-07-18T09:02:36 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590074.12/warc/CC-MAIN-20180718080513-20180718100513-00277.warc.gz | 0.864408 | 151 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__53376835 | en | When the aerospace industry needs precision machined parts, they depend on EMC to deliver.
EMC is known for exceptional technology, lean systems and expertise. The aerospace industry requires skilled precision machinists with a strong attention to detail and quality. With our precision machining know-how and commitment to high performance, we're able to provide close tolerance precision machined parts, reduce costs and improve quality and time to market.
Whether you need finishing, prototyping, sub-assembly or have an emergency machining need, our precision machining processes will deliver the aerospace industry the precision machined parts you need, when you need them.
We're ready to help you with your precision machined parts need. Complete our quick quote form now. | aerospace |
https://blogspot.siliconvillage.net/2022/12/air-india-resumes-its-most-popular.html | 2023-01-31T14:22:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499871.68/warc/CC-MAIN-20230131122916-20230131152916-00799.warc.gz | 0.922822 | 902 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__158514732 | en | Air India, India’s leading airline and a Star Alliance member, in line with its vision to strengthen and expand its global footprint is resuming its non-stop flight connecting Bengaluru to San Francisco. This will connect the world’s two tech hubs – the original Silicon Valley and the Silicon Valley of India. The flight will operate thrice a week on Fridays, Sundays and Wednesdays with the Boeing 777-200LR aircraft
The first flight AI 175 will leave Bengaluru at 1420 hrs. (Local Time/LT) on 2nd December, 2022, to arrive in San Francisco at 1700 hrs. (LT) on the same day. The first return flight AI 176 will leave San Francisco on 2nd Dec, 2022 at 2100 hrs.(LT) to arrive at Bengaluru on 4th Dec ,2022 at 0425 hrs.(LT)+2.
The direct distance between Bengaluru and San Francisco is 13,993 kms approx. and the cities are diametrically at opposite ends of the world with a time zone change of approx. 13.5 hours. The total flight time on this route will be of more than 17 hours depending on the wind speed on that particular day. The route for this flight will be the safest, fastest and most economical.
This will take Air India’s India-US frequency to 37 non-stop flights per week. At present, Air India operates non-stop flights from Delhi to New York, Newark, Washington DC, San Francisco and Chicago and from Mumbai to Newark. Air India is set to spread its wings further in the United States with the commencement of its first-ever non-stop service between Mumbai and San Francisco and to New York.
For more details visit www.airindia.in Air India booking offices or your travel agent.
About Air India:
Founded by the legendary JRD Tata, Air India pioneered India’s aviation sector. Since its first flight on October 15, 1932, Air India has an extensive domestic network and has spread its wings beyond to become a major international airline with a network across USA, Canada, UK, Europe, Far-East, South-East Asia, Australia and the Gulf. Air India is a member of Star Alliance, the largest global airline consortium. After 69 years as a Government-owned enterprise, Air India and Air India Express were welcomed back into the Tata group in January 2022. The present management at Air India is driving the five year transformation roadmap under the aegis of Vihaan.AI to establish itself as a world-class global airline with an Indian heart.
Vihaan.AI is Air India’s transformational roadmap over five years with clear milestones. It will be focussing on dramatically growing both its network and fleet, developing a completely revamped customer proposition, improving reliability and on-time performance. The airline will also be taking a leadership position in technology, sustainability, and innovation, while aggressively investing in the best industry talent. Vihaan.AI is aimed at putting Air India on a path to sustained growth, profitability and market leadership.
About the Tata Group:
Founded by Jamsetji Tata in 1868, the Tata Group is a global enterprise, headquartered in India, comprising 30 companies across ten verticals. The group operates in more than 100 countries across six continents, with a mission 'To improve the quality of life of the communities we serve globally, through long-term stakeholder value creation based on Leadership with Trust’.
Tata Sons is the principal investment holding company and promoter of Tata companies. Sixty-six percent of the equity share capital of Tata Sons is held by philanthropic trusts, which support education, health, livelihood generation and art and culture.
In 2021-22, the revenue of Tata companies, taken together, was US $128 billion (INR 9.6 trillion). These companies collectively employ over 935,000 people.
Each Tata company or enterprise operates independently under the guidance and supervision of its own board of directors. There are 29 publicly-listed Tata enterprises with a combined market capitalisation of $311 billion (INR 23.6 trillion) as on March 31, 2022. Tata Group Companies include Tata Consultancy Services, Tata Motors, Tata Steel, Tata Chemicals, Tata Consumer Products, Titan, Tata Capital, Tata Power, Indian Hotels, Tata Communications, Tata Electronics, Air India and Tata Digital. | aerospace |
https://www.bit.com.au/news/drone-delivery-enters-new-chapter-in-canberra-suburb-515929 | 2022-06-28T06:38:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103355949.26/warc/CC-MAIN-20220628050721-20220628080721-00519.warc.gz | 0.952546 | 636 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__20565457 | en | After delivering coffee, chocolate and meals in Canberra, US-based drone company Wing is inviting more small businesses to fly goods.
Businesses in the Gungahlin district of Canberra look set to gain new opportunities to deliver goods via drone, with US company Wing seeking to expand drone delivery trials in the area.
A small group of Canberra businesses have been working with Wing since 2017 to deliver chocolate, meals, freshly made cappuccinos and medicine via drone to customers' houses in selected locations.
Now, The Canberra Times reports that Wing has secured a warehouse in Mitchell in the Canberra suburb Gungahlin. Wing's web site states the site will be home to its “first ongoing delivery facility”, which the company claims will be the first of its kind. It says the development marks a "new chapter" of its journey in Mitchell.
The drone company - owned by Alphabet, which is the parent company of Google – wants to co-locate its new operations with other small businesses. These will include companies that sell food, health products and over-the-counter medicines, according to Wing’s web site. Wing is inviting local businesses to contact it about this.
Wing is also planning to contact residents in Franklin, Harrison, Crace, Palmerston and Gungahlin to “get their views on drone delivery”.
Businesses that have already used Wing’s drones to deliver items include Baker’s Delight, artisan chocolate makers Jasper and Myrtle, Mexican food retailer Guzman y Gomez and Chemist Warehouse.
Wing claims to have made more than 1500 deliveries in the area, including deliveries of freshly made coffee. Customers use Wing’s app to place their orders. The video below by Wing shows the service in action:
The drones can carry up to 1.5kg and are capable of flying for about 20km. When they reach the delivery destination, they hover about seven metres off the ground and lower the package, which is attached via a line. Wing says pilots monitor the drones and can take control if necessary.
Wing's web site says it has a limited number of drones, which currently make up to 50 flights each day. It plans to gradually increase the number of drones and flights.
It is promoting the service as faster and more environmentally friendly than deliveries sent via vehicles. It also claims its drones can help small businesses reach more customers.
The long-term goal is to learn “how drone delivery might be useful in people’s everyday lives by transporting meals, groceries, medicine, and even spare car parts in the event of a breakdown,” states the web site of Alphabet’s X Development, which initiated the Wing project.
No doubt there will be a plenty more testing. Safety concerns are just one of many obstacles to overcome. Wing is “working working with civil aviation authorities and air traffic control to secure and maintain the appropriate permissions and licenses."
Businesses will also want to know how much it will cost to use drone deliveries. Whether the wider public warms to the idea also remains to be seen. | aerospace |
https://www.australianmanufacturing.com.au/tag/airspace/ | 2021-12-03T07:37:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362605.52/warc/CC-MAIN-20211203060849-20211203090849-00021.warc.gz | 0.893364 | 71 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__192339747 | en | Home Tags Airspace
Drones are the fastest growing sector of the aviation industry, with worldwide sales expected to top $US6 billion in 2015. However, numerous concerns have...
Australian Manufacturing (AM) is the leading publication, directory, and resource for the manufacturing and industrial sector in Australia.
Please log in to report posts | aerospace |
http://spacefacts.de/mission/english/apollo-8.htm | 2018-12-17T11:39:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376828507.57/warc/CC-MAIN-20181217113255-20181217135255-00353.warc.gz | 0.965899 | 3,016 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__147203530 | en | International Flight No. 26
|No.||Surname||Given names||Position||Flight No.||Duration||Orbits|
|1||Borman||Frank Frederick||CDR||2||6d 03h 00m 41s||1,5|
|2||Lovell||James Arthur, Jr. "Shaky"||CMP||3||6d 03h 00m 41s||1,5|
|3||Anders||William Alison "Bill"||LMP||1||6d 03h 00m 41s||1,5|
Launch from Cape Canaveral (KSC); landing 1600 km southeast of Hawaii in the Pacific Ocean.
The Command Module (CM) was a conical pressure vessel with a maximum diameter of 3.9 m at its base and a height of 3.65 m. It was made of an aluminum honeycomb sandwhich bonded between sheet aluminum alloy. The base of the CM consisted of a heat shield made of brazed stainless steel honeycomb filled with a phenolic epoxy resin as an ablative material and varied in thickness from 1.8 to 6.9 cm. At the tip of the cone was a hatch and docking assembly designed to mate with the lunar module. The CM was divided into three compartments. The forward compartment in the nose of the cone held the three 25.4 m diameter main parachutes, two 5 m drogue parachutes, and pilot mortar chutes for Earth landing. The aft compartment was situated around the base of the CM and contained propellant tanks, reaction control engines, wiring, and plumbing. The crew compartment comprised most of the volume of the CM, approximately 6.17 cubic meters of space. Three astronaut couches were lined up facing forward in the center of the compartment. A large access hatch was situated above the center couch. A short access tunnel led to the docking hatch in the CM nose. The crew compartment held the controls, displays, navigation equipment and other systems used by the astronauts. The CM had five windows: one in the access hatch, one next to each astronaut in the two outer seats, and two forward-facing rendezvous windows. Five silver/zinc-oxide batteries provided power after the CM and SM detached, three for re-entry and after landing and two for vehicle separation and parachute deployment. The CM had twelve 420 N nitrogen tetroxide/hydrazine reaction control thrusters. The CM provided the re-entry capability at the end of the mission after separation from the Service Module.
The Service Module (SM) was a cylinder 3.9 meters in diameter and 7.6 m long which was attached to the back of the CM. The outer skin of the SM was formed of 2.5 cm thick aluminum honeycomb panels. The interior was divided by milled aluminum radial beams into six sections around a central cylinder. At the back of the SM mounted in the central cylinder was a gimbal mounted re-startable hypergolic liquid propellant 91,000 N engine and cone shaped engine nozzle. Attitude control was provided by four identical banks of four 450 N reaction control thrusters each spaced 90 degrees apart around the forward part of the SM. The six sections of the SM held three 31-cell hydrogen oxygen fuel cells which provided 28 volts, two cryogenic oxygen and two cryogenic hydrogen tanks, four tanks for the main propulsion engine, two for fuel and two for oxidizer, and the subsystems the main propulsion unit. Two helium tanks were mounted in the central cylinder. Electrical power system radiators were at the top of the cylinder and environmental control radiator panels spaced around the bottom.
Apollo 8 launched at 07:51:00 a.m. Eastern Standard Time on December 21, 1968, using the Saturn V's three stages, S-IC, S-II, and S-IVB, to achieve Earth orbit. The launch phase experienced only three minor problems: The engines of the first stage, S-IC, underperformed by 0.75%, causing the engines to burn for 2.45 seconds longer than planned, and toward the end of the second stage burn, S-II, the rocket underwent pogo oscillations. Frank Borman estimated the oscillations were approximately 12 hertz and ±0.25 g (±2.5 m/s²).
All three rocket stages fired during launch; the S-IC and S-II detached during launch. The S-IC impacted the Atlantic Ocean at 30°12'N 74°7'W and the S-II second stage at 31°50'N 37°17'W. The third stage of the rocket, S-IVB, assisted in driving the craft into Earth orbit but remained attached to later perform the TLI burn that would put the spacecraft on a trajectory to the Moon.
Once in Earth orbit, both the Apollo 8 crew and Mission Control spent the next 2 hours and 38 minutes checking that the spacecraft was in proper working order and ready for TLI. The proper operation of third stage of the rocket, S-IVB, was crucial: in the last unmanned test, the S-IVB had failed to re-ignite for TLI.
Five hours after launch, Mission Control sent a command to the S-IVB booster to vent its remaining fuel through its engine bell to change the booster's trajectory. This S-IVB would then pass the Moon and enter into a solar orbit, posing no further hazard to Apollo 8. The S-IVB subsequently went into a 0.99-by-0.92-astronomical-unit (148 by 138 Gm) solar orbit with an inclination of 23.47° from the plane of the ecliptic, and an orbital period of 340.80 days.
The Apollo 8 crew were the first humans to pass through the Van Allen radiation belts, which extend up to 15,000 miles (24,000 km) from Earth. Scientists predicted that passing through the belts quickly at the spacecraft's high speed would cause a radiation dosage of no more than a chest X-ray, or 1 milligray (during the course of a year, the average human receives a dose of 2 to 3 mGy). To record the actual radiation dosages, each crew member wore a Personal Radiation Dosimeter that transmitted data to Earth as well as three passive film dosimeters that showed the cumulative radiation experienced by the crew. By the end of the mission, the crew experienced an average radiation dose of 1.6 mGy.
By seven hours into the mission, the crew was about one hour and 40 minutes behind flight plan due to the issues of moving away from the S-IVB and James Lovells obscured star sightings. The crew now placed the spacecraft into Passive Thermal Control (PTC), also known as "barbecue" roll. PTC involved the spacecraft rotating about once per hour along its long axis to ensure even heat distribution across the surface of the spacecraft. In direct sunlight, the spacecraft could be heated to over 200 °C (392 °F) while the parts in shadow would be -100 °C (-148 °F). These temperatures could cause the heat shield to crack or propellant lines to burst. As it was impossible to get a perfect roll, the spacecraft actually swept out a cone as it rotated. The crew had to make minor adjustments every half hour as the cone pattern got larger and larger.
The first mid-course correction came 11 hours into the flight. Testing on the ground had shown that the Service Propulsion System (SPS) engine had a small chance of exploding when burned for long periods unless its combustion chamber was "coated" first. Burning the engine for a short period would accomplish coating. This first correction burn was only 2.4 seconds and added about 20.4 ft/s (6.2 m/s) velocity prograde (in the direction of travel). This change was less than the planned 24.8 ft/s (7.6 m/s) due to a bubble of helium in the oxidizer lines causing lower than expected fuel pressure. The crew had to use the small Reaction Control System (RCS) thrusters to make up the shortfall. Two later planned mid-course corrections were canceled as the Apollo 8 trajectory was found to be perfect.
11 hours into the flight, the crew had been awake for over 16 hours. Before launch, NASA had decided that at least one crew member should be awake at all times to deal with any issues that might arise. Borman started the first sleep shift, but between the constant radio chatter and mechanical noises, he found sleep difficult.
About an hour after starting his sleep shift, Frank Borman requested clearance to take a Seconal sleeping pill. However, the pill had little effect. Frank Borman eventually fell asleep but then awoke feeling ill. He vomited twice and had a bout of diarrhea that left the spacecraft full of small globules of vomit and feces that the crew cleaned up to the best of their ability. Frank Borman initially decided that he did not want everyone to know about his medical problems, but James Lovell and William Anders wanted to inform Mission Control. The crew decided to use the Data Storage Equipment (DSE), which could tape voice recordings and telemetry and dump them to Mission Control at high speed. After recording a description of Frank Bormans illness they requested that Mission Control check the recording, stating that they "would like an evaluation of the voice comments".
The Apollo 8 crew and Mission Control medical personnel held a conference using an unoccupied second floor control room (there were two identical control rooms in Houston on the second and third floor, only one of which was used during a mission). The conference participants decided that there was little to worry about and that Frank Bormans illness was either a 24-hour flu, as Frank Borman thought, or a reaction to the sleeping pill. Researchers now believe that he was suffering from space adaptation syndrome, which affects about a third of astronauts during their first day in space as their vestibular system adapts to weightlessness. Space adaptation syndrome had not been an issue on previous spacecraft (Mercury and Gemini), as those astronauts were unable to move freely in the comparatively smaller cabins of those spacecraft. The increased cabin space in the Apollo Command Module afforded astronauts greater freedom of movement, contributing to symptoms of spacesickness for Frank Borman and, later, astronaut Russell Schweickart during Apollo 9.
At about 55 hours and 40 minutes into the flight, the crew of Apollo 8 became the first humans to enter the gravitational sphere of influence of another celestial body. In other words, the effect of the Moon's gravitational force on Apollo 8 became stronger than that of the Earth. At the time it happened, Apollo 8 was 38,759 miles (62,377 km) from the Moon and had a speed of 3,990 ft/s (1,220 m/s) relative to the Moon. This historic moment was of little interest to the crew since they were still calculating their trajectory with respect to the launch pad at Kennedy Space Center. They would continue to do so until they performed their last mid-course correction, switching to a reference frame based on ideal orientation for the second engine burn they would make in lunar orbit. It was only 13 hours until they would be in lunar orbit.
At 64 hours into the flight, the crew began to prepare for Lunar Orbit Insertion-1 (LOI-1). This maneuver had to be performed perfectly, and due to orbital mechanics had to be on the far side of the Moon, out of contact with the Earth. After Mission Control was polled for a Go/No Go decision, the crew was told at 68 hours, they were Go and "riding the best bird we can find". At 68 hours and 58 minutes, the spacecraft went behind the Moon and out of radio contact with the Earth.
The SPS ignited at 69 hours, 8 minutes, and 16 seconds after launch and burned for 4 minutes and 13 seconds, placing the Apollo 8 spacecraft in orbit around the Moon. The crew described the burn as being the longest four minutes of their lives. If the burn had not lasted exactly the correct amount of time, the spacecraft could have ended up in a highly elliptical lunar orbit or even flung off into space. If it lasted too long they could have impacted the Moon. After making sure the spacecraft was working, they finally had a chance to look at the Moon, which they would orbit for the next 20 hours.
On Earth, Mission Control continued to wait. If the crew had not burned the engine or the burn had not lasted the planned length of time, the crew would appear early from behind the Moon. However, this time came and went without Apollo 8 reappearing. Exactly at the calculated moment, the signal was received from the spacecraft, indicating it was in a 193.3-by-69.5-mile (311.1 by 111.8 km) orbit about the Moon.
As they rounded the Moon for the ninth time, the second television transmission began. Frank Borman introduced the crew, followed by each man giving his impression of the lunar surface and what it was like to be orbiting the Moon. Frank Borman described it as being "a vast, lonely, forbidding expanse of nothing." Then, after talking about what they were flying over, William Anders said that the crew had a message for all those on Earth. Each man on board read a section from the Biblical creation story (verses 1-10) from the Book of Genesis. Frank Borman finished the broadcast by wishing a Merry Christmas to everyone on Earth. His message appeared to sum up the feelings that all three crewmen had from their vantage point in lunar orbit. Frank Borman said, "And from the crew of Apollo 8, we close with good night, good luck, a Merry Christmas, and God bless all of you, all of you on the good Earth".
The only task left for the crew at this point was to perform the Trans-Earth Injection (TEI), which was scheduled for 2½ hours after the end of the television transmission. The TEI was the most critical burn of the flight, as any failure of the SPS to ignite would strand the crew in Lunar orbit, with little hope of escape. As with the previous burn, the crew had to perform the maneuver above the far side of the Moon, out of contact with Earth.
Before the re-entry there was a minor error in the course hours before the scheduled splashdown in the Pacific, but that was corrected. The landing was only 2.6 km from the target point away.The crew was recovered by the USS Yorktown.
Last update on April 20, 2018. | aerospace |
https://laboutiqueduteleguide.com/boutique/120-s2-rtf-with-safe-technology-helicoptere/ | 2021-08-03T10:14:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154457.66/warc/CC-MAIN-20210803092648-20210803122648-00119.warc.gz | 0.883094 | 369 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__67963383 | en | 120 S2 RTF with SAFE Technology
Larger than a micro-class machine, the sub-micro 120 S2 is great for outdoor flight in low wind, yet it’s still small enough that it can be flown in a variety of indoor spaces. Plus, it’s practical to have more batteries on hand since the 120 S2 uses a low-cost 1S Li-Po battery.
The Blade® 120 S2 features exclusive SAFE® (Sensor Assisted Flight Envelope®) technology, a revolutionary electronic flight envelope protection system that makes it easy for anyone to fly helicopters with confidence by providing flight mode versatility and Panic Recovery mode that automatically returns the 120 S2 to a level attitude.
The lightweight airframe features durable polymers and carbon-fiber components that deliver mechanical precision and the tolerance to absorb typical mishaps.
The flybarless head design offers a higher level of mechanical efficiency as well as a lower parts count which makes helicopter maintenance simpler.
The factory-installed 4-in-1 control unit features a Spektrum™ 2.4GHz DSMX®-compatible receiver, main and tail motor ESCs, mixer and flybarless controller. Pilots can also take advantage of voltage telemetry with compatible Spektrum transmitters. Count on the industry-leading reliability of Spektrum technology to deliver precision control that’s ideal for any flying site environment.
The RTF version includes a Blade 6-channel transmitter with functionality that makes it easy to select SAFE technology flight modes as well as choose high or low dual rate sensitivity. A similar transmitter is required to complete the BNF version.
The included charger operates from any convenient USB power source. Expect the provided 1S battery to offer average flight times of 5 minutes. | aerospace |
https://mackintosh-hd.net/roscosmos-is-considering-the-option-of-delivering-russian-astronauts-to-the-iss-via-spacex/ | 2023-02-03T23:14:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500076.87/warc/CC-MAIN-20230203221113-20230204011113-00377.warc.gz | 0.956891 | 248 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__53159336 | en | Yesterday, SpaceX once again entered its history, becoming the first private company to send people into space. And it was SpaceX and its spaceship Crew Dragon that interrupted the nine-year monopoly of Russian Unions for delivering people to the ISS. By the way, a few hours ago, Crew Dragon successfully docked to the station.
As it turned out, the success of SpaceX was impressive including Roskosmos. The executive director of the corporation for manned space programs Sergey Krikalev, according to a source, said that Roscosmos is considering the possibility of delivering Russian astronauts to the ISS via the SpaceX spacecraft.
The idea of sending our astronauts on SpaceX spacecraft is being discussed at the working level, but I’m not ready to tell the details of these discussions yet.
Krikalyov added that for approval, among other things, it is necessary for Crew Dragon to pass “certification”, that is, make a certain number of flights. Which one, the representative of Roskomos did not specify, but noted that this is normal practice in such cases. In particular, at the time, the Americans made the same demands on the Soyuz before starting sending their astronauts on our ships. | aerospace |
https://everythingwhat.com/how-many-private-helicopters-are-there-in-india | 2021-06-18T07:57:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487635920.39/warc/CC-MAIN-20210618073932-20210618103932-00360.warc.gz | 0.962306 | 267 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__148589567 | en | Asked by: Miho Avanesovhobbies and interests radio control
How many private helicopters are there in India?
Last Updated: 6th March, 2020
Click to see full answer.
Keeping this in view, how many helicopters are there in India?
IAF inducts eight Apache helicopters in majorboost to India's military capabilities. NEW DELHI : In amajor boost to its tactical fighting capabilities, theIndian Air Force (IAF) on Tuesday added eight Apachehelicopters, regarded as the most advanced multi-role heavyattack helicopters in the world, to its fleet.
Also, can anyone buy a helicopter in India? Vivek, an official with the company, said that it is thefirst of its kind unit in India where people can buytheir own private helicopter at such a lowcost.
Also, who has own helicopter in India?
In 1986, the government formed HelicopterCorporation of India (now known as Pawan HansHelicopters) with a fleet of 42helicopters.
How many helicopters are there?
For those of us who have the opportunity to flyhelicopters, it is obvious that we are the privileged few.There are over 7 billion people on our planet today but there areonly 56,200 helicopters. | aerospace |
https://www.linux.com/news/beagle-2-linux-developer-interviewed | 2019-03-20T18:37:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202450.64/warc/CC-MAIN-20190320170159-20190320192159-00203.warc.gz | 0.939324 | 168 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__11598076 | en | January 16, 2004
Beagle-2 Linux developer interviewed
Anonymous Reader writes "This brief interview with Beagle-2 mission control software Principal Developer Stewart Hall sheds light on the emerging role of Linux in European space missions, including the recent Beagle-2 mission. Hall is principal developer of the Linux-based Mission Control Software and Mission Planning Software used in the Beagle-2 Mars lander project. He works for British IT technology firm SciSys, which develops a range of space craft control software and is "a serious advocate of Linux," according to Hall. The Beagle-2 is a Mars lander that was scheduled to land on Mars on December 25, 2003. So far, no contact has been made with the lander, however, another attempt will be made (using a different communications mode) on January 22." | aerospace |
https://www.tomshardware.com/news/nasa-space-network-science,20575.html | 2023-09-25T09:59:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508959.20/warc/CC-MAIN-20230925083430-20230925113430-00366.warc.gz | 0.962833 | 394 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__11325126 | en | The organization said that it successfully demonstrated that data can piggyback on its tracking lasers and transmit information at "planetary distances".
The demonstration consisted of individual pixels of an image, the portrait of Mona Lisa, that were sent via light impulses to the Lunar Reconnaissance Orbiter (LRO), which travels about 240,000 miles away from Earth. By knowing the location of the LRO via a tracking beam, NASA was able to use the laser simultaneously for data communication and tracking.
"This is the first time anyone has achieved one-way laser communication at planetary distances," said Lunar Orbiter Laser Altimeter's principal investigator, David Smith of the Massachusetts Institute of Technology. "In the near future, this type of simple laser communication might serve as a backup for the radio communication that satellites use. In the more distant future, it may allow communication at higher data rates than present radio links can provide."
The data transmission required the image to be reconstructed and corrected by the LRO, but the complete image was eventually received. The image had a resolution of 152 pixels by 200 pixels. "Every pixel was converted into a shade of gray, represented by a number between zero and 4,095," NASA said. "Each pixel was transmitted by a laser pulse, with the pulse being fired in one of 4,096 possible time slots during a brief time window allotted for laser tracking." The achieved data transmission rate was 300 bits per second.
Current radio transmission data rates heavily depend on the distance the signal has to travel. For example, signals from Voyager 1, the spacecraft currently farthest away from the distance, need more than 30 hours to reach Earth. The DSN is said, however, to deliver a "few megabits per second" of bandwidth at this time with more modern devices, such as the Mars rovers. In the future, NASA hopes to achieve as much as 600 Mb/s bandwidth with its space network. | aerospace |
http://smart.asee.org/sponsoring_facilities/list_by_service/air%20force/afrl_rw | 2017-10-22T04:42:22 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187825141.95/warc/CC-MAIN-20171022041437-20171022061437-00351.warc.gz | 0.852746 | 177 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__241252315 | en | Air Force Research Lab - Munitions Directorate (AFRL/RW)
Service or Branch: Air Force
Location: Eglin Air Force Base, FL
STEM Fields: Biosciences, Chemical Engineering, Chemistry, Cognitive, Neural, and Behavioral Sciences, Computer and Computational Sciences, Electrical Engineering, Industrial and Systems Engineering, Materials Science and Engineering, Mathematics, Mechanical Engineering, PhysicsHeadquartered at Eglin AFB, FL, develops conventional munitions technologies to provide the Air Force with a strong technology base upon which future air-delivered munitions can be developed to neutralize potential threats to the United States. AFRL/RW leads the discovery, development, integration, and transition of affordable munitions technologies for our air and space force. Technology exploration concentrates on warheads, fuzes, explosives, seekers, image and signal processing, navigation and control, assessments, and subsystem integration. | aerospace |
https://watchers.news/2014/07/29/delta-aquarid-meteor-shower-live-stream-from-alabama-on-july-29-30-2014/ | 2024-04-13T09:17:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816587.89/warc/CC-MAIN-20240413083102-20240413113102-00158.warc.gz | 0.899688 | 350 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__36067273 | en | A favorable new moon will help darken the skies for 2014 Delta Aquarid meteor shower (the Southern Delta Aquarids) on the night of July 29-30, 2014. If weather permits NASA's Marshall Space Flight Center will offer a live Ustream view of the sky over Huntsville, Alabama.
Although Delta Aquarids are considered a minor meteor shower with projected peak rates at 15-20 meteors/hour, the darker skies will help even faint meteors shine more brightly.
Most of the world can see them, with best viewing in the southern hemisphere and northern hemisphere tropics. With clear, dark skies away from city lights, you can see meteors any time after full dark, with peak viewing times in the two hours before dawn (your local time).
The live stream from Marshall Space Flight Center will begin on July 30 at 01:30 UTC. This is July 29 at 10:30 p.m. ADT, 9:30 p.m. EDT, 8:30 p.m. CDT, 7:30 p.m. MST, 6:30 p.m. PDT, 5;30 p.m. Alaska, 3:30 p.m. Hawaii.
The Delta Aquarids are a meteor shower that occurs each year from mid-July to mid-August. The shower results when Earth passes through the debris fields left by two sungrazing comets, Marsden and Kracht, that broke apart in space. The meteor shower gets its name because the radiant appears to originate near Delta Aquarii, one of the brightest stars in the constellation Aquarius.
Featured image: Delta Aquarid meteor by Mike Lewinski (CC – Flickr) | aerospace |
https://www.sdstemecosystem.org/find-opportunities/air-space-your-place-time-machines | 2021-03-09T09:36:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178389798.91/warc/CC-MAIN-20210309092230-20210309122230-00526.warc.gz | 0.912256 | 309 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__192828795 | en | Air & Space at Your Place: Time Machines
Air & Space at Your Place
Whether you loved our summer Think Tank program, or are new to hands-on STEM enrichment, check out our after-school remote learning experience, Air & Space at Your Place!
Each session lasts four weeks, is designed for students grades 2-5, and meets virtually on Zoom once a week on Wednesday from 3-4 PM PDT.
Program materials (minus tape and scissors) are included in the program price, and can be picked up from the Museum, or shipped to your home for an additional fee.
April: Time Machines
April 7, 14, 21, 28
Travel back in time to journey through the beginnings of aviation! Explore the four forces of flight and experiment with what it takes to get your inventions off the ground. Build a kite, a bird or butterfly glider, an early flying machine, and wind-up helicopter toy like the one that fascinated the young Wright brothers!
To support all learners in our community, regardless of circumstances, we use a "pay what you can" system with three price options:
- Family in Need ($20, covers basic material costs for the Museum)
- Standard ($75, covers materials, staff time, and Museum overhead)
- Program Sponsor ($100, covers all costs plus allows us to offer free or reduced programs for families in financial hardship)
Air & Space at Your Place meets virtually on Zoom once a week on Wednesday from 3-4 PM PDT. | aerospace |
https://www.labrosseconsulting.ca/products/mavic-3-thermal--na--2-year-sp | 2024-04-15T08:29:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00319.warc.gz | 0.925664 | 480 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__41323356 | en | The Mavic 3 Thermal Enterprise is a commercial drone that is designed for industrial and professional applications that require thermal imaging capabilities. It is built on the foundation of the Mavic 3 Enterprise, with additional features to enhance its thermal imaging capabilities. The following are the specifications for the Mavic 3 Thermal Enterprise:
Thermal Camera: The drone is equipped with a FLIR Boson 640 thermal camera that has a resolution of 640 x 512 pixels and a frame rate of 30 Hz. It is capable of capturing both still images and videos in thermal mode, as well as in RGB mode with its 20 MP Hasselblad camera.
Flight Time and Range: The Mavic 3 Thermal Enterprise has a maximum flight time of 45 minutes and can cover a range of up to 10 kilometers.
Gimbal: The drone has a 3-axis gimbal that provides a stable platform for the thermal camera and allows for smooth and fluid movements during flight.
Obstacle Avoidance: The drone has a range of sensors and cameras that enable obstacle avoidance in all directions. This includes forward, backward, upward, and downward obstacle detection and avoidance.
Flight Modes: The Mavic 3 Thermal Enterprise has a range of intelligent flight modes, including ActiveTrack 4.0, Point of Interest, and Waypoints. These modes allow for precise and automated flight paths, making it easier to capture complex shots.
Durability: The Mavic 3 Thermal Enterprise is built to withstand harsh environments and tough conditions. It has an IP45 rating, which means it is resistant to water and dust, and can operate in temperatures ranging from -20°C to 45°C.
Connectivity: The drone comes with a remote controller that uses OcuSync 3.0 technology to provide a stable and reliable connection between the drone and the operator. It also supports DJI AirSense, which provides real-time information about nearby airplanes and helicopters.
Payload Compatibility: The Mavic 3 Thermal Enterprise is compatible with a range of payloads, including the DJI Zenmuse XT2, which combines a thermal camera and a visual camera.
Overall, the Mavic 3 Thermal Enterprise is a versatile and rugged drone that can be used in a wide range of commercial and industrial applications that require thermal imaging capabilities, such as search and rescue, inspection, and mapping. | aerospace |
https://www.newsnetnebraska.org/wooden-satellites-for-sustainable-space/ | 2023-12-04T12:39:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100529.8/warc/CC-MAIN-20231204115419-20231204145419-00126.warc.gz | 0.940718 | 280 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__143713864 | en | The plan aims to generate biodegradable space waste.
Together, NASA and JAXA are trying to launch the first wooden satellite by next year. It does not burn or rot in the vacuum of space, but rather disintegrates completely when it returns to the atmosphere.
he is called lignosateThe size of a coffee cup and made of magnolia wood.
The experiments were conducted in 2022 aboard the International Space Station as part of the “LignoStella Space Wood Project” program by Kyoto University and Sumitomo Forestry Company. Scientists were able to test three different types of wood: magnolia, birch and cherry, which were displayed in space inside a module for 10 months.
“Despite the harsh environment of space involving large temperature differences, exposure to cosmic rays and dangerous solar particles, tests showed no degradation or deformation,” the researchers said.
Magnolia wood was chosen because it is more resistant during processing.
Using wood would also solve the problem of light pollution caused by light reflected from space debris. The minerals they are made of increase the brightness of the night sky by about 10 percent, hindering the observation of deep space phenomena.
Image credits: Kyoto University, c. Tobiyama
“Internet trailblazer. Travelaholic. Passionate social media evangelist. Tv advocate.” | aerospace |
https://skyx.com/blog/ | 2023-12-04T10:50:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100527.35/warc/CC-MAIN-20231204083733-20231204113733-00332.warc.gz | 0.925585 | 322 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__110793231 | en | Unmanned aerial vehicles are indispensable in risk and disaster management.With the integration of AI and aerial systems, SkyX is revolutionizing aerial data acquisition and analysis
Ocean conservation efforts rely on having a deep understanding of the environment. Unmanned aerial vehicles give detailed insights into wildlife ecosystems.
Transmission line inspection presents many safety risks. New aerial technology from SkyX makes it safe to monitor this infrastructure.
A marriage of AI, high-tech cameras, thermal sensors, and UAVs. We explore revolutionary drone employment in the fight against crime and improving public safety.
Pipeline leaks are notoriously difficult to detect and threaten the environment and human life. But SkyX aerial data and UAVs find leaks efficiently.
What’s the difference between UAVs and autonomous drones? Discover how autonomous drone technology is quickly improving operations across industries.
Emerging technologies are improving border control effectiveness. We explore the challenges and new tech helping to combat illegal border crossings.
Pipeline safety monitoring is critical to prevent health and safety disasters. We look at revolutionary technologies to detect and monitor potential issues.
Oil and gas companies are finding new ways to lessen their environmental impacts through technology like aerial data capture.
Source: Unsplash Midstream oil and gas companies have a range of tools available to detect threats to pipelines, but perhaps none so useful as uncrewed vehicles. Also referred to as unmanned aerial vehicles (UAVs), these devices monitor local environments from above, flying great distances to detect pipeline problems from afar. UAVs present a cost-effective, environmentally […] | aerospace |
https://www.ibtgroup.com/en/press/eurofinsa-build-new-swiftair-hangar-adolfo-suarez-madrid-barajas-airport | 2020-05-30T14:22:07 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347409337.38/warc/CC-MAIN-20200530133926-20200530163926-00063.warc.gz | 0.923379 | 288 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__108027405 | en | Eurofinsa to build the new Swiftair hangar at the Adolfo Suárez Madrid-Barajas Airport
• This new hangar will make it possible for maintenance to be performed on up to four Boeing 737 aircraft at the same time, generating more than 200 new jobs.
• This project includes an aircraft parking apron plus storage and office space.
Madrid, 7 September 2016 Eurofinsa, Spain’s leading group of companies in the development of public works, has been selected by the Swiftair airline company to build an aircraft maintenance hangar at the Adolfo Suárez Madrid-Barajas Airport.
This project, the works for which will be supervised by the engineering firm Assad Desarrollo, will consist of a hangar totaling 30 meters in height and 6,400 meters of open-bay floor space, making it possible for maintenance to simultaneously be performed on four aircraft. On the exterior, a parking apron and a 2,000 m2 building will be built to be used as storage and office space.
The hangar will be outfitted with cutting-edge technology, including the most advanced MRO (Maintenance, Repair and Operations) equipment. All aspects respecting the environment have been taken into account in the hangar’s construction, including energy-efficient building construction. The hangar is anticipated to be officially opened for use 14 months immediately following the final approval of the project. | aerospace |
https://www.prokerala.com/travel/airlines/air-burkina.html | 2021-09-21T15:36:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057225.38/warc/CC-MAIN-20210921131252-20210921161252-00665.warc.gz | 0.759916 | 232 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__17277775 | en | Air Burkina - Airline Information
About Air Burkina, the airlines company based in Burkina Faso. Find the IATA Code, ICAO code and call sign of Air Burkina. Also find the domestic and international airports to which Air Burkina flights operate service.
|IATA : 2J||ICAO : VBW|
|Callsign : BURKINA||Country : Burkina Faso|
Know more about Air Burkina, Burkina Faso
Destinations and Airports to which Air Burkina Flights Operate Service
Given below is a list of airport to which the Burkina Faso based Air Burkina Flights operates service. Find the international as well as domestic airports (airports in Burkina Faso) to which Air Burkina flies.
Enter the name of a country or city or airport in the search box below to know if Air Burkina flights fly to that destination.
Dakar-Yoff-Léopold Sédar Senghor International Airport,
Felix Houphouet Boigny Airport,
Abidjan, Ivory Coast | aerospace |
http://www.muldrake.com/grissom24.html | 2020-04-09T08:21:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371830894.88/warc/CC-MAIN-20200409055849-20200409090349-00502.warc.gz | 0.970372 | 355 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__43827748 | en | Apollo 1, the first manned mission in the Apollo Program was undergoing routine tests on the launch pad at Cape Canaveral, on January 27, 1967. Suddenly, and without warning, a fire broke out inside the spacecraft, and almost instantly, the three astronauts aboard perished.
After the tragic fire, NASA delayed the Apollo program to take time to add safety features and to take precautions to prevent accidents like that from occurring on similar spacecraft. The fire aboard Apollo 1 started when sparks flew from electric wiring in the spacecraft's systems.
In the book entitled We Seven© 1962, written by the first seven astronauts themselves, Grissom said,
"If my country decided that I was 1 of the better qualified people for this new mission, then I was proud and happy to help out."
Grissom also explained to a NASA psychiatrist that he was aware of the dangers of flight, but he saw no gain in worrying about them. Instead of being anxious about his upcoming space flight, he worried about doing a good job.
Gus Grissom was one of the people who understood the risks involved with anything that deals with progress. He gave the ultimate sacrifice, his life, to pave the way for astronauts to go to the Moon. However, the three astronauts of Apollo 1 did not die in vain.
After the tragedy, NASA took measures to reduce the danger of fire that included the use of noncombustible materials, wherever possible. Scientists modified the circuitry within the Apollo spacecraft, and placed metal troughs over all exposed areas, to avert damage to connected wiring.
Scientists also redesigned the hatch of the spacecraft, enabling it to be unlocked from the inside within five seconds. This would allow the crew to be able to escape within half a minute. | aerospace |
http://stockjunction.com/64-industrial/aerospace | 2021-01-20T17:22:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703521139.30/warc/CC-MAIN-20210120151257-20210120181257-00507.warc.gz | 0.899198 | 271 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__105959791 | en | Rockwell Collins to Acquire B/E Aerospace for $8.3 Billion in Total Consideration
CEDAR RAPIDS, Iowa & WELLINGTON, Fla. -- Rockwell Collins (COL), a global leader in high-integrity solutions for aerospace and defense, and B/E Aerospace (BEAV), the world’s leading manufacturer of aircraft cabin interior products, today announced that they have entered into a definitive agreement under which Rockwell Collins will acquire B/E Aerospace for approximately $6.4 billion in cash and stock, plus the assumption of $1.9 billion in net debt.
This Smart News Release features multimedia. View the full release here:http://www.businesswire.com/news/home/20161023005021/en/
Under the terms of the agreement, each B/E Aerospace shareowner will receive total consideration of $62.00 per share, comprised of $34.10 per share in cash and $27.90 in shares of Rockwell Collins common stock, subject to a 7.5% collar. This represents a premium of 22.5% to the closing price of B/E Aerospace common stock on Friday, October 21, 2016.
Read more: B/E Aerospace ( BEAV )
Published: 24 October 2016
Written by Editor | aerospace |
https://protect3.com/efast/ | 2023-09-30T10:39:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510671.0/warc/CC-MAIN-20230930082033-20230930112033-00806.warc.gz | 0.809688 | 347 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__306147986 | en | The FAA Accelerated and Simplified Tasks (eFAST) is the FAA’s preferred contracting vehicle for small business contracts. eFAST streamlines the procurement process for all stakeholders using a web-based acquisition tool and automated workflows compliant with applicable FAA standards. eFAST supports the following contract types:
Firm-Fixed Price, Cost Reimbursable, Time and Materials, Labor Hour, and others as appropriate.
ES can apply to:
Systems Engineering, System Analysis, Specialty Engineering, System Security, Hardware Engineering, Software Engineering, Configuration Management, Quality Assurance, Test, Acoustical, Aeronautics, Aerospace, Astrophysics, Chemical, Civil, Combustion, Communications, Construction, Electrical, Environmental, Erosion Control, Geological, Geophysical, Heating, Human Factors, Hydraulics, Industrial, Logistics, Manufacturing, Marine, Mechanical, Nuclear, Operations Research, Developing Training Materials, Air Traffic Operations Analysis/Design/Development, Air Traffic Safety System Analysis/Design/Development, Air Traffic Management Analysis/Design/Development, Air Traffic Operations Training, Air Traffic Safety System Training, Air Traffic Management Training, Training.
Information Analysis/Business Intelligence, Database Analysis/ Design/Development, Computer Program, Analysis/Design/Development, Computer System Analysis/Design/Development, Web Site Analysis/Design/Development, Graphic Design, Computer System Server Analysis/Design/Test, Developing Training Materials, Training, Information Assurance Analysis/Test, Enterprise Architecture, Information.
Technology Systems Architecture, Network Analysis/Design/Test, Computer System Quality Assurance, Software Engineering, Graphic Design. | aerospace |
https://flyhaa.com/helicopter/courses/specialized-helicopter-training/ | 2023-02-08T04:01:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500671.13/warc/CC-MAIN-20230208024856-20230208054856-00171.warc.gz | 0.913686 | 496 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__297276542 | en | Add to your skills with specialized training.
If you want to prepare for a more challenging and exciting career, it’s a great idea to add specialized training to your Professional Pilot Program and further enhance your skills. It’s your chance to further pursue the helicopter pilot career path that interests you most.
External Load Course
Fire suppression, logging and rescue operations are just some of the helicopter career fields that require proficient skill in flying with an external load. Flying external load or “long lining” requires a whole new skill set, vertical reference. Vertical reference means you’re no longer looking forward to safely manipulate the helicopter controls but looking beneath you while safely flying the aircraft. Our External Load Course also teaches our pilots the skills necessary to help with ground operations, including attaching and detaching loads and guiding a load to a specific drop point. The course starts with basic technique in a variety of aircraft of your choice, including the R44 and Bell 206B3. From there the course transitions into more advance technique including real life application insuring you’ll be ready for the rigors of flying external load.
Mountain Flying Course
Many helicopter jobs require proficient skill flying in mountainous terrain and northwestern Oregon is the perfect place to learn. Whether it’s the Cascades or the Coastal Range, you’ll obtain the skills necessary to safely operate in mountainous areas. Our Mountain Flying Course consists of both flight and ground classes in which you will learn mountain flying theory and control technique. Confined area operations, pinnacle landings and wind finding techniques are a few of the new skills you acquire during this course. We offer the Mountain Flying Course in the R22, R44 and Bell 206B3. Our Part 141 Mountain Flying Course will give you the knowledge and skill to safely navigate any terrain the mission may call for.
Turbine Transition Course
Once you’ve mastered the skills of piston aircraft, it’s time to transition into the larger more powerful turbine helicopters. This course covers turbine theory, power management, systems, operational considerations and care of the aircraft. Hillsboro Aero Academy’s flight school is very unique in that we have a close partnership with our sister company, Hillsboro Aviation. This partnership gives us access to instructors who have numerous hours of real-world turbine experience. With experienced instructors and Bell helicopters, Hillsboro Aero Academy is the perfect place to receive your turbine transition training. | aerospace |
http://www.kxii.com/news/headlines/Pilots-compete-in-the-18th-annual-Lone-Star-Aerobatic-Championship-264053821.html | 2018-04-20T03:26:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125937113.3/warc/CC-MAIN-20180420022906-20180420042906-00500.warc.gz | 0.959119 | 426 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__41756742 | en | GRAYSON COUNTY, TX -- Dozens of pilots from all over the state are taking off from North Texas Regional Airport - Perrin Field this weekend to compete in the Lone Star Aerobatic Championships.
The contest kicked off at 10 A.M. Friday morning and will go on until 7 PM Friday night.
News 12 spoke to one pilot competing this weekend about the skill and preparation that goes in to this competition.
More than 30 pilots from around the state will take to the skies to show off their skills in the Lone Star Aerobatic Championships Friday and Saturday.
NTRA Airport Director, Mike Shahan, says the public is invited to come out and watch all the stunts for free.
"It's just like an airshow watching those pilots fly," Shahan said.
Pilots can compete in five categories: primary, sportsman, intermediate, advanced, and unlimited.
Shahan says it's a great way for pilots to sharpen their skills.
"An aerobatic pilot is probably the best there probably is because they know how to fly in unusual latitudes and stuff like that," Shahan said.
Curt Richmond has been competing in the Championships for four years and says aerobatics pilots practice year round to be ready for this event.
"Doing just some very benign maneuvers and what we would call unusual latitudes," Richmond said. "We learn to recover, we learn what it feels like to feel g's, to fly upside down, and then we start practicing more."
Shahan says the competition not only benefits the airport and pilots but it also provides a lift to the Grayson County economy.
"You know they're staying in hotels, eating out, the businesses on the airport like Lake Texoma Jet Center is selling them fuel, there can be some aircraft maintenance, and just a whole lot," Shahan said.
Pilots will compete until 7 P.M. Friday night if you want to come out and watch for free.
They'll start back up tomorrow around 9 A.M until mid afternoon, weather permitting. | aerospace |
https://www.luftwaffedata.co.uk/index.php/Aufkl._Gr._122_Aug_1944 | 2021-09-27T04:30:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058263.20/warc/CC-MAIN-20210927030035-20210927060035-00257.warc.gz | 0.854555 | 2,882 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__224286546 | en | Aufkl. Gr. 122 Aug 1944
August 1944 – Continued sorties to the Sardinian Harbours -these were ultimately unsuccessful demonstrating that the use of boosted Ju 188s in daylight was not feasible.
2(F)./122 flew approximately 85 sorties during August. 2, 4 and 6 staffeln flew a large number of transfer/positioning flights between Bergamo and Ghedi. Finally 2(F)./122 moved from Bergamo to Ghedi on the 8-9th August, thus enabling 2(F)./122 to reach more targets with it’s Me 410s than could be reached from Bergamo.
1 Aug 1944 - 2(F)./122s Sta.Kapitan, Hptm Weinand flew his last sortie for the unit in Me 410 F6+EK, the sortie lasted two hours. 6(F)./122 lost a Ju 88 which crashed at Vercelli. 2(F)./122 transferred an Me 410 to Bologna.
|1 Aug 1944||6(F)./122||Ju 88T-1||F6+OM||430759||Crashed at Vercelli killing Uffz Klemm.|
2 Aug 1944 – 6(F)./122 reported two Ju 88s missing from sorties performed overnight between 1 and 2 Aug.
2(F)./122 sent off it’s mission from Bologna at approx. 0515 the aircraft subsequently returned to Bergamo.
At 1530 (F)./122 sent a Ju 188 to photograph Bizerta but it aborted the sortie due to a failed air-warning radar.
4(F)./122 reported a Ju 88 lost on operations.
|1/2 Aug 1944||6(F)./122||Ju 88D-1||F6+CP||430145||Missing. Uffz R. Beck and crew MIA. Possibly shot down off Algiers.|
|1/2 Aug 1944||6(F)./122||Ju 88A-4||F6+NP||300219||Missing. Uffz F. Wentzlaff and crew MIA. Failed to return from a sortie to Ancona/E Italy - F/L Robert Edward Reynolds of 255 Sqn, flying a Beaufighter VIf, claimed a Ju 88 15m N.E. Ancona that corresponds to the loss of this Ju 88A-4.|
|2 Aug 1944||4(F)./122||Ju 88||F6+??||Possibly shot down by Beaufighter of 417th NFS 27 miles off Cape Corse.|
4 Aug 1944 – 6(F)./122 recorded the loss of a further aircraft.
|4 Aug 1944||6(F)./122||Ju 88||Shot down by a night fighter - location not reported, 100%, 4 MIA.|
5-6 Aug 1944 – 4(F)./122 lost a Ju 88 to a technical failure.
Lt. Fritz Lauter and the crew of F6+GL (3(F)./122), on temporary attachment to 1(F)./123, took off from Paris/Buc at 2330 hrs on 5 Aug 1944 to carry out a night recce sortie to photograph the roads leading into Dinan, over which Allied tanks and transport were thought to be advancing. For this sortie the plane was equipped with two cameras, fitted just forward of the tail unit, and carried 10 flash bombs, stowed four-two-four in the bob bay. The crew were told that on completion of their sortie they were to return to Orly or any other suitable airfield in the vicinity of Paris, since Buc was considered to be too small for safe night landings.
After take-off the pilot flew on a direct course at an altitude of 100-150 metres, and began to climb on nearing the objective in conditions of 1/10th cloud and bright moonlight. When flying at 4,000 metres on a westerly course, and some 10 minutes flying time from Dinan, the aircraft was attacked from below by a nightfighter and set on fire. The flames spread rapidly and the pilot gave the order to bale out. The radio operator and the two gunners abandoned the plane which then crashed before the pilot and observer could get out.
|5-6 Aug 1944||4(F)./122||Ju 88D-1||F6+HM||430796||Aircraft suffered engine failure 10Km east of Ravenna. Ltn Mader and three crew killed in the crash.|
|6 Aug 1944||3(F)./122||Ju 188||F6+GL||Shot down by a night fighter while on a night photo recce of the main roads leading to Dinan/Brittany over which U.S. armor and motor transport were believed to be moving, 100%.
Obfw. Hans Müller (KIA), Lt. Fritz Lauter (KIA), Fw. Walter Eppel (POW), Obfw. Albert Klauser (MIA), Uffz. Josef Polcher (POW).
8 Aug 1944 – 6(F)./122 lost yet another aircraft to nightfighters and 4(F)./122 lost an aircraft to friendly fire.
|8 Aug 1944||6(F)./122||Ju 188F-1||F6+FP||280229||Shot down by a nightfighter of 255 Sqdn at 0410. Aircraft crashed at Borella. Uffz G. Rissman and crew killed.|
|8 Aug 1944||4(F)./122||Ju 188D-2||F6+EM||290172||Shot down by Axis flak near Venice. Fw G. Freytag and crew killed.|
9 Aug 1944 – 6(F)./122 sent a Ju 88A-4 out over the Adriatic from Bergamo to search for allied shipping, this aircraft was shot down and crashed NW of Ancona.
|9 Aug 1944||6(F)./122||Ju 88A-4||F6+DP||550209||Shot down by 255 Sqdn Beaufighter and crashed into the sea 40 miles NW of Ancona. Crew rescued by Walrus except for Ogfr. W. Haas MIA.|
Bergamo-Serate Airfield was attacked by B-26s of 42d BW USAAC. 6(F)./122 lost all of it’s FuG200 equiped aircraft.
10 Aug 1944 – 2(F)./122 continued it’s move from Bergamo to Ghedi – F6+KK flew a mission from Bergamo and returned to the new base at Ghedi on completion. Also F6+DK, a new delivery, flew in to Bergamo from Neuruppin via Munich.
2(F)./122 sent F6+IK out from Ghedi at 19.00 on a reconnaissance of the Tyrrhenian, this aircraft was lost to Spitfires.
|10Aug 1944||2(F)./122||Me 410A-3||F6+IK||170087||Shot down by Spitfires while on a reconnaissance mission to the Tyrrhenian Sea. Ltn. D. Stämmler and Uffz. A. Karsch MIA.*|
At 1930 F6+GK (v.d.daele and Blaschek) left Ghedi on a mission that lasted 90 minutes.
At 2155 Ju 88 F6+NP of 4(F)./122 was sent out on a 6 hour mission from Bergamo.
13 Aug 1944 – 2(F)./122 sent up two early morning missions, then two further sorties were despatched – they were:-
Me 410 F6+GK (W. Nr. 170150 Fhr. R. Hesse and Uffz. H. Seegert) was sent from Ghedi at 1928 on a photo-recce mission to the sea to the east and north of Corsica.
Me 410 F6+KK (Bayer and Lensing) was despatched at 1925 (approx) to perform a reconnaissance of the sea between La Spezia and the French Riviera.
|13 Aug 1944||2(F)./122||Me 410A-3||F6+GK||170150||Took off from Bergamo/ Seriate at 19.28. Shot down by Spitfires 32 km off La Spezia. Fhr. R. Hesse rescued by Catalina but Uffz. H. Seegert MIA*|
A 4(F)./122 Ju 88 F6+NP completed a night mission from Ghedi without problems.
14 Aug 1944 – Me 410 SO+MI flown in to Ghedi from München-Riem landing at 19.10 following a one hour flight.
15 Aug 1944 – 2(F)./122 lost an Me 410B-3 and another aircraft F6+FK was damaged in an accident at Treviso.
|15 Aug 1944||2(F)./122||Me 410B-3||F6+DK||190124||Took of from Bergamo/ Seriate at 04.58. Crashed and burned 20km NW of Mantua. Ltn Fischer KIA but Uffz Kemna was unhurt.*|
16 Aug 1944 – 2(F)./122 sent Hptm Weinand in F6+CK from Ghedi to Bettola, unfortunately the aircraft was damaged in the process.
25 Aug 1944 – 2(F)./122 mounted two early-morning and two evening sorties. In addition two aircraft of 6(F)./122 - F6+LP and F6+HP - returned to Bergamo after a three day lay over at Ghedi.
29 Aug 1944 – 4(F)./122 lost a Ju 188 to unknown circumstances.
|29 Aug 1944||4(F)./122||Ju 188D-2||F6+MM||150227||Missing from night operation – Uffz H Vossen and three crew MIA.|
29 Aug 1944 – 2(F)./122 sent Lt Klinke and Ogfr. Misch on an evening sortie to the Ligurian Sea. They departed Ghedi at 19.10 crossing the coast in the vicinity of Borgetto Santo (way point 04 Ost 8572) SE of Savona; flew on a southerly course to a point approx. 200 kms SE of Nice (04 Ost 8476); their flight then took them to 35 km north of Capri (04 Ost 9482); they recrossed the Italian coast south of Campodonico (04 Ost 9554) for the return flight through cloud across the Apeninnes and the Po valley, returning to Bergamo at 20.33.
The weather over the sea included 3-4/10 stratus cloud at 200 to 500m.
In the entire sortie there had been no sighting of the enemy and the mission was abandoned north of Capri due to the coming of darkness.
30 Aug 1944 – 3(F)./122 transferred on or about this date from Soesterberg to Quakenbrück/NW Germany, still under Stab/Aufkl.Gr.(F) 123.
31 Aug 1944 – Two Ju 188s (F6+BP and F6+LP)arrived at Ghedi at approx 0500 (GMT) from Bergamo. Late afternoon 2(F)./122 despatched two Me 410 sorties, one aircraft returning after 26 minutes and departing again a few minutes later. (F6+CK of Ofhf W Grigoliet and Uffz W Habicht). Both of these aircraft had returned by 1840.
At 1942 6(F)./122 sent off a Ju 188 (F6+FP) on a sortie – it is believed that it returned to it’s home base on completion (Bergamo).
Strength Returns of 31 Aug 1944 recorded the following:-
Stab./122 - 0 Aircraft
1(F)./122 – 7 Me 410A-3 & 4 Me 410B-3
2(F)./122 – 5 Me 410A-3 & Me 410B-3
3(F)./122 - 2 Ju 188D-2, 1 Ju 88T-1 and 1 Ju 88T-3
4(F)./122 - 6 Ju 188D-2, 3 Ju 88T-1 and 6 Ju 88T-3
5(F)./122 – 5 Ju 88D-1 and 1 Ju 188D-2
6(F)./122 – 7 Ju 188D-2 and 1 Ju 188F-1
- Andy Fletcher posting to Luftwaffedata Bulletin Board - June 9 2006
- LdZ - ADI(K) 479/44.see also - http://www.absa3945.com/Pertes%20Bretagne/Cotes%20Armor/6%20aout%2044/corseul.html
- Startkladde 2(F)./122 – this aircraft was originally a Me 210A-1 being build in March 1942 and converted in 1943.
- H Oliver Harms – Klinke Papers
- LdZ - NARA/WashDC: RG 242/T-971 roll 8 frame 545; ADI(K) report; PRO/London: DEFE 3 ULTRA Signal. | aerospace |
https://www.ruetir.com/2023/02/6-russian-balloons-assault-ukrainian-capital-partly-shot-down/ | 2023-06-10T14:02:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224657720.82/warc/CC-MAIN-20230610131939-20230610161939-00528.warc.gz | 0.950228 | 395 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__113826652 | en | Six Russian balloons overran the Ukrainian capital, some of which were shot down by the Kiev air defense system. Photo/REUTERS/Gleb Garanich
KIEV – Six balloons Russia had invaded the Capital’s airspace Ukraine , Kiev, and most of them have been shot down by air defense systems. This was conveyed by the military administration of Kiev, Thursday (16/2/2023).
The balloons likely carried corner reflectors and reconnaissance equipment, but Ukrainian officials did not specify when they flew over the capital, despite an air warning being issued over Kiev on Wednesday.
“According to the information that is now being clarified, this is a balloon moving in the air under the impulse of the wind,” the military administration of Kiev wrote on Telegram.
“The purpose of the balloon launch may be to detect and weaken our air defenses,” the administration continued, as quoted by Al Jazeera.
Also read: Russia Responds Strongly to China and US Spy Balloons
Shortly before the announcement, Ukrainian Air Force spokesman Yuriy Ihnat said Russia, which invaded Ukraine since February last year, could use the balloons in a new attempt to maintain its stockpile of reconnaissance drones.
“Reconnaissance drones like the Orlan-10 are being used less frequently (by the Russians), and they’re thinking, ‘Why don’t we use these balloons?’ So they used it,” Ihnat told Ukrainian television.
He later confirmed that air raid sirens wailed over the capital on Wednesday due to balloons flying overhead.
Russia has yet to comment on reports of its six balloons invading Kyiv airspace.
According to a report from the International Institute for Strategic Studies (IISS), in addition to a shortage of drones, Russia has lost about half of its battle tanks since its invasion of Ukraine a year ago.
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https://instapundit.com/235608-2/ | 2023-09-24T00:19:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506539.13/warc/CC-MAIN-20230923231031-20230924021031-00237.warc.gz | 0.951636 | 253 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__297868544 | en | BOB FORWARD SMILES: How Do You Fly to Alpha Centauri in Just 20 Years? Ride a Laser Beam. “In the 1960s, the physicist and space futurist Robert Forward proposed a radical method of sending a spacecraft to the stars. Roughly speaking, the idea was to attach the spacecraft to a large light sail, and then push it by illuminating the sail with an enormous laser. Forward suggested that a powerful laser could accelerate a spacecraft to a large fraction of the speed of light, allowing it to reach some of our nearest stellar neighbors within a few decades. Until very recently, this idea remained solidly within the realm of science fiction. But today the outlook is beginning to change. In April, the physicist-turned-internet-billionaire Yuri Milner, together with Stephen Hawking and other notable scientists and engineers, announced that the Breakthrough Foundation would begin funding work on the concept of a laser-propelled starship, with the long-term goal of reaching the closest neighboring star system to our own, Alpha Centauri.”
InstaPundit is a participant in the Amazon Services LLC Associates Program, an affiliate advertising program designed to provide a means for sites to earn advertising fees by advertising and linking to Amazon.com. | aerospace |
http://abclocal.go.com/wabc/story?section=news/local/long_island&id=9088039 | 2013-12-20T14:51:27 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1387345771844/warc/CC-MAIN-20131218054931-00037-ip-10-33-133-15.ec2.internal.warc.gz | 0.946667 | 483 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__152616787 | en | Long Island News
Small plane lands on a highway in Babylon
BABYLON (WABC) -- The pilot is a stunt pilot, but this was no stunt.
The small plane landed on a Deer Park Avenue (Route 231) near John Street in Babylon around 12:50 p.m.
"I was on the way back to the airport, there was a horrible vibration and the engine seized," pilot David Windmiller said.
The propeller snapped off, but thankfully veteran stunt pilot David Windmiller knew to control his nerves and find a safe place to put the plane down.
"I had to find a good place to land not to hurt anyone or the aircraft or myself. And I found a spot on 231 in between some cars and trucks, and there's not a scratch on the airplane or myself. I'm really lucky thank God," he said.
Windmiller is a Long Island based stunt pilot. He's been flying planes since he was 14.
He was practicing for the Jones Beach Air Show later on this month.
He was just about to land when the engine blew.
Crews later hauled the plane away back up Route 231
"This is my life flying. I fly a tremendous amount of hours a year and I have a lot of experience with it and part of flying unfortunately is dealing with emergencies," he said.
Why the engine blew remains under investigation.
long island, suffolk county, babylon, plane emergency, long island news, kristin thorne
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https://www.realhistoryonline.com/aviation/heinkel-he111-bomber/ | 2023-10-02T17:57:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00878.warc.gz | 0.946716 | 2,499 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__188224733 | en | Heinkel He-111, Germany’s Most Potent WW2 Bomber
– German medium bomber, one of the main bombers of the Luftwaffe (there were also modifications for torpedo bombers and attack aircraft). In total, more than 7,600 copies were built of various modifications, which makes this aircraft the second largest built German bomber in the Second World War.
He-111 Design History
In the early 1930s, German aircraft designer Ernst Heinkel decided to build the world’s fastest passenger aircraft (at the same time, such a task was skeptically perceived both by representatives of the German aircraft industry and by the new political leaders of Germany). Heinkel entrusted the design of the aircraft to the Gunther brothers, people who were new to his company.
The designed aircraft was superior to the existing Lockheed 9 Orion, which was a direct competitor to Heinkel’s design. The first example of the soon widely known Heinkel He 70 “Blitz” (German for “Lightning”) took off in 1932 and immediately began to break speed records. In its usual version, designed for four passengers, it could reach speeds of up to 320 km/h, although it was equipped with a single engine with a capacity of only 600 hp. The elliptical wing shape, already used by the Gunther brothers in the development of their own sports aircraft Bäumer Sausewind before joining the Heinkel company, became characteristic of all subsequent developments of the brothers.
The design attracted the attention of the Luftwaffe, which selected aircraft to be converted into medium bombers.
He 111 Bomber – Tactical and technical characteristics
- He 111V1 – prototype bomber, made its first flight on November 17, 1934.
- He 111V2 – passenger version (May 1935) – four seats were placed in the bomb compartment, and six more seats were placed in the fuselage behind. In 1936 it joined Lufthansa along with five newly built aircraft under the designation He 111 C-0.
- He 111V3 – bomber prototype. In addition to the main bomb bay, it had small bomb bays in the wings. Defensive armament – three MG 15 machine guns. Amplification of armament caused a decrease in speed to 275 km / h.
- He 111A-0 – 10 vehicles were built on the basis of the He 111 V3, two of them were used for flight tests, but the engine power turned out to be insufficient, and all vehicles were sold to China.
- He 111C-0 – six pre-production vehicles built, used by Lufthansa.
- He 111B-0 is a pre-production version, similar to the He 111 A-0, but with DB600A engines.
- He 111B-1 – production variant, similar to the B-0, but with DB600C engines and defensive armament consisting of three 7.9 mm MG 15 machine guns.
- He 111B-2 – a variant similar to the B-1, but with DB600CG engines and additional underwing radiators on both sides of the engine nacelles.
- He 111D-0 – Pre-production version with DB600Ga engines.
- He 111D-1 – Production aircraft, several built.
- He 111E-0 – Pre-production version similar to B-0, but with Jumo 211A-1 engines.
- He 111E-1 – Production version with bomb load increased to 2 tons.
- He 111E-3 – Production version.
- He 111E-4 – Half of the two-ton bomb load is placed on the outer holders.
- He 111E-5 – Equipped with multiple internal auxiliary fuel tanks.
- The He 111F-0 is a pre-production variant similar to the E-5, but with a new, simpler wing design (with a straight edge rather than a curved edge) and Jumo 211A-3 engines.
- He 111F-1 – production version, a batch of 24 vehicles built for export to Turkey.
- He 111F-4 – production version, adopted by the Luftwaffe.
- The He 111G-0 is a pre-production version of a transport aircraft with a new wing similar to that of the F-0.
- He 111 G-3 – also known as V14, was powered by BMW 132Dc radial engines.
- He 111 G-4 – also known as V16, powered by DB600G engines.
- He 111 G-5 – four machines with DB600Ga engines built for export to Turkey.
- He 111 J-0 – pre-production version of the torpedo bomber, similar to the F-4, but with DB600CG engines.
- He 111 J-1 – serial torpedo bomber, 90 built, later converted into bombers.
- He 111 P-0 is a pre-production version, equipped with a new straight wing, new glazing in the bow cockpit, Db601Aa engines and a lower gunner nacelle.
- He 111 P-1 is a production variant armed with three 7.9 mm MG 15 machine guns.
- He 111 P-2 – FuG III radio has been replaced with FuG 10.
- The He 111 P-3 is a dual-control trainer aircraft.
- He 111 P-4 – equipped with additional armor, three additional MG 15 machine guns and mounts for two external bomb racks.
- He 111 P-6 – Powered by DB 601N engines.
- He 111 P-6 / R2 – Damaged aircraft converted at the end of the war into Glider tugs.
- He 111 H-0 is a pre-production version similar to the P-2, but with Jumo 211 engines.
- He 111 H-1 – production version.
- He 111 H-3 – Similar to the P-4, but with Jumo 211A-3 engines.
- He 111 H-4 – equipped with Jumo 211D engines (replaced by Jumo 211F during production) and two external bomb racks.
- He 111 H-5 – similar to the H-4, but all bomb armament was placed inside the fuselage, the fuel supply was increased.
- He 111 H-6 – torpedo bomber, could carry two LT F5b torpedoes on external sling, equipped with Jumo 211F-1 engines, armed with six MG 15 machine guns and one 20 mm MG / FF cannon in the front gondola.
- He 111 H-8 – similar to H-3 or H-5, but with a device for cutting the cables of barrage balloons.
- He 111 H-8 / R2 – H-8, converted into glider towing vehicles, anti-aerostatic devices removed.
- He 111 H-10 – similar to the H-6, but with a 20 mm MG FF cannon in the ventral nacelle, equipped with a Kuto-Nase device for cutting the cables of the barrage balloons.
- He 111 H-11 – fully enclosed tail gunner’s cockpit, enhanced defensive armament and armor protection.
- He 111 H-11 / R1 – similar to the H-11, but with two coaxial machine-gun mounts on the sides.
- He 111 H-11 / R2 – Similar to the H-11, but converted into a glider towing vehicle.
- He 111 H-12 – a variant adapted to launch anti-ship radio-controlled missiles Hs 293A and equipped with a FuG 203b Kehl radio transmitter, the ventral gondola has been removed.
- He 111 H-14 – Spotter equipped with FuG Samos and FuG 351 Korfu radios.
- He 111 H-15 – torpedo bomber.
- He 111 H-16 – equipped with Jumo 211F-2 engines and enhanced defensive armament (13 mm MG 131 machine guns, coaxial 7.9 mm MG 81Z machine guns and one 20 mm MG / FF cannon.
- He 111 H-16 / R1 – Similar to the H-16, but with a 13 mm MG131 machine gun in a remotely controlled tail mount.
- He 111 H-16 / R2 – Similar to the H-16, but converted to a glider towing vehicle.
- He 111 H-16 / R3 – similar to the H-16, but turned into a spotter.
- He 111 H-18 – based on the H-16 / R3 variant, served as a night spotter.
- He 111 H-20 – Defensive armament similar to the H-16, but some aircraft are equipped with a remotely controlled tail unit.
- He 111 H-20 / R1 – adapted for transporting 16 parachutists, equipped with a landing hatch.
- He 111 H-20 / R2 – transport aircraft and glider towing aircraft.
- He 111 H-20 / R3 – night bomber.
- He 111 H-20 / R4 – carried up to 20 (twenty) 50 kg bombs.
- He 111 H-21 – Based on the H-20 / R3 variant, but equipped with Jumo 213E-1 engines.
- He 111 H-22 – reclassified and converted H-6, H-16 and H-21, adapted to launch V-1 missiles from the air.
- He 111 H-23 – Based on the H-20 / R1 variant, but powered by Jumo 213A-1 engines.
- He 111 R – high-altitude bomber project.
- He 111 Z-1 – two He-111 aircraft connected to each other by a fifth engine – was used as a towing vehicle for a heavy glider – Me 321
- The He 111 Z-2 is a long-range heavy bomber project based on the Z-1 variant.
- The He 111 Z-3 is a long-range reconnaissance aircraft based on the Z-1 variant.
The He 111 was the first German aircraft shot down over British territory in World War II.
On the night of October 5-6, 1941, two He-111s, sent from Crete to reconnoitre British transports to supply the 8th Army in North Africa, accidentally found an anchored transport Thistlegorm in one of the bays at the entrance to the Gulf of Suez. in the holds of which there was a large arsenal of explosives – anti-tank mines, artillery shells, cartridges and grenades. On the deck of the ship were two light tanks, two railway carriages and two steam locomotives. With a full moon, coming in from the stern and not encountering anti-aircraft fire, the planes attacked the transport. The bombs hit the fourth hold, which was loaded with ammunition. As a result of the explosions, the stern of the ship was torn off, the deck was littered with debris. At 01:30 the ship sank with a roll of about 45 ° at a depth of about 30 m.
On the night of June 22, 1941, the Heinkels bombed the border airfields, cities, and fortifications of the USSR.
On the night of June 22, 1944, the planes attacked the Poltava airfield, where American bombers landed after a “shuttle” raid. The raid involved up to 200 He-111H from KG 53 and KG 55, brought to the object by He-111H-16 / R3 targeting aircraft from III / KG 4. As a result of the strike, 44 B-17 bombers and 5 other aircraft were destroyed, and more 28 B-17s and 28 other vehicles were damaged. They also managed to destroy significant stocks of aviation gasoline. | aerospace |
https://www.thekickassgame.com/nasa-sees-otherworldly-wreckage-on-mars-with-ingenuity-helicopter.html | 2023-12-09T02:44:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100781.60/warc/CC-MAIN-20231209004202-20231209034202-00844.warc.gz | 0.943999 | 937 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__50478508 | en | The object resembles a traveling saucer that crashed on Mars.
And in truth it is.
Ideal of Convey Top quality
But it does not belong to aliens.
As a substitute, the wreckage is the work of NASA, a component called a backshell that detached through the landing of the Perseverance rover on the surface area of the crimson world in February 2021.
“There’s undoubtedly a sci-fi element to it,” Ian Clark, an engineer who labored on Perseverance’s parachute procedure, explained of pictures launched Wednesday. “It exudes otherworldly, does not it?”
Following shelling out a calendar year discovering the rocks of the crater it landed in, the Perseverance rover handed around its landing web page on its way to a river delta that the moment flowed alongside the western rim of the crater. The rover’s modest robotic companion, the helicopter Ingenuity, carries on to tag alongside.
Through its 26th flight last week, Ingenuity took 10 pics throughout its 159 seconds in the air masking 1,181 feet. All those display the backshell, or the prime 50 percent of the landing capsule that safeguarded Perseverance and Ingenuity as they plunged by means of the Martian environment. Nevertheless attached is the 70-foot-large parachute that slowed the vehicles’ descent.
The parachute and backshell detached from the rover at an altitude of 1.3 miles. A rocket-run process termed Skycrane took Perseverance the rest of the way to the surface, though the backshell and parachute landed extra than a mile away to the northwest.
The backshell, virtually 15 feet in diameter, strike the ground at about 78 mph, partially shattering. In any other case, anything seems to be in excellent shape — no evident signals of charring. The parachute seems to be intact as do the suspension lines connecting the parachute to the backshell. But engineers have just commenced scrutinizing the new images in depth.
“They say a picture’s worth 1,000 words and phrases, but it’s also worthy of an infinite amount of money of engineering comprehension,” Clark said.
Researching the stays of the backshell could establish useful for NASA’s following huge Mars experience — bringing back again rocks and soil from Mars to Earth for far more detailed research. That mission, referred to as Mars Sample Return, will want to set two landers on the surface — a rover to gather rock samples being drilled by Perseverance, and a small rocket to start the samples into orbit for a further spacecraft to decide on up to convey back to Earth.
“We use all of our best models, all of our ideal investigation equipment,” Clark stated. The images enable verify how properly the types and investigation worked, adding confidence to the versions in the long run.
Kenneth Farley, the mission’s undertaking scientist, was fascinated not just by the “truly spectacular” images of the hardware but also what the hardware happened to land on.
“Remarkably, this wreckage wound up correct on the speak to in between the two rock formations on the crater flooring,” Farley explained in an e-mail. The two formations, named Seitah and Maaz, both consist of volcanic rocks. But they are very diverse in composition. Seitah is prosperous in olivine that settled out of thick magma, most likely a lava lake. Maaz, which is on prime and consequently likely more youthful, has a composition comparable to most basaltic lava flows — total of minerals known as pyroxene and plagioclase but with minor or no olivine.
A line of rocks that runs from the backshell to an space just next to the parachute is where by the two formations fulfill. “We want to know how these rocks may possibly be related to every other,” Farley stated.
The mission’s experts ended up so intrigued by the geology that Ingenuity manufactured a further pass above the dividing line between Seitah and Maaz on Sunday. These pics will be sent back to Earth on Thursday.
Perseverance has also been active through its drives. On April 2, it took a collection of pictures of the smaller Martian moon Phobos passing in entrance of the sun, a partial eclipse by the potatolike item. In-depth measurements of Phobos’ orbit give hints about the interior framework of Mars. | aerospace |
http://www.dailydefencenews.com/isro-set-launch-back-satellite-keep-desi-gps-fully-operational/ | 2018-05-24T17:35:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794866733.77/warc/CC-MAIN-20180524170605-20180524190605-00534.warc.gz | 0.94934 | 283 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__121586538 | en | In an attempt to keep India’s regional navigation satellite system fully operational, the Indian Space Research Organisation (ISRO) is preparing to launch a back-up for IRNSS-1A, one of the seven satellites in the constellation, that has been hobbled by the failure of the atomic clocks on board.
The PSLV C39 mission, scheduled for late July or early August, will carry the new satellite named IRNSS-1H into orbit, K. Sivan, Director of Vikram Sarabhai Space Centre, told The Hindu.
Replacing IRNSS-1A became a priority for the ISRO after it was confirmed in January this year that all the three rubidium atomic clocks on board had stopped functioning. The space agency had decided on launching one of the two spare satellites after initial efforts to restart the clocks failed.
First of seven
IRNSS-1A is the first of the seven satellites comprising the Navigation Indian Constellation (NavIC), a multi-purpose satellite-based positioning system, envisaged as India’s alternative to the American GPS. NavIC has been designed to support vehicle tracking, fleet management, disaster management and mapping services besides terrestrial, marine and aerial navigation for India and its neighbourhood.
The system became operational in 2016 after the seventh satellite in the series was placed in orbit.
SOURCE : THE HINDU | aerospace |
https://nivilseoblog.wordpress.com/tag/aircraft/ | 2020-07-11T15:18:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655933254.67/warc/CC-MAIN-20200711130351-20200711160351-00380.warc.gz | 0.963322 | 1,054 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__148898808 | en | A cargo aircraft otherwise called freight aircraft,, tanker, airlifted or freight fly is a settled wing flying machine that is composed or changed over for the carriage of the payload as opposed to travelers. Such flying machine, as a rule, doesn’t consolidate traveler luxuries and for the most part highlight at least one substantial entryways for stacking load. Tankers might be worked by common traveler or payload carriers, by private people or by the military of individual nations (for the last observe military transport aircraft).
Flying machine intended for load flight ordinarily have highlights that recognize them from traditional traveler flying machine: a wide/tall fuselage cross-segment, a high-wing to enable the freight region to sit close to the ground, countless to enable it to arrive at ill-equipped areas, and a high-mounted tail to enable payload to be driven specifically into and off the air ship.
Load airplane speaks to a little extent of the general airship cargo showcase. The greater part is conveyed in uncommon ULD compartments in the load holds of typical traveler flying machine.
Types of cargo aircraft
Derivatives of non-cargo aircraft: Existing air payload subsidiaries of traveler planes have been extremely fitting. For instance, the Boeing-747-200F has ended up being the enormous payload toiler of the air freight armada and could proceed unmodified for various years. Every subordinate vessel has the advantage of having a large portion of its improvement costs as of now evaluated against the exchange of its traveler proportionate. Moreover, the budgetary game plans for purchasing the plane have just been built up and there is a very short lead time before creation (when contrasted with all new air ship). A principle disadvantage of existing air freight flying machine is that they speak to more established innovation; in this manner, their direct working expenses are higher than what may be accomplished with current innovation. Furthermore, since they, for the most part, have not been planned particularly for cargo aircraft, stacking and emptying can cause issues; the air ship might be pressurized more than would normally be appropriate, and there might be device produced for traveler security that is a bit much for the load.
Dedicated civilian cargo aircraft: A devoted business aircraft is a plane which has been composed from the earliest starting point as a tanker, without any limitations caused by either traveler or military necessities. Throughout the years, there has been a question concerning the cost adequacy of such a plane, with some payload bearers expressing that they could reliably win a benefit on the off chance that they had such a flying machine. To help settle this difference, the National Aeronautics and Space Administration (NASA) chose two contractual workers, Douglas Aircraft Co. also, Lockheed-Georgia Co., to freely assess the likelihood of delivering such a tanker by 1990. This was done as a feature of the Cargo/Logistics Airlift Systems Study (CLASS). At equivalent payloads, committed freight flying machine was said to give a 20 percent lessening in the trip cost and a 15 percent diminish in aircraft value contrasted with other Cargo aircraft. These discoveries, be that as it may, are greatly delicate to suppositions about fuel and work costs and, most especially, to development sought after for air load administrations. Further, it disregards the focused circumstance realized by the lower capital expenses of future subordinate air freight flying machine.
The principle favorable position of the committed air tanker is that it can be planned particularly for airship cargo request, giving the sort of stacking and emptying, flooring, fuselage setup, and pressurization which are improved for its central goal. In addition, it can make full utilization of NASA’s ACEE comes about, with the capability of altogether bringing down working expenses and fuel use. Such a high overhead raises the cost of the plane and its direct working cost (on account of deterioration and protection expenses) and builds the budgetary dangers to financial specialists, particularly since it would be rivaling subsidiaries which have substantially little advancement costs per unit and which themselves have consolidated a portion of the cost-decreasing innovation.
Joint civil-military cargo aircraft: One advantage of a consolidated advancement is that the improvement expenses would be shared by the common and military segments, and the quantity of planes required by the military could be diminished by the quantity of common save planes bought via air bearers and accessible to the military if there should arise an occurrence of the crisis. There are some conceivable disadvantages, as the limitations executed by joint advancement, the disciplines that would be endured by both common and military planes, and the trouble in finding a hierarchical structure that approves their trade off. A few elements proper to a military flying machine would need to be rejected, on the grounds that they are not reasonable for a common vessel. Additionally, every plane would need to convey some weight which it would not convey on the off chance that it was freely outlined. This extra weight decreases the payload and the productivity of the business rendition. This could either be repaid by an exchange installment at securing or a working punishment pay installment. Most critical, it is uncertain that there will be a satisfactory market for the common variant or that it will be taken a toll focused with subsidiaries of traveler aircraft. | aerospace |
https://xcursioncentral.com/product/dji-mavic-3-quadcopter-with-remote-controller-renewed/ | 2023-06-02T05:47:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648322.84/warc/CC-MAIN-20230602040003-20230602070003-00052.warc.gz | 0.86476 | 672 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__176213050 | en | DJI Mavic 3 Quadcopter with Remote Controller (Renewed)
$2,049.00 - $1,689.99
(as of Apr 18,2023 05:25:08 UTC – Details)
Overview Capture stunning imagery with the legendary Hasselblad drone camera and enjoy a smooth flight with omnidirectional obstacle sensing. Every improvement on Mavic 3 sets a higher standard for aerial photography. Fly with Mavic 3 and discover imaging above everything. Features Adjustable Aperture for Every Scene Aperture is adjustable according to the needs of different scenes. In low-light environments, the f/2.8 aperture lets more light in; when the lighting is sufficient, aperture can be adjusted to lower the shutter speed for recording smoother, more natural footage. Wider FOV to See the Bigger Picture Weighing less than 13 g, the 24mm equivalent lens not only supports autofocus, it also has an 84° FOV to capture more in every frame. Focusing is Faster with VDAF Technology The Hasselblad camera on Mavic 3 drone features Vision Detection Auto Focus (VDAF) technology, which works with multiple vision sensors to utilize distance data and optimize focusing speed. FHD High-Frame-Rate Transmission with Visible Smoothness Mavic 3 is DJI’s first-ever camera drone able to transmit a 1080p/60fps live feed. This means the camera view is displayed at specifications close to what the camera actually records. It also makes Mavic 3 more responsive to your control. In the Box DJI Mavic 3 ×1 DJI RC-N1 Remote Controller ×1 DJI RC-N1 Remote Controller Control Sticks (pair) ×1 DJI RC-N1 RC Cable (USB Type-C Connector) ×1 DJI RC-N1 RC Cable (Standard Micro-USB Connector) ×1 DJI RC-N1 RC Cable (Lightning Connector) ×1 DJI Mavic 3 Intelligent Flight Battery ×1 DJI Mavic 3 Low-Noise Propellers (pair) ×3 DJI 65W Portable Charger ×1 DJI Mavic 3 Storage Cover ×1 Type-C Cable ×1
46 Minutes of Flight Time – Stay in the air longer and capture more with a breathtaking max flight time of 46 minutes. This lets you get all the shots you want on just a single battery.
Fly Safer – DJI Mavic 3 drone with camera is equipped with advanced Omnidirectional Obstacle Sensing. This lets you fly confidently and safely wherever you are.
Explore and Capture more – the DJI Mavic 3 drone offers a 15-kilometer max transmission range, which means you can fly farther to explore and capture more. And with the O3 Plus Transmission system, live feeds are smooth and stable.
Smart Return to Home – With a new Advanced RTH system, Mavic 3 camera drone can return to its home point on a fast, safe, and optimized route. Whether activated by low battery or the pilot, getting the quadcopter drone back to you during flight is easier than ever.
There are no reviews yet. | aerospace |
https://www.modellhobby.se/sv/tillbehor/80471-herpa-wings-flygplan-swissair-douglas-dc-3-neutrality-color-scheme-herpawings570558.html | 2021-12-05T08:46:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363149.85/warc/CC-MAIN-20211205065810-20211205095810-00229.warc.gz | 0.951245 | 123 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__89974064 | en | Flygplan Swissair Douglas DC-3 - neutrality color scheme
Delivered new in 1938, HB-IRO, and most Swissair aircraft in the early 1940s carried highly visible white and red stripes on fuselage and wings.
This was common practice during the Second World War to avoid any aircraft from Switzerland being shot down by mistake by any of the warring factions.
In 1955, the aircraft was sold to Ozark Airlines in the US where she several decades later flew at air shows throughout the country as N143D in Herpa colors
Made of metal | aerospace |
https://terra-drone.eu/en/ | 2021-05-07T19:42:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988802.93/warc/CC-MAIN-20210507181103-20210507211103-00586.warc.gz | 0.922939 | 170 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__134697445 | en | Accurate 3D models, volume calculations and LiDAR measurements carried out by professionals
Safe and fast visual and thermal inspections of hard to reach objects
We create high quality aerial visuals for real estate and industrial clients
Terra Drone Europe provides support for certification, regulations and choice of equipment
Partnership to provide full service inspections offshore
Skeye has included manned aircraft survey capabilities in the United Kingdom, through an exclusive partnership with Geoxphere.
Merger between Skycap and Skeye to become a market leader in drone services
Do not hesitate to contact us if you have a question about the use of drones in your business, regulations or the use of different sensors for surveys and inspections.Contact us
TDE holds an ISO 9001 and ISO 45001 certification as well as the Dutch Safety Management Accreditation VCA. | aerospace |
https://www.newyorker.com/magazine/2003/09/08/what-galileo-saw | 2023-03-24T04:11:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945242.64/warc/CC-MAIN-20230324020038-20230324050038-00781.warc.gz | 0.966806 | 1,967 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__41764129 | en | For the past eight years, the vintage spacecraft known as the Galileo Orbiter has been tracing a complex path between Jupiter’s four large moons. During this time, it has made detailed scientific observations and taken thousands of high-resolution photographs, beaming them to Earth, half a billion miles away. On September 21st, Galileo’s extended tour of Jupiter’s satellites will end, and it will hurtle directly toward the immense banded clouds and spinning storms of the largest planet in the solar system.
As the orbiter plummets toward Jupiter’s atmosphere, several of its observational instruments will send a live transmission to Earth, and this data stream could prove highly illuminating. Galileo may be able to confirm the existence of a rocky ring close to the planet—a feature that has long been suspected. Other instruments will convey information about the density and composition of the mysterious, smokelike “gossamer rings” suspended inside the orbit of Amalthea, a moonlet near Jupiter.
At 2:57 p.m. Eastern Daylight Time, Galileo will be travelling at a speed of thirty miles per second, and its boxy octagonal frame will start glowing red. Seconds later, it will be white-hot. By 3 p.m., many of its eighty-five thousand components will have separated from each other, and will continue to break up, becoming a hail of rapidly liquefying shrapnel. By the time the spacecraft’s remains are three hundred miles inside Jupiter’s atmosphere, where the temperature is twelve hundred degrees, all its aluminum components will have vaporized. At six hundred miles, its titanium parts will disintegrate. Jupiter is a gaseous planet, with a radius of forty-four thousand miles—big enough to contain all the other planets and moons of the solar system—and Galileo will have hardly penetrated its outermost atmospheric layer. Having just crossed Jupiter’s threshold, it will vanish, leaving no clues of its earthly origin or its complicated mission.
Obliteration is precisely what nasa intends for the spacecraft. The reason is that Galileo may still harbor some signs of life on Earth: microorganisms that have survived since its launch from the Kennedy Space Center, in Florida, in 1989. If the orbiter were left to circle Jupiter after running out of propellant (barring an intervention, this would likely happen within a year), it might eventually crash into Europa, one of Jupiter’s large moons. In 1996, Galileo conducted the first of eight close flybys of Europa, producing breathtaking pictures of its surface, which suggested that the moon has an immense ocean hidden beneath its frozen crust. These images have led to vociferous scientific debate about the prospects for life there; as a result, nasa officials decided that it was necessary to avoid the possibility of seeding Europa with alien life-forms. And so the craft has been programmed to commit suicide, guaranteeing a fiery, spectacular end to one of the most ambitious, tortured, and revelatory missions in the history of space exploration.
Although Europa wasn’t the only target of Galileo’s camera during its years in space, its pictures of this weirdly fissured sphere—many of which show icebergs that apparently rafted into new positions before being refrozen into the moon’s ice crust—produced euphoria among planetary scientists in the late nineties. They now speculate that Europa’s global ocean may be more than thirty miles deep, which would mean that the moon has considerably more water than Earth. As Richard Terrile, a member of the nasa division that designed Galileo, has said, “How often is an ocean discovered? The last one was the Pacific, by Balboa, and that was five hundred years ago.”
The orbiter also conducted forty flybys of planets and moons, far more than any other spacecraft. It was the first to swing close to an asteroid; the first to orbit one of the outer planets; the first to document fire fountains erupting from the surface of Jupiter’s volcanic moon, Io; and the first to fly through a plume from Io, a lurid yellow-orange sphere with an estimated three hundred volcanoes erupting at any given time. In July, 1994, Galileo provided direct observation of fragments of the Shoemaker-Levy 9 comet slamming into Jupiter; these collisions produced explosions more powerful than that of the largest H-bomb.
In recent years, when the mission was directed from Earth by a skeleton crew on a low budget and had absorbed more than four times as much of Jupiter’s fierce radiation field as it had been designed to withstand, Galileo’s systems faltered frequently, but it continued to make discoveries. Last November, for example, its scanner registered the presence of up to nine tiny moons orbiting close to Jupiter. In June, 2000, it oddly failed to recognize the bright star cluster Delta Velorium, which flickers in Vela, a constellation that can be seen in the Southern Hemisphere. Subsequent observations from Earth confirmed that this group of five stars contains a dual-sun system, with one of its component parts periodically eclipsing the other, resulting in the variable light output that puzzled the spacecraft’s instrument. Galileo thus became the first interplanetary space mission ever to make an interstellar discovery.
Conceived by nasa in the early seventies, Galileo had a rocky beginning; its early history was marked by a series of delays. Its entire flight plan had to be redesigned five times, both because its technical specifications kept changing and because the positions of the planets shifted between launch dates. It was trucked back and forth between California and Florida, and was disassembled, cleaned, stored, and then reassembled. Although the orbiter was an extremely sophisticated piece of technology for the seventies, when it finally went into space, in 1989, many of its systems were already out of date. (Its main processors were rebuilt versions of the RCA 1802 chip, which was used to run primitive video games like Pong.)
Galileo’s most critical pre-launch problem was a woefully underpowered solid-fuel booster that could barely propel the craft out of Earth’s orbit. It was able to get as far as Mars or Venus, but reaching the outer planets appeared to be impossible. Galileo had been specifically designed for shuttle deployment; after the explosion of the space shuttle Challenger in January, 1986, a newly safety-conscious nasa had decided that the orbiter’s original, liquid-fuelled booster—which was more powerful but also potentially more dangerous than a solid-fuel device—couldn’t be lofted alongside the shuttle’s human cargo. The spacecraft seemed to be on the verge of a one-way trip to the Smithsonian.
Trajectory specialists at nasa’s Jet Propulsion Laboratory set to work, attempting to figure out how to get Galileo to Jupiter with what amounted to a lawnmower engine under the hood. The man who eventually solved this puzzle was Roger Diehl.
I spoke with Diehl, who still works at the Jet Propulsion Laboratory, in July. He told me that his first idea was to get the spacecraft to Mars, and then use that planet’s gravity to hurl it all the way to Jupiter. “I would go to bed at night, and my wife said she could even hear me talking about trajectories in my sleep,” he recalled. But he eventually realized that because Mars had swung from its ideal position during one of Galileo’s launch delays, that approach wouldn’t work. “It turns out that Mars is so small that if you go out of your way to fly by Mars to get a gravity assist you usually won’t get a benefit,” Diehl said. “So then I said, ‘Well, let’s launch to Venus.’ ”
This was hardly an obvious solution. Venus is in the inner solar system, and Jupiter is very far in the opposite direction. Moreover, this approach posed a significant thermal problem: Galileo had not been designed to travel closer to the sun before heading toward the frigid space around Jupiter. “If anyone had talked to a spacecraft person, there would have been a reluctance. They would have said, ‘No, don’t do that,’ ” Diehl said, laughing.
But he came up with a daring new flight plan anyway. Galileo would fly to Venus, curve back, swing around the Earth, then fly around Earth a second time exactly two years later; this trajectory would act like a slingshot, flinging Galileo all the way to Jupiter. Diehl realized that such a course would take several more years than the original plan, but he was undeterred. “I said to myself, ‘I’m going to think of the problem as doing a tour of the planets of the solar system, with the goal of getting to Jupiter,’ ” he recalled. “I didn’t care how many years it would take.”
Diehl presented his boss, Bob Mitchell, with the unlikely scheme in August of 1986. Mitchell approved the concept, which was dubbed veega, for “Venus Earth Earth Gravity Assist.” Within days, Jet Propulsion Laboratory designers came up with a way to save Galileo from the harsh temperatures near Venus: they could attach lightweight, strategically placed sun shields that would protect it from intense heat. | aerospace |
https://www.uivermemorial.org.au/Eastern_Airlines.html | 2024-04-19T13:01:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817398.21/warc/CC-MAIN-20240419110125-20240419140125-00846.warc.gz | 0.965603 | 570 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__125239661 | en | Our DC-2-112 was one of 200 built by the Douglas Aircraft Company at Santa Monica, California in 1934. It was designated as serial no 1286 and delivered to Eastern Air Lines, New York as NC13736.
Our DC-2, NC13736 over New York City, 10 January 1935.
Eastern Air Lines was a composite of assorted air travel corporations, including Florida Airways and Pitcairn Aviation, the latter established on April 19, 1926, by Harold Frederick Pitcairn, son of Pittsburgh Plate Glass founder John Pitcairn, Jr.
In the late 1920s, Pitcairn Aviation won a contract to fly mail between New York City and Atlanta, Georgia on Mailwing single-engine aircraft. In 1929, Clement Keys, the owner of North American Aviation, purchased Pitcairn. In 1930, Keys changed the company's name to Eastern Air Transport, soon to be known as Eastern Air Lines after being purchased by General Motors and experiencing a change in leadership after the Airmail Act of 1934.
An Eastern Air Lines DC-2 over lower Manhattan.
In 1938 First World War flying ace Eddie Rickenbacker bought Eastern Air Lines from General Motors. The complex deal was concluded when Rickenbacker presented Alfred P. Sloan with a certified check for $3.5 million. Eastern Air Lines became one of America’s most successful airlines. It ceased operations in 1991.
An Eastern Air Lines DC-2, flown by Eddie Rickenbacker, at Harbour Grace Airfield, Newfoundland, 15 September 1936, on the occasion of the arrival of “Lady of Peace”, a Vultee V-1A which had made the first return flight across the Atlantic by the same crew in the same aircraft.
NC-13736 served as an Eastern Air Lines passenger aircraft until it was purchased in 1941, along with nine other remaining DC-2s, by the British Purchasing Commission in the USA, on behalf of the Australian Government as there was a desperate need for large capacity transport aircraft by the Royal Australian Air Force.
In 1941 the aircraft was brought on RAAF charge as A30-11. It had been disassembled by Eastern Air Lines for shipping and was reassembled at Laverton No.1 Aircraft Depot in Victoria.
Our DC-2 saw RAAF service with No.1 Service Flying Training School, No.1 Wireless Air Gunners School and as a transport vehicle. It crashed in 1945 at Parafield, SA during a forced landing.
See the full RAAF history of A30-11 here.
In October 1946, the airframe was sold to Sid Marshall of Marshall Airways, Mascot, NSW and put into storage.
The dismantled aircraft was was sold to the West Albury Rotary Club in 1979. | aerospace |
https://www.transportandlogisticsme.com/global-news/uae-announces-plans-for-second-emirati-built-satellite | 2021-05-17T19:45:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243992440.69/warc/CC-MAIN-20210517180757-20210517210757-00129.warc.gz | 0.93732 | 652 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__161630151 | en | 'MBZ-SAT' expected to be launched in 2023
His Highness Sheikh Mohammed bin Rashid Al Maktoum, Vice President and Prime Minister of the UAE and Ruler of Dubai, has announced a new satellite project called the MBZ-SAT.
This will become the second Emirati satellite to be fully developed and built by a team of Emirati engineers after the KhalifaSat.
To be developed at the Mohammed Bin Rashid Space Centre (MBRSC) in Dubai, the MBZ-SAT is expected to be launched in 2023, making it the most advanced commercial satellite in the region in the field of high-resolution satellite imagery.
The new satellite was named after His Highness Sheikh Mohamed bin Zayed Al Nahyan, Crown Prince of Abu Dhabi and Deputy Supreme Commander of the UAE Armed Forces, by His Highness Sheikh Mohammed bin Rashid Al Maktoum.
Bearing the initials of HH Sheikh Mohamed bin Zayed, the MBZ-SAT is yet another national achievement that strengthens the UAE’s position in the field of space science.
Commenting on the occasion, HH Sheikh Mohammed said: "The space sector is a key strategic sector that we strongly support, due to its role in improving the quality of life for people and providing humanity with innovative solutions for a better future.
"With the help of our national talent, we can raise the level of our ambitions and continue to support international efforts in the field of space science to serve the interests of both the region and the world.”
Launched into space in October 2018, KhalifaSat was the first satellite to be designed and completely developed in the UAE by a 100% Emirati team.
Work on the KhalifaSat started in 2013 and was the first satellite to be developed in the Arab world, ushering a new era in the field of space science and advanced technology for the region.
MBZ-SAT will be equipped with an automated system for arranging images round-the-clock, ensuring that it provides the highest quality standards of satellite images intended for commercial use globally.
As the fourth Earth observation satellite to be developed and launched by MBRSC,the project will strengthen the Centre’s efforts to expand its portfolio of imaging technologies and products for government agencies and commercial entities worldwide.
MBZ-SAT will contribute to meeting the growing commercial demand for high-resolution satellite images that will show details within an area of less than one square meter, which will be one of the most advanced features ever.
The 3m x 5m satellite, weighing in at around 700 kg, will improve image capture resolution by more than double what is capable in the previously launched system.
It will also increase the downlink data transmission speed by thrice the current capacity. The fully automated image scheduling and processing system of MBZ-SAT will also be able to produce more than 10 times the images the Centre produces currently.
The MBZ-SAT will be the first satellite capable of detecting a larger number of man-made as well as natural elements with a higher rate of precision and resolution, as compared to the current range of Earth observation satellites. | aerospace |
https://airlinesplanet.com/air-montmagny/ | 2023-11-30T23:51:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100258.29/warc/CC-MAIN-20231130225634-20231201015634-00835.warc.gz | 0.914522 | 2,753 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__74172421 | en | Imagine yourself soaring through the skies, experiencing the thrill of travel with Air Montmagny. In this article, you will discover a comprehensive overview of all the airlines in Canada, including detailed information on Air Montmagny. Whether you are a frequent flyer or a wanderlust enthusiast, this article aims to provide you with the essential details you seek to quench your curiosity about Air Montmagny and other airlines in the vast Canadian aviation landscape. So fasten your seatbelts and get ready for a delightful journey through the air!
Overview of Air Montmagny
Air Montmagny is a prominent airline operating in Canada, offering domestic and international flights to various destinations. With a rich history, strong fleet, exceptional customer service, and commitment to corporate social responsibility, Air Montmagny has established itself as a reliable and customer-oriented airline in the aviation industry.
Brief History of Air Montmagny
Air Montmagny was founded in 1980 with the aim of providing convenient and reliable air travel options to residents and visitors of Canada. Since its inception, the airline has grown steadily and expanded its operations to include both domestic and international routes. Over the years, Air Montmagny has gained recognition for its dedication to passenger safety, great service, and positive customer experience.
Ownership and Management Structure
As a privately owned airline, Air Montmagny benefits from a streamlined ownership and management structure. The airline is owned by a group of local investors who are committed to the growth and success of the company. The management team consists of experienced professionals with extensive knowledge of the aviation industry, ensuring efficient decision-making and smooth operations.
Headquarter Location and Operation Region
Air Montmagny’s headquarters is located in the picturesque city of Montmagny, Canada. Nestled in the heart of Quebec, Montmagny serves as the ideal base for the airline’s operations. Air Montmagny primarily operates in Canada, connecting various cities and regions across the country. Additionally, the airline has established partnerships with international carriers to offer passengers seamless connections to destinations outside of Canada.
Number of Aircrafts and Models
Air Montmagny boasts a modern and diverse fleet of aircraft. Currently, the airline operates a total of 25 aircraft, consisting of various models such as the Airbus A320 series and the Bombardier Dash 8-Q400. This diverse fleet enables Air Montmagny to cater to different flight distances, ensuring passengers have comfortable and efficient journeys.
Maintenance and Safety Records
Safety is of utmost importance to Air Montmagny. The airline ensures that all its aircraft are meticulously maintained and adhere to the highest safety standards. The maintenance records of Air Montmagny reflect the airline’s commitment to safety, with regular inspections and compliance with industry regulations. Passengers can rest assured knowing that their safety is a top priority when flying with Air Montmagny.
Air Montmagny recognizes the importance of environmental sustainability and actively engages in various initiatives to reduce its carbon footprint. The airline has implemented fuel-efficient flying practices, invested in newer aircraft models with lower emissions, and supported renewable energy sources. By prioritizing sustainability, Air Montmagny is working towards a greener and more sustainable future in the aviation industry.
Services and Amenities
Onboard Facilities and Services
Passengers flying with Air Montmagny can look forward to a comfortable and enjoyable journey. The airline provides a range of onboard facilities and services to enhance the travel experience. Spacious seating, in-flight entertainment options, and complimentary snacks and beverages are offered to ensure passengers’ comfort and satisfaction.
Baggage Policy and Restrictions
To accommodate the varying needs of passengers, Air Montmagny has a comprehensive baggage policy in place. Passengers are generally allowed a specific weight limit for checked-in baggage, as well as a separate allowance for carry-on luggage. The airline ensures that the baggage policy is communicated clearly to passengers to avoid any inconvenience during their travel.
Services for Passengers with Special Needs
Air Montmagny strives to provide an inclusive travel experience for all passengers, including those with special needs. The airline offers assistance and support to passengers with disabilities or limited mobility, ensuring their comfort and convenience throughout their journey. From wheelchair assistance to priority boarding, Air Montmagny aims to make travel accessible for everyone.
Air Montmagny connects numerous domestic destinations across Canada, allowing passengers to conveniently travel within the country. From major cities to remote regions, the airline offers flights to popular destinations such as Toronto, Vancouver, Calgary, Montreal, and more. Its extensive domestic network makes Air Montmagny a preferred choice for both business and leisure travelers.
In addition to its domestic services, Air Montmagny has established international linkages to facilitate travel beyond Canada’s borders. Through strategic partnerships with international airlines, Air Montmagny offers passengers seamless connections to popular international destinations. This enables travelers to embark on global adventures with ease and convenience.
Partnerships with Other Airlines
To further expand its reach and provide enhanced connectivity, Air Montmagny has formed partnerships with other leading airlines. These partnerships allow for code-sharing agreements, shared loyalty programs, and reciprocal benefits for passengers. Collaborating with reputable airlines, both domestically and internationally, strengthens Air Montmagny’s network and benefits its valued customers.
Customer Support Portal and Contact Information
Air Montmagny prioritizes excellent customer service and ensures that passengers have access to prompt assistance whenever needed. The airline offers a user-friendly customer support portal accessible through its website, where passengers can find information, make inquiries, and seek assistance for various aspects of their travel. Additionally, Air Montmagny provides clear contact information, including phone numbers and email addresses, for passengers to reach out in case of any queries or concerns.
Customer Feedback and Ratings
Air Montmagny values customer feedback and actively encourages passengers to share their experiences. The airline closely monitors customer feedback to identify areas for improvement and ensure consistently high-quality service. Positive customer ratings and reviews reflect the dedication of Air Montmagny to providing a memorable and pleasant travel experience for its passengers.
Award and Recognitions
Air Montmagny has received several prestigious awards and recognitions for its excellence in various aspects of the airline industry. The airline’s commitment to safety, customer service, and sustainability has earned it recognition from industry experts and customers alike. These awards serve as a testament to Air Montmagny’s continuous efforts to deliver exceptional travel experiences.
Annual Revenue and Profit Margins
Air Montmagny’s financial performance showcases the airline’s strong position in the industry. With consistent revenue growth over the years, the airline has been able to maintain a healthy profit margin. This financial stability enhances Air Montmagny’s ability to invest in expanding its fleet, improving services, and providing competitive pricing for its passengers.
Financial Challenges and Controversies
Like any business, Air Montmagny has faced its fair share of financial challenges and controversies. Economic fluctuations, increased competition, and unforeseen events can impact the airline’s financial performance. However, through effective management and strategic decision-making, Air Montmagny has demonstrated resilience in overcoming these challenges and maintaining its position as a key player in the aviation industry.
Investment and Expansion Plans
Air Montmagny recognizes the importance of investment and expansion to meet the evolving needs of passengers. The airline continually evaluates opportunities to expand its fleet, add new routes, and enhance its services. These investment and expansion plans enable Air Montmagny to stay ahead of industry trends, offer more travel options, and provide an unparalleled travel experience for its valued customers.
Total Number of Employees
Air Montmagny takes pride in its dedicated team of employees who contribute to the airline’s success. Currently, the company employs a total of 1,500 professionals across various departments. The diverse workforce comprises skilled pilots, cabin crew, ground staff, customer service representatives, and administrative personnel, all working together to ensure seamless operations.
Crew Training and Development Programs
To maintain a highly efficient and skilled workforce, Air Montmagny prioritizes crew training and development. The airline invests in comprehensive training programs for pilots, cabin crew, and ground staff. By keeping its employees updated with the latest industry standards and techniques, Air Montmagny ensures that their team delivers exceptional service and maintains the highest safety standards.
Employee Satisfaction and Retention Policies
Air Montmagny values its employees and fosters a positive work environment. The airline recognizes the importance of employee satisfaction and implements policies that promote employee well-being and engagement. These initiatives include competitive compensation packages, opportunities for career growth, and work-life balance measures. By prioritizing employee satisfaction, Air Montmagny maintains a committed and motivated workforce.
Corporate Social Responsibility
Community Services and Charitable Works
Air Montmagny actively engages in community services and charitable works, aiming to make a positive impact on the communities it serves. The airline supports various social causes, including education, healthcare, and environmental sustainability. Through partnerships with local organizations, Air Montmagny contributes to the betterment of society and strives to give back to the communities it operates in.
Environment Conservation Efforts
As part of its commitment to environmental sustainability, Air Montmagny undertakes various initiatives to reduce its carbon footprint. The airline has implemented fuel-efficient flying practices, promotes recycling and waste reduction measures, and supports renewable energy projects. By actively participating in environment conservation efforts, Air Montmagny demonstrates its responsibility towards protecting the planet.
Initiatives Promoting Diversity and Inclusion
Air Montmagny embraces diversity and promotes an inclusive workplace culture. The airline values diversity in its workforce and celebrates individuality. Air Montmagny actively seeks opportunities to promote diversity and inclusion within the organization, ensuring equal opportunities for all employees. By fostering a diverse and inclusive environment, the airline harnesses the power of different perspectives, enriching their operations and customer experience.
Historical Challenges and Setbacks
Over the years, Air Montmagny has faced various challenges and setbacks that are inherent in the aviation industry. These challenges may include natural disasters, economic downturns, or unexpected events. However, through effective crisis management strategies, Air Montmagny has successfully navigated these circumstances and emerged stronger. The airline’s ability to swiftly adapt and respond to crises showcases its resilience and commitment to passenger safety.
Response to COVID-19 Pandemic
The COVID-19 pandemic has significantly impacted the aviation industry, posing unprecedented challenges for airlines worldwide. Air Montmagny promptly responded to the pandemic by implementing comprehensive health and safety measures to protect passengers and crew. The airline also facilitated flexible booking options and provided clear communication to ensure passengers were informed during these uncertain times.
Future Contingency Plans
Learning from past experiences and challenges, Air Montmagny continues to fine-tune its contingency plans for future crises. The airline understands the necessity of adapting to unforeseen circumstances and continuously enhances its crisis management strategies. By prioritizing preparedness and resilience, Air Montmagny assures passengers of their commitment to passenger safety and well-being.
Industry Forecast and Predicted Challenges
The airline industry is constantly evolving, and it is essential for airlines like Air Montmagny to adapt to changing dynamics. The industry faces challenges such as fluctuating fuel prices, regulatory changes, and customer demand shifts. However, Air Montmagny remains optimistic about the future and closely monitors industry forecasts to make informed decisions that align with emerging trends and challenges.
Company’s Future Plans and Goals
Air Montmagny aims to strengthen its position as a leading airline in Canada and expand its international presence further. The airline plans to increase its fleet, open new routes, and enhance its services to cater to the evolving needs of passengers. By embracing technological advancements and adopting customer-centric strategies, Air Montmagny intends to exceed customer expectations and remain at the forefront of the aviation industry.
Potential Impact of Technological Advancements
Technological advancements have the potential to revolutionize the aviation industry. Air Montmagny recognizes the significance of leveraging technology to enhance operational efficiency, improve passenger experience, and reduce the overall environmental impact. From online check-in systems to inflight connectivity, the airline embraces technological advancements that can positively impact the travel experience of its passengers.
In conclusion, Air Montmagny is a reputable airline that offers a comprehensive range of services and amenities, ensuring a pleasant and convenient travel experience for its passengers. With a strong commitment to safety, customer satisfaction, and corporate social responsibility, Air Montmagny continues to be a preferred choice in the aviation industry. As the airline looks ahead to the future, its focus on innovation, sustainability, and customer-centric strategies assure passengers of exceptional service and an enjoyable journey in the years to come.
I’m airlinesplanet.com, and I welcome you to AirlinesPlanet.com – your ultimate online destination for all things aviation. From airports to airplanes, I’ve got you covered. Discover in-depth airline reviews, explore iconic and hidden destinations, and uncover valuable travel tips. Stay updated on the latest news in the ever-evolving airline industry. Join me in admiring majestic aircraft and delving into historical journeys. Get up close and personal with industry movers and shakers and indulge in captivating travel stories. Let’s champion sustainable skies together. Engage with me through interactive content and shop for travel merchandise. With AirlinesPlanet.com, the sky is just the beginning of our airborne journey! | aerospace |
http://torontoaircrew.com/Transport/Gregory__John_R_/gregory__john_r_.html | 2017-09-24T01:13:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818689823.92/warc/CC-MAIN-20170924010628-20170924030628-00097.warc.gz | 0.974961 | 251 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__149388176 | en | John was born at St.Catherines on Mach 15, 1923. He enlisted in the RCAF at Hamilton in September, 1942.
He trained at #6 ITS, #23 EFTS and #18 SFTS. He was awarded his Pilot Wing at Gimili, Manitoba March 1944.
He was posted to 45 AT Group (RAF) at Dorval in April 1944 and received further training at #313 FTU, North Bay.
He served at the UK; Fr.Morocco; Algiers; Italy; Egypt; Iraq; India; Pakistan this was with 424 Squadron RCAF.
In a B24 lost an engine out of Gander bound for Prestwick. With an overload of fuel, had to stooge for hours before landing.
On a trans-Atlantic flight at night, had an aircraft pass in front at same altitude on a collision course. We missed.
He was demobbed at Toronto in October 1945.
He received a B.A. Sc, UofT.,MBA; McMaster, P.Eng.
President of family company involved in export finance.’
Married to June(Taylor), daughters Lesley and Charlotte, son Taylor. | aerospace |
http://en.skyphotos.cn/news/1.html | 2021-03-04T18:39:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178369512.68/warc/CC-MAIN-20210304174506-20210304204506-00000.warc.gz | 0.907476 | 702 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__77840970 | en | Value added services
Ministry of Foreign Affairs responded: "Sade" system successfully intercept medium-range ballistic missiles
Terminal High Altitude Area Defense （abbreviation: THAAD, Sade） is the US Missile Defense Agency and the US Army under the land-based theater anti-missile system, generally referred to as the Sade anti-missile system. The high-altitude regional defense system consists of a launch device carrying eight interceptors, AN / TPY-2X band radar, fire control communication system （TFCC） and combat management system.
Reporters asked: US military said yesterday that the US military successfully on the ”Sade“ anti-missile system for a test, in Alaska over the shot down a goal. The US side also said that the test has nothing to do with the intercontinental ballistic missile test conducted by the DPRK. In view of the Chinese side in the ”Sade“ related issues have had a tough statement, the Chinese side of the US side of the successful test and the US military related to what comments?
Foreign Ministry Spokesperson A: The Chinese side has taken note of the relevant reports. China's position on the issue of anti-missile is consistent and clear. We hope that the parties concerned will act cautiously on the issue of anti-missile issues so as not to adversely affect global and regional security and stability.
As for the deployment of the United States and South Korea in South Korea, ”Sade“ anti-missile system, we firmly opposed to the position is consistent and clear.
The US Missile Defense Agency （MDA） announced on July 11 that the first successful use of the THAAD anti-missile system has intercepted an intermediate-range ballistic missile （IRBM） target. MDA said that the Sade system is an important part of the US national missile defense system. The success of this experiment is crucial.
MDA official statement screenshot
The US forces participating in the trial included US Army, Missile Defense Joint Command, US Air Force, Coast Guard and Alaska Launchgrounds. The test code is ”FTT-18“， the launch test by the MDA implementation.
It is reported that this is the ”Sade“ anti-missile system in 14 tests in the 14th successful implementation of the interception, but also the first test of the system to intercept medium-range ballistic missiles.
US Defense Department Missile Defense Agency issued a statement saying that a US Air Force C-17 transport aircraft in the Pacific Ocean in the north of Hawaii launched a simulated medium-range ballistic missiles, located in Alaska Kodiak's ”Sade“ anti-missile system Monitor, track and intercept the missile. The missile defense agency said in a statement that the success of the ”Sade“ anti-missile system to deal with the threat of medium-range ballistic missiles will enhance the US response to North Korea and other countries, the threat of missile defense capabilities and help to build a broader strategic deterrence The Director of the Missile Defense Agency, Sam Griffs, said the tests on the day further demonstrated the potential of the ”Sade“ anti-missile system and its ability to intercept and eliminate ballistic missile threats.
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https://bm.ge/en/news/armenia-airlines-will-operate-charter-flights-in-the-direction-of-yerevan-batumi/85071 | 2023-09-23T20:18:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506528.3/warc/CC-MAIN-20230923194908-20230923224908-00711.warc.gz | 0.944741 | 242 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__64317649 | en | According to Civil Aviation Agency, Armenian Airlines will operate seasonal charter flights from Yerevan to Batumi.
According to the agency, the first flight was made by the airline yesterday.
"According to the application submitted to the Civil Aviation Agency of Georgia, the flights Yerevan - Batumi - Yerevan will be operated once a week until June 22 with a frequency of 1 flight per week. From June 22 to September 15, flights will be operated twice a week (both flights on Tuesdays).
The Civil Aviation Agency of the Ministry of Economy and Sustainable Development of Georgia granted the airline the necessary permit for multiple charter air traffic on June 11 this year, ”the agency said in a statement.
However, the Civil Aviation Agency warns citizens: "Please note that, depending on the epidemiological situation, border restrictions and sanitary requirements are periodically changed by states, which reflects on the decisions of airlines to start, extend or renew air traffic in one direction or another. We urge citizens to be careful when planning their trip, to read carefully the border and sanitary regulations imposed by the destination country, the notices of the airlines, the announcements posted on the official sources and the schedules." | aerospace |
https://www.aplitrak.com/?adid=aC5iaW5zdGVhZC42NTE2Mi4xMTMwOUBsdWFwLmFwbGl0cmFrLmNvbQ | 2024-04-25T04:40:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00782.warc.gz | 0.903174 | 364 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__57211977 | en | Skilled Aircraft Fitter (BBBH15317) Filton, England
|GBP25.41 - GBP26.41 per hour
My client is looking for a Skilled Aircraft Fitter to join on them on a 12 month contract. As a Skilled Aircraft Fitter, you will be responsible for working from engineering instructions and understand Aircraft Drawings. You’ll be joining the team within the Build Production section to work on various aircraft.
Role: Skilled Aircraft Fitter
Pay: £25.41 per hour via Umbrella (Inside IR35)
Location: Filton (Onsite)
Contract: 12 months (Likely extension)
Hours: 35 hours per week Monday to Thursday (6.30am to 3.45pm)
Security Clearance: BPSS
Education & Training
Essential – Strong experience in a similar role
If you are interested in applying for this position and you meet the requirements, please apply immediately!
Line Up Aviation has carved its own place in the recruitment of Aviation and Aerospace personnel all over the world for more than 30 years. We work with some of the industry’s best-known companies who demand the highest standard of applicants.
Due to the number of applications, we receive, it’s not always possible to contact unsuccessful applicants. Unless you hear from us within 14 days of your application, please assume that you have been unsuccessful on this occasion.
“Follow @LineUpAviation on Twitter for all of our latest vacancies, news and pictures from our busy UK Head Office. Interact with us using the #LineUpAviation tag at anytime! Thank you for your follow!” | aerospace |
https://www.lidarmap.org/speaker/scott-harrigan/ | 2020-07-10T15:03:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655911092.63/warc/CC-MAIN-20200710144305-20200710174305-00471.warc.gz | 0.964783 | 229 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__253048041 | en | Scott Harrigan is the Owner and Chief Pilot at Harkin Aerial. A mechanical engineer by trade, Scott first started in the industry as a junior MEP engineer at Nelson & Pope on Long Island, when he completed drafting and design for various energy and transportation infrastructure projects in NYC, Nassau, and Suffolk County. At that time, he was also introduced to drone technology by friends in filmmaking. Years later, after seeing the incredible benefits drones could provide by accessing dangerous locations, Scott founded Harkin Aerial. At Harkin, he works to assist engineering, construction, and architecture firms by providing data collection and consulting services using drones.
In addition to his role at Harkin, Scott currently serves as a 2nd Lieutenant and Aerospace Education Officer with the Long Island Group of the U.S. Civil Air Patrol, where he utilizes drones to fulfill CAP’s Aerospace Education and Search & Rescue directives. Scott is also an active member of the Academy of Model Aeronautics (AMA), as well as the Aircraft Owners and Pilots Association (AOPA). Scott holds a Bachelor’s of Science in Mechanical Engineering from Binghamton University | aerospace |
http://www.arikair.com/ | 2013-05-23T04:26:59 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368702810651/warc/CC-MAIN-20130516111330-00013-ip-10-60-113-184.ec2.internal.warc.gz | 0.909621 | 70 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__147074420 | en | Welcome to Arik Air
Arik Air is West Africa's largest commercial airline. It now operates a fleet of 23 state-of-the art regional, medium haul and long haul aircraft including two Airbus A340-500 making the airline the first operator of the wide bodied aircraft in Africa.
Arik Air © 2011. All Rights Reserved | aerospace |
http://newearthplanets.blogspot.com/2010/08/kepler-spacecraft.html | 2018-12-15T19:26:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826968.71/warc/CC-MAIN-20181215174802-20181215200802-00628.warc.gz | 0.909907 | 206 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__225327659 | en | An artist's illustration of an Earth-like planet. The search for planets that are similar to Earth is one of NASA's main goals. Many planets have already been discovered orbiting other stars, but so far only larger planets (the size of Jupiter or larger) have been found. New missions are being planned by NASA which will be able to detect smaller Earth-sized planets. Some of these missions will also try to detect signs of life on these planets by studying emissions in their atmospheres.
For more information:
New space telescope to search for earth-sized planets
Planet-Hunting Spacecraft Beams Home First Images
Telescope can find "oodles" of Earths: NASA
Kepler spacecraft sees its first exoplanets
Kepler Detects an Exoplanet Atmosphere
Spacecraft blasts off in search of 'Earths'
Nasa launches search for second Earth
The Inspiring Boom in "Super-Earths"
Let the Planet Hunt Begin
Posted by Derrick Timko | aerospace |
http://ligado.com/ | 2017-11-18T02:42:03 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934804518.38/warc/CC-MAIN-20171118021803-20171118041803-00137.warc.gz | 0.892652 | 425 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__34353144 | en | Accelerating the Future
Ligado Networks is uniquely capable of providing critical communications that are pervasive, highly secure and ultra-reliable. By seamlessly combining mobile satellite and ground-based capabilities, Ligado can serve mission-critical Internet of Things (IoT) and the emerging 5G market.
Ligado provides highly dependable and secure satellite communications throughout North America via strategic partnerships with technology and service providers. No other commercial mobile satellite provider in North America has the capability of our 22-meter antenna — the largest reflector in service on a commercial satellite. This diameter enables high-quality connectivity as well as higher data transmissions for smaller next-generation mobile devices.
Our plan is to combine the benefits of satellite coverage with the capacity of a ground-based network. The result would be next-generation connectivity that is pervasive, highly secure and ultra-reliable for our customer base of critical industries: transportation, public safety and energy. Ligado’s advanced mobile network will ensure flexibility for connecting different types of new devices and enabling mission-critical applications that require high levels of reliability and robustness.
Ligado can uniquely provide the critical industries we serve seamless connectivity anywhere, all the time. Think things that move – such as trains, planes and automobiles. Our advanced satellite-terrestrial network will provide this service for applications ranging from high-value industrial automation and remote monitoring of infrastructure and operations, to drone inspection and emergency response management. Such applications will result in significantly improved industrial efficiency, increased worker safety, and optimized critical infrastructure serving business and government.
“As mobile networks in the United States evolve to serve the emerging 5G market, Ligado’s vision for an advanced network — one that will enable satellite and terrestrial use of mid-band spectrum — represents an innovative way to accelerate delivery of next-generation connectivity to serve the demands of mission-critical industries that benefit our entire country.”Ivan Seidenberg
Learn how Ligado is planning to build an advanced network for mission-critical IoT applications and emerging 5G use cases. | aerospace |
https://collections.si.edu/search/results.htm?q=%2B%22National+Air+and+Space+Museum+%28U.S.%29.+Office+of+Cooperative+Programs+Exploring+Space+Lecture+Series%22 | 2022-05-24T09:44:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662570051.62/warc/CC-MAIN-20220524075341-20220524105341-00203.warc.gz | 0.875355 | 76 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__209421679 | en | Sorry, we couldn't find anything that matched "+"National Air and Space Museum (U.S.). Office of Cooperative Programs Exploring Space Lecture Series"".
- Check your spelling.
- Remove quotes around phrases: art museum will often show more results than "art museum".
- Try expanding your search by using more general or different keywords. | aerospace |
http://trendintech.com/2015/10/27/mars-mission-might-need-some-boost-from-the-moon/ | 2020-02-24T11:12:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145941.55/warc/CC-MAIN-20200224102135-20200224132135-00152.warc.gz | 0.95193 | 246 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__52352506 | en | New study from MIT study suggest a human mission to Mars can be much more cheaper if Nasa use Moon to refueling, mission may more lighten at launch.
Studies suggested; lunar soil and water ice in some certain craters may be mined and converted to fuel that spaceships can use, of course people who made this study assuming that mining technology will be available until Nasa will able send people to Mars. MIT group has found that using Moon for refuel would reduce the mass of mission launch by 68 percent.
The group developed a model to determine the best route to Mars, assuming the availability of resources and fuel-generating infrastructure on the moon. Based on their calculations, they determined the optimal route to Mars, in order to minimize the mass that would have to be launched from Earth — often a major cost driver in space exploration missions.
MIT scientist developed a route to Mars, assuming the spaceship might get fuel from Moon, that need fuel-generating infrastructure and resources on Moon. Optimal route to Mars, in order the minimize the cost the saving Matt Damon again. Idea is launch the crew from Earth with enough fuel to get into orbit and more fuel will be picked-up by the Mars-bound crew. | aerospace |
https://ko.player.fm/series/mission-of-the-lunar-sparrow/mission-of-the-lunar-sparrow-episode-5 | 2021-12-06T10:04:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363290.59/warc/CC-MAIN-20211206072825-20211206102825-00290.warc.gz | 0.928786 | 211 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__111485880 | en | Manage episode 300240739 series 2951473
By now it's clear that Mission Control does the bidding of admin, another name for the US Government agency in charge of space flight, and Commander Field is starting to see some cracks in the moral universe that Mission Control works so hard to support. Admin is running hundreds of missions all over the solar system, many to mine on Mars, large asteroids, the Moon, which of course is the Lunar Sparrow's mission. Commander Field calls this out as colonialism, but Mission Control maintains that the nations flying the solar system do not own the celestial bodies they are exploring -- only the materials they take.
Their debate is interrupted by a strange presence that Commander Field senses on the surface but which Mission Control cannot detect.
Red Cup Agency produces podcasts. If you are dreaming of an interview style podcast, a storytelling podcast, or a fiction audio drama, we have you covered. Look for us on the web at redcupagency.com | aerospace |
https://cheshireandwarrington.com/latest-news/north-west-elevates-uk-mission-to-become-leading-space-superpower/ | 2024-03-03T03:44:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476180.67/warc/CC-MAIN-20240303011622-20240303041622-00764.warc.gz | 0.923886 | 1,325 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__15683759 | en | North-west elevates UK mission to become leading space superpower
Cheshire and Warrington part of formal launch
The north-west has become a strategic part of the UK multi-billion pound space sector, with the formal launch of a dedicated North West Space Cluster.
Led by the Science and Technology Facilities Council (STFC), alongside a consortium of key regional, national and international partners, the North West Space Cluster will also bring multiple benefits to the region.
- support businesses
- create skills
- generate jobs
- attract investment.
Supporting the UK space strategy
At the launch event at the Square Kilometre Array Observatory (SKAO) headquarters at Jodrell Bank, Science Minister George Freeman MP, outlined how the North West Space Cluster is a central component of the UK space ecosystem.
In support of the UK government’s national space strategy, he described how the space cluster is vital to the government’s mission to:
- level up the UK
- double its share of the global space market by 2030
- strengthen its status as a leading international space power.
UK’s fastest growing industrial sector
The space industry has trebled in size since 2010, generating an annual income of £16.5 billion. For the north-west specifically, the recently published size and health report (2019 to 2020) also highlighted an approximate 275% increase in income in one single year for space-related organisations.
Much of this growth lies within the areas that the north-west has internationally recognised strengths including:
- advanced manufacturing
- advanced engineering
- digital technologies and applications.
There is huge potential for these and other sectors to engage more with the space industry, but until now, the north-west was not considered a strategic part of the UK’s space sector.
From strategy to superpower
The launch of the North West Space Cluster follows recent funding from the UK Space Agency to support the development of several regional space hubs across the UK. Since then, STFC, through its Daresbury Laboratory, at Sci-Tech Daresbury in the Liverpool City Region, has worked with the cluster partners to develop a strategy to maximise its regional and national impact.
This strategy sets out to use the North West Space Cluster as a mechanism to:
- drive collaboration and competition, enabling the promotion of the region’s capabilities
- export the north-west’s business and space strengths nationally and internationally
- evolve the regional space economy to drive productivity and increased investment
- embed the opportunities presented by space within local communities.
Substantial economic benefit
Dr Barbara Ghinelli, Director of Cluster Development at STFC, said:
The space industry is playing an increasingly valuable role in supporting UK regional innovation which brings economic benefits, such as high value jobs and skills development opportunities.
Our cluster strategy highlights an exceptional opportunity for the north-west region, using space as an attractor that leverages local strengths, such as digital, advanced materials and defence. This will enhance their economic impact across the UK and competitiveness at a global scale.
STFC’s support for the North West Space Cluster builds on a heritage of developing successful industrial innovation clusters, which have generated an average growth of 20% per annum in terms of jobs. These clusters include the HealthTech and Digital Clusters at Daresbury, and the Space, Energytec and Healthtec Clusters at Harwell.
Science meets industry
At STFC’s Daresbury Laboratory, located at Sci-Tech Daresbury in the Liverpool City Region, a range of programmes and facilities have supported businesses linked to the space sector for over a decade. As a region, the north-west is home to an abundance of industrial strengths, including:
- nuclear energy
- artificial intelligence.
It also hosts an outstanding concentration of academic institutions, with 13 world class universities and research institutes. These include the SKAO headquarters at Jodrell Bank and STFC’s Hartree Centre at Daresbury, the UK’s only supercomputing centre dedicated to supporting industry.
Catalyst for growth
Paul Vernon, Head of STFC’s Daresbury Laboratory, said: As a key player in the space industry in the UK, STFC has taken leadership in the development of space clusters.
The formal launch of the North West Space Cluster marks a catalyst for growth for the region, exploiting the unique and broad mix of facilities and talent across both STFC’s Daresbury Laboratory and its nationwide partners and networks.
The Cluster’s strategy connects our business communities with the world class science facilities we have here on our doorstep, and this will drive innovation, bringing multiple, tangible benefits to society.
I look forward to working with our collaborators in our efforts to support the government mission to establish the UK as a leading space superpower, whilst enabling our regional businesses to take advantage of the opportunities this will bring.
Accelerating the UK space landscape
Dr Paul Bate, Chief Executive at the UK Space Agency, said: The UK Space Agency is committed to levelling up the UK space sector by catalysing investment, leveraging local strengths and attracting new talent to this exciting industry.
Through the local growth cluster fund, we are accelerating the growth of space activities across the country, and I’m delighted to see the official launch of the North West of England’s Space Cluster.
By capitalising on local expertise and improving connections across the UK space landscape with clusters, we can stimulate the investment, innovation and partnerships needed to cement the UK’s role as a science superpower and spacefaring nation.
A dynamic space community
Professor Philip Diamond, SKAO Director-General, said: I am delighted that the North West Space Cluster is being launched at SKAO HQ, alongside our long-time partners STFC.
Science is based on collaboration, and this new cluster will create links between business and academic institutions, developing a broader space community in which we can share expertise and learn from one another in support of our respective missions.
As the major international hub for space science through radio astronomy with its headquarters in the North West of England, the SKAO exemplifies how this region can be a magnet for highly skilled professionals.
They bring with them knowledge and experience across a range of specialisms that enrich our organisations and the wider region. We are proud to be part of this exciting new endeavour. | aerospace |
https://www.aviyatech.com/category/available-positions/ | 2023-09-25T13:48:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508977.50/warc/CC-MAIN-20230925115505-20230925145505-00277.warc.gz | 0.769516 | 279 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__241763056 | en | Aviya Aerospace Systems is a leader in engineering services and solutions for mission critical Aerospace and Defense applications. Aviya provides expertise in program management, systems, software, mechanical, and hardware engineering to many of the top-tier Aerospace and Defense Contractors. Please review our available positions:
We have an opening for a Data Analytics Engineer to join our engineering group in Mississauga, Ontario.
Specific Position Duties
Support development and implementation of advanced engine performance condition trend monitoring algorithms for all engine types and models.
Analyze steady state and transient engine trend data in support of engine performance, control, stress, and aerodynamic studies.
Create change […]
We have an opening for a Project Manager to join our engineering group in Longueuil.
Nous sommes présentement à la recherche d’ un Gestionnaire de projet pour notre groupe de l’ingénierie de Longueuil.
Specific Position Duties/Tâches spécifiques au poste
Work closely with internal teams to deliver the scope of the project with large complexity.
Follow project management standards, […]
Although we are not hiring right now, we are always looking for talented people for upcoming opportunities. If you would like to join our talent pool, please submit your resume and complete the application questions. | aerospace |
https://en.bazaluk.com/photo-reports/report-on-international-scientific-and-practical-conference-space-travel-science-education-practice-kyiv-december-2-2010 | 2023-06-01T15:02:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647895.20/warc/CC-MAIN-20230601143134-20230601173134-00153.warc.gz | 0.92826 | 1,189 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__156846603 | en | December 2, 2010 at Kyiv University of Tourism, Economics and Law hold the International scientific-practical conference: "SPACE TRAVEL: RESEARCH, EDUCATION, PRACTICE". The conference was organized by the Kyiv University of Tourism, Economics and Law, National Space Agency of Ukraine, Institute of State and Law named after V.M. Koretsky, National Academy of Sciences of Ukraine (International Centre for Space Law), the International Society for Philosophy and Cosmological, Kharkov Planetarium named after Y.O. Gagarin and other organizations.
The conference was in a philosophical comprehension prospects of space tourism as a promising component of the promotion of the tourism sector, analyzing the ideas of space exploration that are relevant for the further development of science, practice and education, the study of personality formation planetary and space type.
Introductory remarks to conference participants asked the Rector of the Kyiv University of Tourism, Economics and Law, Doctor of Pedagogical Sciences, Ukrainian Academy of Political Science Fedorchenko Vladimir Kyrylovich. He underlined the importance of space tourism for the further development of science, practice and education. He expressed hope that KUTEL occupy an important place among universities in Ukraine to investigate prospects of space travel. Mentioned the need to include the topic in the educational process of training in tourism.
Considerable interest was the research report "The Future in research and space exploration" (philosophical reflections cosmonaut) First astronaut of Ukraine, Hero of Ukraine Leonid Konstantinovich Kadenyk. He pointed to the complexity of training space tours, their technical support, the need for proper physical, psychological and scientific training of future astronauts. Sharpened the focus on the perspectives of development of space tourism as an important economic force in space exploration, to promote scientific knowledge among the public. Leonid Konstantynovich proclaimed the leading role of Ukraine in space exploration. By all scientific ratings Ukraine ranks 6 th place among 150 countries working in this field. Her research and industrial capacity to collect as separate units for spacecraft and make it a full installation. An example serves as a space shuttle Buran.
The report "The international legal principles in the development of space tourism" was the Deputy Director of the International Centre for Space Law, Doctor of Law, professor, academician of the Academy of Sciences Natalia Rafaelivna Malysheva. She stressed the important role of lawyers in the Ukrainian system of space law, said that it is in Ukraine at the Institute of State and Law, Academy of Sciences of Ukraine in 1998 was created the International Centre for Space Law, which took over the functions of the legal regulation of questions concerning space exploration in the CIS. "Today, space law in Ukraine", - underlined the reporter, "compared with other states represented at the highest scientific and professional level. As part of the report was formulated from a legal point of view the essence of the concepts "space tourism", "astronaut" (astronaut), and more.
Report of the President of the International Society of philosophical and cosmological, head of the Department of Philosophy and Social Sciences, Kyiv University of Tourism, Economics and Law, Doctor of Philosophy, Professor Oleg Bazaluk "Space travel: modern scientific views" was dedicated to the development prospects of space tourism. In his speech the speaker said that in terms of modern scientific research of human desire to penetrate the territories caused by the feature space is his psyche. Modern neuroscience prove that human psyche seeks to realize itself as in everyday life and materialize their inner artistic potential in large-scale projects. Because space exploration is a natural desire to leave the mental level of planetary forces at the level of space. This allows each generation to acquire a new level of excellence to the inner realization of projects.
Vice-President for Research Kyiv University of Tourism, Economics and Law, Ph.D., professor, corresponding member of NAS of Ukraine, Honoured Scientist of Ukraine Victor S. Pazenok made a scientific report "Formation of planetary and space personality type". From the perspective of philosophy of education, said Victor S., personality formation-planetary space type is abstract, the ideal image of man's future, which should seek any modern educational system. In his opinion, the personality type of planetary and space are able to master high-quality and large-scale environmental space environment and to understand the universe in general.
The first rector of the Kyiv University of Tourism, Economics and Law, Candidate of Science, Professor Nadegda A. Fomenko presented a research report “New guidelines for the training of tourism professionals”. They emphasized the need for innovative approaches in the training of tourism. The importance to the subject of space tourism within the course turyzmoznavchyh disciplines as an essential component of the educational process. This subject called to ensure innovation in the tourism sector, be an example of creative activity and mobility in the introduction of new tourism product.
The conference was held a round table. It was attended by faculty, graduate students KUTEL and other educational institutions, including SHAI “Pereyaslav-Hmelnickiy DPU named after G. Skovoroda”, National Technical University “Kharkiv Polytechnic Institute”, Orlovskyi State University, Astrakhan State Technical University, National Aviation University.
Roundtable participants exchanged views expressed his view on the problems stated in the topic.
Overall it should be noted that the International Scientific Conference in KUTEL was in a friendly atmosphere and has become a significant step in comprehending the problems and prospects of space tourism. After the conference will be released Scientific Papers.
Ph.D. in History O.A. Kruchek
competitor S.A. Panchenko | aerospace |
http://www.cebu-pacific-airlines.com/tropical-depression-egay-grounds-21-domestic-flights/ | 2014-07-24T14:39:39 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997889255.54/warc/CC-MAIN-20140722025809-00168-ip-10-33-131-23.ec2.internal.warc.gz | 0.854434 | 588 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__71310085 | en | By RAYMUND F. ANTONIO
MANILA, PhilippinesTropical depression Egay has marooned 21 domestic flights as it gained strength and moved northwest, raising storm signals in several Luzon provinces.
This brought to 25 the total number of local flights affected by the inclement weather disturbance.
Airport officials said local carriers Cebu Pacific cancelled 16 flights and Airphils, three delayed flights with the inclement weather. There were two canceled flights to and from the Manila Domestic Terminal.
Egay earlier battered Visayas and Mindanao at 17 kph, packing maximum sustained winds of 55 kph near its center.
The Manila International Airport Authority justified the flight cancellation to ensure the safety of passengers.
The affected flights were from the Visayas and Bicol region, which have been experiencing heavy rains over the weekend. The tropical depression also brought cloudy skies and heavy rains in Metro Manila
The affected flights for Cebu Pacific were:
1)5J 821 (Manila- Virac);
2) 5J 822 (Virac-Manila);
3) 5J 711 (Manila- Catanduanes);
4)5J 521 (Manila- Naga);
5)5J 325 (Manila- Legazpi);
6) 5J 326 (Legazpi- Manila);
7) 5J 895 (Manila- Caticlan);
8)5J 898 (Caticlan- Manila);
9) 5J 893(Manila- Caticlan);
10)5J 894 (Caticlan- Manila);
11) 5J 196 (Manila-Cauayan);
12) 5J 197 (Isabela-Manila);
13) 5J 508 (Manila-Tuguegarao);
14)5J 509 (Tuguegarao-Manila);
15) 5J 529 (Manila-Busuanga);
16)5J 530 (Busuanga-Manila)
The three delayed flights of Airphils were 2P 045 (Manila- Caticlan); 2P 925 (Manila-Legazpi); and 2P 047 (Manila-Caticlan). At the Manila Domestic Terminal, those cancelled were DG 601 and DG 602 flights.
On Saturday, Cebu Pacific cancelled two flights between Manila and Catarman while inter-island airline SeaAir suspended a round-trip flight to Rodriguez, Palawan.
Airport officials said other flights went ahead as scheduled. They advised passengers to wait for further developments. Cebu Pacific said passengers may rebook flights within 30 days without penalties.
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https://www.platinumfighters.com/service-locations/wisconsin/vintage-aircraft-brokers-in-wisconsin/ | 2024-04-20T13:15:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817650.14/warc/CC-MAIN-20240420122043-20240420152043-00897.warc.gz | 0.937498 | 558 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__137602482 | en | Learn How Experienced Vintage Aircraft Brokers in Wisconsin Can Get You in Touch with the Aircraft You’re Looking For
Whether you’re searching for Vintage Aircraft Brokers in Wisconsin to buy or sell an incredible aircraft, Platinum Fighter Sales is just the business you’ve been looking for. We have sold more than $300 million in vintage aircraft to date and are looking forward to welcoming you on as our next client. We invite you to keep reading to learn more about the process and to then call us at 800-210-1951 with any questions.
The Process of Buying an Aircraft with Vintage Aircraft Brokers in Wisconsin
We work with top hobby and professional collectors from around the world to find the best aircrafts for our clients. Check through our online selection to see what we have available right now. We always have a changing inventory that can include everything from fighters to trainers, from jets to bombers, and even helicopters and transport, too. This is why we are leading vintage aircraft brokers in Wisconsin.
Conversely, get in touch with us at 800-210-1951 if you are already certain of the precise aircraft you desire. If there isn’t a listing for your chosen aircraft, we may add it to our “wanted” area and actively look for it in order to connect you with it.
We Are Vintage Aircraft Brokers in Wisconsin Who Can Help You Sell Your Aircraft Too
We can also assist you if you want to sell an aircraft. We will market your aircraft to a number of highly qualified purchasers using our decades of experience in the aircraft sales and brokerage industry and unmatched track record of success to make sure you receive an offer that matches your needs.
When you work with us, all of the pre-closing preparations in a tax-favorable state, contracts, final delivery, and advertising are included in the total cost of our services. We have used everything we’ve learned in the decades we’ve been providing brokerage and sale services to ensure you have the best possible outcome.
Find Out Why We Are Your Top Choice for Vintage Aircraft Brokers in Wisconsin
It just takes a quick look into the history of our business to see why we are the right company to work with. We have 40 years of combined expertise as vintage aircraft brokers in Wisconsin. Platinum Fighter Sales was established in 2009 and has since provided excellent services. For further proof, take a peek at our testimonials.
We are the best vintage aircraft brokers in Wisconsin for selling fine, historic, and antique aircraft. We do business with selective clients; we are not wholesalers. If you’re ready to start, contact Platinum Fighter Sales at 800-210-1951 for help. | aerospace |
https://www.nmas.info/indoor_flying | 2023-09-26T02:37:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510130.53/warc/CC-MAIN-20230926011608-20230926041608-00544.warc.gz | 0.924869 | 503 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__251716648 | en | Some info that has been supplied from one of the NMAS Members to help you get started
I would recommend as a first build the Bling Bling. Relatively easy to build and flies quite well.
The Morback is an interesting one, but difficult to build. I would not recommend as a first time build.
Ref - Morback.pdf page 1
Tiled printable A4 Plans
I built one of these and got to understand what the leading edge top bits were. They were effectively, leading edge slats....
Index 2 - is different and relatively easy to build - leading edge is interesting. I built one and are using the wing on my current model
F3X are OK - just different.
Plans1 - F3X
Plans2 - F3X
My current plan is a combination of the good bits of these planes.
The side view of the fuzz is the bling bling, but lengthened by 65mm, just in front of the tailplane.
The fuzz top view is from the F3X, but lengthened by 65mm, just in front of the tailplane.
The wings are similar to the Index, but with extensions on the leading edges of the wing tips and
the Ailerons are same as the F3X.......
An interesting combo, but it flies well.
Technical details of my current planes are....
Index 2 - modified as per above - 65mm extension - 44.2 Hours are shown on transmitter !!!
Motor - AXI 2304 1000Kv,
Prop - 8 x 4.7 GWS ( or copy ), 9 x 3.8 APC or 9 x 4 work as well.
Batt - 2S 460 to 610 mAh,
ESC - 10 Amp,
Servos - HXT 9 (hobbyKing 9g ) Aileron, Elevator & Rudder.
Rudder is pull pull,
Elevator is 1mm carbon on (on top, so as to PULL the elevator......)
Aileron is a single servo with 1mm carbon rods to each Aileron. I do use an 'offset' horn to get 0 degrees of differential....
Motor is setup with NO right or down...
Motor, Front wing and Tail-plane are ALL on the same datum line..... ie EVERYTHING is 0 degrees | aerospace |
https://ifairworthy.com/aaib-special-bulletin-a321-cabin-windows-damaged/ | 2023-12-05T18:34:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100555.27/warc/CC-MAIN-20231205172745-20231205202745-00686.warc.gz | 0.968155 | 102 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__284666396 | en | IFA comments: Detecting damage needs to be more than kicking the tyres and looking for leaks.
This Special Bulletin is published to raise awareness of a recent occurrence in which several
cabin windows on an Airbus A321 were damaged by high power lights used during a filming
event. The damage was discovered after takeoff on the aircraft’s next flight. Work is ongoing
with the aircraft manufacturer and operator to fully understand the properties of the lights used
and how this risk can be managed in future. | aerospace |
https://hopele.com/products/kr84-tortuga-turbine-kit-sakt84 | 2023-12-03T04:07:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100484.76/warc/CC-MAIN-20231203030948-20231203060948-00109.warc.gz | 0.779337 | 207 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__316768737 | en | SAB AVIO KR84 TORTUGA TURBINE (SAKT84)
This SAB AVIO KR84 TORTUGA turbine version! Ultra ultra fast at 300+ km/h!
Tortuga is a 84cm wing span small semi-scale 1/8 airplane, weight only 1.55kg. The Tortuga is fabricated using full sandwich fiberglass/airex vacuum and fully painted at the factory. Control surface horns and servo mounts are already installed. Super easy assembly.
- Configuration: Turbine
- Wing span: 84cm
- Max. length: 81cm
- Weight: 1.55kg (< 1.7kg)
- Typical turbine: 1.5-3.5kg Lambert
- Tank capacity: 450mL
- Aileron: Mini wing 30mm
- Canard: Micro 23mm
- Airplane kit*
* Kit does not include turbine engine, electronics, need to purchase separately. Assembly is required. | aerospace |
https://www.fvw.de/suche/?i_sortfl=score&OK=1&i_q=Anden&i_ffressorts=International&i_ffzeitraum=pdt1y&i_sortd=desc | 2023-06-03T02:31:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648911.0/warc/CC-MAIN-20230603000901-20230603030901-00081.warc.gz | 0.890194 | 83 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__254806353 | en | Winter flight schedule
Intercontinental and European traffic recovers
The recovery of air traffic continues with the start of the winter flight schedule 2022/23. Intercontinental and tourist traffic in particular continues to grow. Within Germany, however, there are structural shifts. This is shown by an evaluation of the BDL.
by Martin Jürs And Holger Jacobs –
October 26, 2022 | aerospace |
https://heliportlighting.com/products/radio-controlled-solar-heliport-light-av-hl-rf-sol-avlite/ | 2023-12-01T15:37:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100290.24/warc/CC-MAIN-20231201151933-20231201181933-00729.warc.gz | 0.862671 | 589 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__271669401 | en | • Designed to meet ICAO Annex 14 – Aerodromes, Volume II ‘Heliports’, Second Edition July 1995. Touchdown and lift-off area perimeter lights – paragraph 188.8.131.52
• Compliance with the applicable requirements of Federal Aviation Administration, Memorandum Engineering Brief 87: Heliport Perimeter Light for Visual Meteorological Conditions Dated January 13, 2012
• Low profile to suit industry requirements
• Over 50 hours of continuous operation at ICAO Annex 14 Touchdown and Lift Off Area Perimeter Lights
• High intensity, energy efficient LEDs
• Solar powered for autonomous operation
• Custom lens optic designed specifically for helipad operations
• Worldwide 2.4GHz encrypted RF radio control
• 3-step intensity adjustment, including temporary high mode and dusk-till-dawn operation in low intensity mode
• Frangible point
• External battery charging port
• Hinged lid allowing fast battery access
• User-replaceable battery
• Lightweight, UV stabilized enclosure
• Optional NVG Mode – Illumination invisible to naked eye to support covert operations
Avlite’s helipad light is a solar-powered, wireless controlled, completely self contained LED heliport light designed to meet the standards of ICAO Annex 14 Touchdown and Lift-off perimeter lights and FAA Engineering Brief 87 Heliport Perimeter Light for Visual Meteorological Conditions.
The solar powered helipad light gives over 50 hours of continuous operation at ICAO Annex 14 Touchdown and Lift-off perimeter light intensities.
The helipad light comes ready for operation straight from the box, simply bolt the light to the supplied frangible mount assembly and install.
The unit is made from tough, impact resistant polymers in aviation yellow. A premium grade solar module is integrated into the assembly and mounted to collect sunlight. The solar array charges the 16Ah battery during daylight hours.
The unit also comes with an external battery charging port to assist in keeping batteries charged when in storage. This allows fast charging for demanding usage profiles or for poor solar environments.
Avlite’s solar powered helipad light utilizes the same controller as Avlite’s AV-426-RF and AV-70-RF models which means a single controller can control multiple Avlite fixtures including heliport beacons, taxiway lights, obstruction lights, lighted windsock and other products.
The radio controller is designed to support a number of operational modes including 3-step intensity adjustment, and switching the system between visual and IR.
The solar powered helipad light and other Avlite fixtures may be supplied integrated with a Pilot Activated Lighting Control (PALC) for remote operation of an unmanned heliport.
Have a product question? Need a quote? Please fill out our online quote request form.Get a Quote | aerospace |
https://sppgway.jhuapl.edu/pspbiblio?reference=557 | 2023-06-04T18:02:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650201.19/warc/CC-MAIN-20230604161111-20230604191111-00620.warc.gz | 0.855556 | 662 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__263384602 | en | - Clicking on the DOI link will open a new window with the original bibliographic entry from the publisher.
- Clicking on a single author will show all publications by the selected author.
- Clicking on a single keyword, will show all publications by the selected keyword.
UV-exposure experiments for the Solar Probe Plus array
|Author||Boca, Andreea; Blumenfeld, Philip; Crist, Kevin; De Zetter, Karen; Richards, Benjamin; Sarver, Charles; Sharps, Paul; Stall, Richard; Stan, Mark; |
|Keywords||NASA; Photovoltaic cells; Probes; Radiation effects; Solar cell arrays; Sun; Temperature distribution; Parker Engineering|
|Abstract||NASA s Solar Probe Plus (SPP) will travel closer to the Sun than any previous spacecraft. During its 7-year, 24-orbit mission, SPP will make scientific measurements of the solar corona, reaching minimum perihelion at ∼9.5 solar radii (Rs) from the center of the Sun. The solar array wings powering the spacecraft will operate under wide-ranging temperature and irradiance conditions, of 0 to 27×AM0 and -70 to +160°C nominally, with transient off-nominal survivability required up to 80×AM0. Over the mission duration, portions of the array may accumulate a total of over 200,000 sun hours. To properly size the array, its performance must be quantified through end-of-life, with the greatest uncertainty coming from our understanding of UV-induced degradation at high irradiance and high temperature (HIHT). The array s short-term ability to function with no measurable degradation at the peak irradiances expected at 9.5 Rs has already been demonstrated with adequate margin on small-scale but otherwise flight-like test articles. However over 90% of the mission time will be spent by the array operating at relatively more moderate irradiances at or below 10×AM0. This paper gives an overview of results from two SPP-specific HIHT UV-exposure experiments we have performed at ∼10×AM0, over durations of ∼1000 hours each. The first experiment was performed in the facilities of the Boeing Radiation Effects Laboratory in Kent, WA, and it focused on the dependence of UV-induced array performance degradation on the choice of materials used in fabricating the coverglass-interconnect-cell (CIC) assemblies, at a fixed temperature of ∼180°C. The second experiment was performed in the facilities of the JAXA Inner Planetary test laboratory in Sagamihara, Japan, and its focus was on measuring the temperature dependence of UV-induced array performance degradation between 120 and 240°C. © 2013 IEEE.|
|Year of Publication||2013|
|Journal||Conference Record of the IEEE Photovoltaic Specialists Conference|
|Number of Pages||3115-3120| | aerospace |
https://aworkstation.com/tired-crawler-chief-doesnt-want-to-take-artemis-rocket-back-to-the-garage/ | 2023-11-29T11:58:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100081.47/warc/CC-MAIN-20231129105306-20231129135306-00206.warc.gz | 0.958046 | 331 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__85110556 | en | The launch of NASA’s Artemis 1 mission that was canceled on Monday has been re-scheduled for today, September 3, at 2:17. Everyone at NASA and the many related industries that are involved are crossing their fingers and hoping for the best. The launch window today is only two hours; if the rocket doesn’t take off for any reason, the next opportunity will be weeks away. No one is crossing their fingers harder than John Giles, who is in charge of getting the rocket from its assembly building to the launch pad.
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“I jokingly told them when we went to the pad and dropped it off this time, I went to my management and said, ‘I’m not bringing it back. It stays here,'” he told Mashable in an interview before Monday’s attempted launch. “‘You gotta launch it because I’m not gonna take it back to the VAB.'”
It’s hard to overestimate the hassle that Giles’ crew goes through to transport the rocket from the Vehicle Assembly Building to the launch pad four miles away. The crawler that carries the rocket is 60 years old and has had to carry the 18-million-pound rocket in six round trips over the past two years already. The journey takes eight hours, and drivers have to switch out every hour because the trip is so exhausting. Read more about the crawler crew and their unenviable task at Mashable. -via The Byte
(Image credit: NASA/Cory Huston) | aerospace |
https://www.msrc.com/capabilities/technology-and-concept-demonstration/ | 2024-02-26T10:24:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00401.warc.gz | 0.900703 | 595 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__6408782 | en | MSRC’s Technology and Concept Demonstration Division provides design, engineering, fabrication, integration, purchasing, scheduling and test support for our customers to assist them in concept technology development and demonstrations of that new technology to drive the direction of future weapon development programs. MSRC personnel work directly with our customers within the U.S. Government, as they rely on our expertise to ensure the success of concept development and demonstrations. MSRC has tremendous experience in system engineering, mechanical and electrical engineering, system integration, electronics and embedded system engineering, hardware/software design and software engineering.
TECHNOLOGY AND CONCEPT DEMONSTRATION
System engineering activities include requirements management, system development and model-based system engineering (MBSE). Our engineers identify, analyze, document, and review requirements for system performance specifications, risks and interface control documents (ICDs).
MSRC utilizes SolidWorks Simulation and ANSYS Mechanical to perform finite element analysis-based thermal, structural, vibration, frequency, fatigue, and (linear and non-linear) stress analysis of motor designs. MSRC utilizes the JANNAF standard Solid Performance Program 2012 (SPP’12) to conduct detailed motor ballistic performance analysis. SPP’12 provides for the modeling of ignition transients and the precision modeling of single or dual propellant motor concepts, including the application of inhibited surfaces to achieve targeted chamber pressure and/or thrust profiles.
SPP’12 provides both a two-dimensional method of characteristics solution with fully coupled two-phase flow losses and a parabolized navier-stokes solution with fully coupled finite rate kinetics, turbulence models and coupled two-phase flow, as well as a navier-stokes chamber and transonic flow field solution with fully coupled finite rate kinetics and two-phase flow model. SPP’12 analysis accounts for nozzle losses, including two-phase flow, divergence, boundary layer and chemical kinetics.
Test Integration and Demonstration
MSRC provides expertise in system integration and experimental testing in support of new weapon system technologies and concepts. Our engineers also design and develop custom electronics and embedded software systems as part of and in support of testing our customers’ weapon concept programs. Our MSRC team builds instrumentation trailers and mission trailers to support test events and demonstrations at various test ranges and to collect data for follow-on data deduction and analysis. MSRC’s test team coordinates with various test ranges and develops schedules and test plans for test events and demonstrations in support of our customers’ concept technology requirements.
Concept Design and Development
MSRC utilizes SolidWorks and other 3D CAD tools to designed detail 3D models of future weapon concept systems including component-level and assembly-level material. These concept-level designs are at the initial stages of system design and are geared for developmental technical data packages (TDP) to be provided to the industry for product level TDPs. | aerospace |
https://www.aeroespacial.sener/pl/produkty/ixv-intermediate-experimental-vehicle-re-entry-demonstrator-pl | 2022-12-07T01:09:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711121.31/warc/CC-MAIN-20221206225143-20221207015143-00470.warc.gz | 0.665659 | 581 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__174677790 | en | PROBA jest programem Europejskiej Agencji Kosmicznej (ESA) mającym na celu orbitalne demonstracje technologii platform satelitarnych [+]
IXV: Intermediate eXperimental Vehicle. Re-entry Demonstrator
- Klient: ESA with TAS-I as System Prime Contractor
- Country: Hiszpania
- Data rozpoczęcia: 2009
- Data zakończenia: 2015
The IXV is an European re-entry demonstrator built to verify in-flight the performance of critical re-entry technologies. The IXV project forms part of ESA’s Future Launchers Preparatory Programme (FLPP).
SENER is the prime contractor of the Guidance, Navigation and Control system (GNC) and Flight Management subsystem. The industry team consisting of SENER, Elecnor-DEIMOS and GMV is fully responsible for the subsystem detailed design, development, validation and verification.
The IXV mission:
- The IXV is a lifting body having no wings with a lift to drag ratio of 0.7. It is 5 m long and weights almost 2 tons.
- The launcher VEGA will inject the IXV at an altitude of 340 km into a sub-orbital equatorial elliptic orbit with a 5° inclination. It will attain an altitude of around 412 km, allowing it to reach a speed of 7.5 km/s when entering the atmosphere at an altitude of 120 km which are representative conditions of a return mission from low orbit.
- The reentry trajectory lasting around 21 minutes will be controlled by a combination of moving aerodynamic surfaces (flaps) and thrusters from hypersonic speeds at 120 km altitude down to Mach ~1.6.
- IXV will then be slowed from that Mach number by a set of parachutes deployed by drogue chutes, before airbags inflate to soften the sea landing in Pacific Ocean.
Selected sensors/actuators configuration:
- Four 400N thrusters.
- Two aerodynamic flaps, located at the base of the vehicle.
- An Inertial Measurement Unit (MU).
- A GPS Receiver.
- A Descent and Recovery System (DRS) composed by a set of parachutes, flotation and localization devices.
Inne programyZobacz +
SEOSAT to multispektralny system zobrazowania powierzchni Ziemi wysokiej rozdzielczości, zaprojektowany z myślą o systematycznym pozyskiwaniu [+] | aerospace |
https://www.courseac.com/RmxvcmlkYSBBaXIgQWNhZGVteQ==/ | 2023-02-08T10:55:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500758.20/warc/CC-MAIN-20230208092053-20230208122053-00143.warc.gz | 0.925275 | 238 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__117870874 | en | What is the best flight attendant school in Florida??
Flight attendant school & career training. Located in Daytona Beach, Florida, the Airline Academy provides the best Flight Attendant training available in the country! The Airline Academy was founded in 1972 and since that date our graduates have gone on to successful careers in the airline industry.
Why Florida Flyers Flight Academy??
Florida Flyers Flight Academy pilots have been exceeding airline training quality standards and are being hired by domestic and international airlines. Hundreds of Florida Flyers graduates are flying at domestic and international airlines. Live with other flight studentsin our Florida Flyers Apartments.
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While many of our graduates work as flight attendants, our interactive training courses will prepare you for a range of positions in the travel industry. The most important responsibility of any flight attendant is safety. At The Airline Academy, you will be trained in all major airplane safety processes.
Where can I take flight attendant training??
The Airline Academy specializes in Flight Attendant Training for students of all ages. Located in Daytona Beach, Florida, the Airline Academy provides the best Flight Attendant training available in the country! | aerospace |
https://www.objective3d.com.au/resources/whitepapers/application-guide-for-metal-technology-aerospace/ | 2022-05-16T08:09:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662510097.3/warc/CC-MAIN-20220516073101-20220516103101-00167.warc.gz | 0.938641 | 152 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__293298304 | en | Ahead! Topologically optimised components in aviation
In aerospace, bionic parts are being created with integrated functions and in real light-weight design. Aircraft parts that previously were made up of more than 100 components are manufactured in one step with LaserCUSING®.
The Aerospace industry has been one of the earliest adopters and highest-growth sectors for additive manufacturing. From functional prototyping through series production, Concept Lasers Additive Metals offers many advantages to the aerospace community. Concept Laser’s technology frees engineers to create components that can dramatically reduce weight and part count while increasing functionality.
In this application guide, we discuss:
- Complex flow paths
- Optimized Topologies
- Part-count reduction | aerospace |
http://www.kolotv.com/home/headlines/1127156.html?site=mobile | 2018-06-18T07:38:16 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267860089.13/warc/CC-MAIN-20180618070542-20180618090542-00506.warc.gz | 0.972238 | 369 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__44280087 | en | A tranquil field in Carson Valley became a pilot's final resting place this afternoon.
Pilots say the man anticipated the prime for gliding morning weather patterns and took his aircraft up for a soar...only to face tragedy in the skies.
"This is the main crash site. The fuselage crashed here and I'm told there are parts of the plane a couple miles Northeast of here," says Dan Britton with the Douglas County Sheriff's Department.
Investigators still aren't certain what caused the crash and if the weather was a factor.
"This is the premiere place to fly in the world, it simply is. Pilots come from all over the world to fly here. With that, you get the most demanding conditions, says Tony Sabino, a flight instructor with Soar Minden. He's based at the Minden airport says a combination of the high altitude and mountains makes for strong lift conditions.
"We teach people to fly in conditions like this. But remember, we are all students of flight. The gentleman who flew this plane is an extremely experienced pilot, albeit a little bit new to gliders."
People at the airport told us the victim was a retired United Airlines pilot who had logged thousands of hours flying.
"He's helped to give aviation and gliding a very good name that we need to have here. And, he's been helpful in the policies and planning of the airport by his contributions," says Sabino.
The victim was flying a motor glider that removes the need for a tow plane. They're considered the most sophisticated in gliding technology with a sticker price in the hundreds of thousands of dollars.
No doubt today's accident is a shock and a sadness for Minden's flying community. The pilots name will be released once the next of kin is notified. | aerospace |
https://ruraleconomytechnology.com/2019/12/04/russian-soyuz-st-to-launch-oneweb-communications-satellites-in-2020/ | 2020-07-10T15:40:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655911092.63/warc/CC-MAIN-20200710144305-20200710174305-00250.warc.gz | 0.938203 | 342 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__94487759 | en | Three launches of the Russian Soyuz-ST carrier rocket, including with the UK OneWeb communications satellites, from the Guiana Space Centre in Kourou are planned for next year, a space industry source told Sputnik.
“In 2020, three launches of the Soyuz-ST are planned from the Guiana Space Centre,” the source said on Tuesday, adding that the launches are planned for the months of February, October and November.
Update: First launch of UK’s OneWeb satellites from Baikonur now set for 30 January.
In November 2020, over 30 OneWeb communications satellites should be launched into orbit, the space industry source told Sputnik.
Last month, OneWeb announced that the launching of its satellites on Russia’s Soyuz rocket were being postponed until next year.
In June 2015, Russian space agency Roscosmos signed contracts with OneWeb and the French Arianespace company for 21 commercial launches – from the European Space Agency’s Kourou spaceport in French Guiana, the Baikonur spaceport in Kazakhstan, and the Vostochny spaceport in the Russian Far East.
Source: Space Daily
Comment: According to some sources each Soyuz launch should carry 32 satellites into orbit, other sources 30. In November 2020 OneWeb could have a constellation of over 90 satellites, perhaps as many as 102 (6+32+32+32). The February launch should give us a clue as to the number of birds per launch vehicle. By November SpaceX should have 0ver 1,500 Starlinks in orbit, given the aggressive two launches per month schedule for 2020. | aerospace |
http://gmrconsulting.com/articles-news/43-aviation | 2018-02-19T19:45:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891812788.42/warc/CC-MAIN-20180219191343-20180219211343-00248.warc.gz | 0.970444 | 4,518 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__272504323 | en | Last Monday, the U.S. Air Force (USAF) released their budget request documents for the fiscal year 2019.
According to the documents, the USAF are seeking to address aircrew shortage by adding around 4,700 airmen in this year, which would bring their overall number to around 506,200 – nearly back to its 2013 strength when it had a total force (including active duty, Air National Guard and the Air Force Reserve) of 507,315.
The Air Force wants to be able to continue to offer enticements such as incentive pay and bonuses to their airmen, along with giving a 2.6% pay rise, increased housing and subsistence allowances and family support programs.
At the same time the budget request addresses the funding of more flying hours and looks to improve and expand the facility to train more pilots and other aircrew. This will hopefully correct the worrying shortfall of pilots, engineers and skilled personnel that has been accruing over the last few years and therefore improve military readiness. A statement on the Official United States Air Force website, Financial Management and Comptroller, states they are looking to:
“.....further reduce critical gaps in our force and provides funding to recruit, train and develop resilient and competent Airmen.”
Along with staff funding, this budget also helps close shortfalls in “key areas” such as nuclear deterrence, modernization, space superiority, multi-domain command and control, air superiority, light attack and science and technology.
More information on the budget request can be found here.
The Federal Aviation Association (FAA) is investigating an incident where a drone apparently flew over a Frontier Airlines Airbus which was landing at McCarran International Airport in Las Vegas.
A video of the incident quickly went viral last week, which prompted the FAA to look into its authenticity. Ian Gregor, a spokesperson from the Federal Aviation Administration stated:
“We became aware of this incident this afternoon and we are investigating.”
Footage from the drone’s video shows it taking off and flying over Whitney Ranch Recreational Center in Henderson, which is about seven miles east of McCarran International Airport, then loops above the airplane which is approaching the end of Runway 26R.
Although the video has not yet been proven as genuine, many drone users and organizations have condemned the operator as reckless, as well as pointing out the illegality of their actions.
According to FAA regulations (FAR Part 107) the operating of a drone in such a way to interfere with traffic patterns of any airports, heliports or seaplane bases is prohibited. Violation of the rules can incur fines of up to $250,000, federal criminal charges and even imprisonment for up to three years.
On 22nd January 2018, Boeing announced that The Federal Aviation Administration (FAA) had issued its 787-10 Dreamliner an amended type certificate (ATC) which clears the aeroplane for commercial service in the US.
Flight testing of the 787-10 began in March 2017 and although it was envisaged that four flight test planes would be needed, it proved to have so much in common with the smaller 787-9 that only three flight-test airplanes were used, over a total of around 900 test hours.
Although the 787-10 is around 5.5 meters longer than the 787-9, adding about 40 more passengers (up to 330 passengers in total), the 787-10 uses 95% common part numbers to the 787-9. Boeing 787 Chief Project Engineer Bob Whittington stated:
“....the customers told us they really wanted the -10 to be as common as we could with the -9...”
Indeed the group of airlines that makes up the program’s advisory panel, apparently insisted that unity was more important even than range.
Because of its size, the 787-10 has been built entirely in Charleston, South Carolina, rather than being transported to Everett, Washington. However, according to Whittington, it has “flowed seamlessly through the production system...... The manufacturing system doesn’t really know the difference between a -9 and a -10.”
The amended certification issued by the FAA will now hopefully lead the way for approval by other regulatory agencies around the world so that customers such as Singapore Airlines and Emirates can launch the aircraft into service later this year
In 2015 the US army announced that they would be ordering a further 16 UH-72A helicopters from Airbus, to add to the 423 already either delivered or on order.
However, Leonardo, who produce the A109 (a light twin helicopter that is able to satisfy a wide range of military requirements) challenged the purchase by filing a suit in the Court of Federal Claims, maintaining that the army had not solicited bids from other competitors and thus beginning the start of a saga that has dragged on for years.
Initially, the Court upheld the claims and backed Leonardo’s challenge, stating that the army had acted “capriciously” by awarding the contract on a sole-source basis. The Court gave the army six months to either issue a new Justification and Acquisition (J&A) document, re-compete the contract, or not proceed at all. Judge Susan Braden stated:
“If there is a genuine need for the 16 Light Utility Helicopters at issue, or perhaps a larger number, the most efficient way for the Army to proceed is to commence a competitive procurement.”
At the time the ruling was heralded as a victory for Leonardo, who lost out to Airbus (then known as EADS) on the original contract back in 2006 and which was initially valued at around $43 million.
Finally, on 23rd January 2018, a decision was reached by the US Court of Appeals for the Federal Circuit. They overturned the lower court’s decision, stating that they were satisfied the Army had justified their reasons for not seeking competitively sourced bids from other manufacturers.
This is great timing for Airbus, who is due to deliver the last of the original order UH-72’s on 28th February. A spokesperson for Airbus said:
“This ruling also removes the threat that Leonardo has held over the heads of our American workers in Mississippi – more than 40% of whom are U.S. military veterans – as it has tied up Army procurement long enough to nearly shut down our American production line.”
The ruling also comes only weeks after the army published a new ‘sources sought’ document outlining plans to purchase up to 35 Airbus Helicopters EC-145’s.
The NTSB’s Final Report concerning the Bell 525 crash that occurred during its flight test has been issued.
On 6th July 2016 a Bell 525 Relentless Prototype (N525TA) broke up in flight and impacted terrain - both test pilots on board were killed. At the time, the aircraft was flying in the Arlington Initial Experimental Test Area in Texas on a developmental test flight and was performing the last of a planned sequence of one-engine-inoperative (OEI) tests at increasing airspeeds with a heavy, forward center-of-gravity configuration.
The NTSB report advises that the accident was probably caused by unanticipated severe vibrations as the aircraft attempted to recover rotor rotation speed following one of the OEI tests, this one at 185 knots.
Specifically, the report states:
“The NTSB determined that the probable cause of the accident was a severe vibration of the helicopter that led to the crew’s inability to maintain sufficient rotor rotation speed (Nr), leading to excessive main rotor blade flapping, subsequent main rotor blade contact with the tail boom, and the resultant in-flight breakup. Contributing to the severity and sustainment of the vibration, which was not predicted during development, were (1) the collective biomechanical feedback and (2) the attitude and heading reference system response, both of which occurred due to the lack of protections in the flight control laws against the sustainment and growth of adverse feedback loops when the 6-hertz (Hz) airframe vibration initiated. Contributing to the crew’s inability to maintain sufficient Nr in the severe vibration environment were (1) the lack of an automated safeguard in the modified one-engine-inoperative (OEI) software used during flight testing to exit at a critical Nr threshold and (2) the lack of distinct and unambiguous cues for low Nr.”
As the helicopter was an experimental research and development aircraft, it was not required to be equipped with either a flight data recorder (FDR) or cockpit voice recorder (CVR) under the provisions of 14 CFR 91.609.3. Although there was a combination CVR and FDR (CVFDR) installed, it was not operational at that time. The NTSB report highlighted the difficulty this presented them, stating that “a properly functioning CVFDR would have recorded any discussions between the accident pilots that could have offered more information” and that “cockpit image recording capability would have recorded any pilot actions and interactions with the aircraft systems including avionics button presses, warning acknowledgements, and any other physical response to the aircraft”.
In response, Bell Helicopter independently addressed this deficiency before the 525 testing program recommenced on 7th July 2017. Cockpit audio and communications to and from the ground monitoring station by means of an onboard CVFDR were added, cockpit video is now also being recorded and a company-wide business directive was issued to ensure that cockpit audio is recorded during all telemetered flight test activities across Bell’s flight test sites.
As a result of the investigation, the NTSB issued one safety recommendation to the FTSC and one safety recommendation to Bell Helicopter Textron. The NTSB accident report can be found here.
In the third landing-related incident in around six months at San Francisco International airport (SFO), on 9th January 2018, pilots of Aeromexico flight 668 lined up to land on the wrong runway.
Air traffic controllers (ATC) had cleared the Aeromexico flight - which had taken off from Mexico City - to land on San Francisco International's Runway 28 Right, an instruction that the pilot acknowledged. However, when the Boeing 737-800 was less than a mile away, controllers noticed it was lined up for the parallel Runway 28 Left, which was already occupied by a Virgin America Airbus A320 awaiting takeoff.
According to the Federal Aviation Administration (FAA) who are investigating the matter, ATC immediately instructed the crew to execute a “go around”. Despite this, the Aeromexico flight was apparently as little as 600 ft off the ground at one point. A second approach saw the plane land safely on the correct runway.
This is the third close call at SFO – the first was on 7th July 2017 when an Air Canada flight from Toronto came close to crashing into planes lined up to take off. Although cleared to land on Runway 28 Right, the aircraft lined up for Taxiway C, which runs parallel to the runway. On investigating the incident, Canada's Transportation Safety Board (TSB) estimated that the A320-200 overflew the first two aircraft by 100 ft., the third aircraft by 200 ft. and the fourth by 300 ft. The closest lateral distance to one of the aircraft was around 29 ft.
The second incident also involved an Air Canada flight, this time on 22nd October 2017. Flight AC781, an Airbus 320 was arriving at SFO from Montreal, Canada. Again, ATC had cleared the flight to land on Runway 28 Right and the crew had acknowledged the instructions. However, during its final approach, the tower ordered the flight to abort the landing, as they were concerned that the preceding arriving jet might still be on the runway. Even though controllers tried to reach the aeroplane several times and even used a light gun to wave off the aircraft, the crew continued the approach, later maintaining that their radio had malfunctioned.
The FAA implemented several new policies at SFO after the first incident and are now investigating the most recent.
Airbus had previously hinted that they may have to stop making the A380 superjumbo if Emirates, the plane’s main customer, did not place any more orders. However Emirates wanted a guarantee from Airbus that they would keep making the plane, even if no other airlines placed orders.
Therefore, apparently in an effort to keep the A380 in production until the market picks up, Airbus have announced they could eventually reduce output of the type to as few as 6 a year (compared to 15 that were delivered in 2017). This slowing of production will start with 12 being delivered this year and 8 in 2019 and comes after Airbus admitted the market was “challenging” for both them and Boeing.
The superjumbo idea was first mooted by Airbus in the early 1990’s as a competitor to Boeing’s jumbo jet – the 747. It was eventually launched in October 2007, making it’s first commercial flight with Singapore Airlines, flying from Singapore to Sydney. Since then there have been 317 orders for the A380 placed from Air France, Lufthansa and Qantas but Emirates remains their biggest customer.
In stark contrast, Airbus are also celebrating Indigo's huge order for it’s smallest plane, the A320 NEO and at $49.5bn is its biggest ever single deal.
The A320 was launched in 1984 as a rival to the Boeing 737 and has grabbed a huge share of the short haul market. This has helped Airbus beat Boeing for the fifth year in a row when it comes to overall orders, with Airbus taking 1,109 aircraft orders and making 718 deliveries last year, compared to Boeing’s 912 orders and 763 deliveries.
Reported occurrences of suspected hypoxia increased in the Navy and Air Force in 2017 - grounding flights at several points over the year - with the latest incidents happening during the last week in November.
Twenty eight of the 85 A-10s assigned to Davis-Monthan Air Force Base were grounded after three pilots reported physiological incidents, two while flying and a third on the ground. Apparently the pilots experienced hypoxia-like symptoms, which is where an oxygen deficiency can cause impairment and ultimately, loss of consciousness.
In both incidences where the A-10’s were in flight, the back-up oxygen system worked and the pilots landed safely. However, the two aircraft involved were using different oxygen systems: one was equipped with Onboard Oxygen Generation System (OBOGS), the other with an older type called Liquid Oxygen System (LOX) and to date, it is only the issue with older system that has been successfully resolved, hence why only 28 of the A-10’s were grounded.
Capt. Josh Benedetti, spokesperson for Davis-Monthan said:
“We quickly determined the issue with the LOX-equipped aircraft was related to a malfunction with the cabin pressure and oxygen regulator,” ....“Those issues were fixed immediately.”
The third occurrence happened before take-off, when the pilot noticed and reported an error with the OBOGS system. Although Capt. Benedetti admitted “we have not determined a root cause” he stated that because of the further inspections, they have at least ascertained a better way of maintaining the system.
These groundings were the third time Air Force aircraft flights were suspended in a year, because of pilots reporting physiological episodes. Flight operations in the F-35A at Luke Air Force Base, Arizona were cancelled for eleven days in June after five reported incidents of hypoxia, or oxygen deprivation and in November, four instructor pilots and one student pilot in four different flights experienced hypoxia-like symptoms. This lead to the grounding of the T-6A Texas training flights of the 71st Flying Training Wing at Vance Air Force Base, Oklahoma.
Capt. Benedetti stated:
“The Air Force takes these physiological incidents seriously, and our focus is on the safety and well-being of our pilots.”
It is a well known fact that the US Air Force is facing huge staff shortages across all grades and skills. Various incentives have been offered to help stem the mass exodus of pilots to the commercial sector, however the latest initiatives involve retaining field-grade officers (who mainly command troops) as just under 1 in 10 of these jobs are vacant (1 in 4 for nonrated field-grade officers).
To keep airmen in service and to deal with the shortages, the US Air Force recently announced several measures – last month any Captain who was recommended for promotion and had an unblemished conduct record was advanced to the rank of Major.
In an additional measure, it has now been announced that some Colonels will be eligible to remain on active duty for three years past their retirement date.
Normally, Colonels not selected for promotion to one star must retire after 30 years of service. However in the attempt to retain personnel, an Air Force Board will look at the records of 50 line officer Colonels who will be required to retire between Feb. 1, 2018, and Feb. 1, 2019. Those eligible will then have the choice whether to remain for an additional three years.
Col. Jeff O’Donnell, Air Force Colonels Group Director, said:
“It can take 21 years to develop a line officer to become a Colonel who may then serve up to 30 years.” He continued: “And as the Air Force is growing end strength, we need experienced leaders to serve and lead across the Department of Defense.”
A spokesperson for the Air Force said any eligible officers should have been notified by Dec. 31
According to the Dutch consulting firm To70 and the Aviation Safety Network (ASN, a group that tracks crashes), 2017 was the safest year on record for commercial airlines.
Despite more flights being made than ever, with around 36.8 million passenger flights taking off last year, there were no passenger jet crashes anywhere in the world. This takes the fatal accident rate for large commercial passenger flights to around 0.06 per million flights, or one fatal accident for every 16 million flights, according to To70. The Aviation Safety Network stated:
“2017 was the safest year ever, both by the number of fatal accidents as well as in terms of fatalities”. With ASN president Harro Ranter saying: "Since 1997 the average number of airliner accidents has shown a steady and persistent decline, for a great deal thanks to the continuing safety-driven efforts by international aviation organisations such as ICAO, IATA, Flight Safety Foundation and the aviation industry."
Adrian Young of To70 added:
"2017 was the safest year for aviation ever."
Despite this, Adrian Young cautioned that civil aviation still carried "very large risks", citing several risk factors (such as lithium-ion batteries catching fire) that still apply - and even though the number of deaths due to aviation have fallen during the last twenty years (for example there were more than 1,000 deaths on commercial passenger flights in 2005) To70 highlighted there had been "several quite serious non-fatal accidents" and warned that the figures could be seen as "good fortune".
Although there were no deaths attributable to commercial passenger flights in 2017 - the figures are based on incidents involving civil aircraft certified to carry at least 14 people - there were 10 fatal airliner accidents (which include cargo planes and commercial passenger turbo prop aircraft) which resulted in 79 deaths - 44 fatalities onboard and 35 persons on the ground. This compares with 16 accidents and 303 deaths in 2016.
Additionally, neither military nor helicopter accidents were considered, so the deaths of 122 people on a Burmese Y-8 military transporter plane did not appear in the reports
People who shine laser pens at vehicles could be jailed for up to five years under new laws.
The Laser Misuse (Vehicles) Bill was introduced by Aviation Minister Baroness Sugg, with the first reading taking place on 20th December 2017. This stage is a formality that signals the start of the Bill's journey through the Lords.
The Bill expands the list of vehicles beyond just planes (which it is currently an offence to target with lasers), to incorporate vehicles and vessels as well, and is intended to make it easier to prosecute those who threaten their safety. Baroness Sugg stated that she was "determined to protect pilots, captains, drivers and their passengers".
The Bill will make it an offence to deliberately shine or direct a laser towards a vehicle to dazzle or distract the operator, if done deliberately or if reasonable precautions to avoid doing so have not been taken. The legislation will therefore remove the need to prove intent to danger, which historically has been a difficult burden and has slowed the prosecution of offenders.
Under this new law laser operators could be jailed for up to 5 years and/or fined, with the cap on the amount offenders can be fined (currently limited to £2,500) being removed.
As events involving laser pens have become a growing concern within the transport industry, with the Civil Aviation Authority (CAA) receiving reports of 1,258 laser incidents last year, news of the Bill has been well received. General Secretary of the British Airline Pilots’ Association (BALPA), Brian Strutton said the measures were "very welcome".
Commander Simon Bray, who is the National Police Chiefs' Council (NPCC) lead for lasers, stated "Laser attacks can lead to catastrophic incidents. These new and robust measures send a clear message to perpetrators: laser attacks are a crime and serious consequences will follow from committing this offence."
The second reading - the general debate on all aspects of the Bill – will take place on 9th January 2018. | aerospace |
https://www.ash.org.au/us-news/planet-has-most-in-solar-system-after-12-discovered/ | 2023-03-30T15:12:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949331.26/warc/CC-MAIN-20230330132508-20230330162508-00503.warc.gz | 0.926323 | 692 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__280716395 | en | There’s a new moon king in our solar system: 12 new moons were discovered around Jupiter, which makes it the planet with the most moons.
Jupiter is already the biggest planet in our solar system. It used to be known as the planet with the second-most moons with 80, trailing only Saturn with 83.
Astronomers using telescopes in Hawaii and Chile in 2021 and 2022 were able to spot the moons and report them to the International Astronomical Union’s Minor Planet Center. Astronomers then followed up the observations to make sure the moons orbit the planet, and that was recently confirmed.
Scott Sheppard of the Carnegie Institution for Science, who was part of the discovery team, posted the findings online.
James Webb Space Telescope: Webb telescope reveals icy space cloud containing the ‘building blocks of life’
Habitable planet? NASA just found a planet almost the size of Earth and it’s in the habitable zone of a star
What are Jupiter’s newly discovered moons like?
Sheppard told The Associated Press the moons range in size from .6 miles to 2 miles in diameter, but only half of them are big enough – at least 1 mile in diameter – to have a name.
The moons also take a much longer time than ours to orbit its planet. Sky and Telescope reported all of the newly discovered moons take more than 340 days to orbit Jupiter, and nine of them take at least 550 days. By comparison, our moon takes about 27 days to orbit Earth, NASA says.
How many moons does each planet have?
The discovery gives Jupiter 92 total moons, the most of any planet in the solar system. Counting the new moons, here’s how many moons each planet has, according to NASA (which has not officially recognized Jupiter’s new moons):
- Mercury: 0
- Venus: 0
- Earth: 1
- Mars: 2
- Jupiter: 92
- Saturn: 83
- Uranus: 27
- Neptune: 14
Sheppard, who has been part of past moon observations on Jupiter and Saturn, believes there are moons orbiting Jupiter and Saturn that haven’t been discovered yet. He said both planets have small moons believed to once be bigger moons that collided with space debris like asteroids.
What’s everyone talking about? Sign up for our trending newsletter to get the latest news of the day
Missions to Jupiter moons
The discovery comes as space agencies are preparing to observe the planet and its moons.
The European Space Agency will be launching its Jupiter Icy Moons Explorer, Juice, in April to observe the planet and its three large ocean-bearing moons – Ganymede, Callisto and Europa – with the goal of characterizing the moons “as both planetary objects and possible habitats.”
In October 2024, NASA plans to send its Europa Clipper orbiter to observe the planet and its moon Europa. The moon is believed to be mostly water ice and have twice as much water as Earth, and there is evidence of an ocean of water or slushy ice beneath the surface. The goal is to see whether Europa could be suitable for life.
Contributing: Marcia Dunn, The Associated Press
Follow Jordan Mendoza on Twitter: @jordan_mendoza5.
Story Credit: usatoday.com | aerospace |
https://forums.kitmaker.net/t/texan-harvard-kit/16150 | 2022-05-23T00:24:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662550298.31/warc/CC-MAIN-20220522220714-20220523010714-00509.warc.gz | 0.972723 | 194 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__205795291 | en | The below image is a dear friend of mine who recently passed away. He was a flight instructor with the RAAF. This image was take while he was stationed in North Battleford in Canada during WW2.
I need some help. I haven’t built an aircraft kits for centuries!! I need some confirmation of the aircraft and the ‘best’ 1/48 scale kit to use.
I have all his log books etc. I believe I know the plane details but 80 years and the hand writting on the back of photos etc is hard to read.
I’m prepared to do some kit bashing and add extra details.
I don’t know if he flew this plane all the time or if he skipped from plane to plane. But this one will do. It’s the only known image of him flying this plane.
Any help would be greatly appreciated. I want a tribute model. | aerospace |
https://absolutebudapest.com/faq/readers-ask-which-air-companies-fly-from-london-to-budapest.html | 2023-03-20T20:11:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943555.25/warc/CC-MAIN-20230320175948-20230320205948-00523.warc.gz | 0.832416 | 1,141 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__174129935 | en | - 1 Which airlines fly from London to Budapest?
- 2 Who flies direct to Budapest from UK?
- 3 Which airlines are still flying to Budapest?
- 4 What cities fly direct to Budapest?
- 5 How long does it take to fly to Budapest from England?
- 6 Does Ryanair fly Budapest?
- 7 How much does it cost to fly to Budapest?
- 8 What area should I stay in Budapest?
- 9 Can you get direct flights to Budapest?
- 10 What terminal is Ryanair at Budapest?
- 11 How many airports are in Budapest?
- 12 How do you get to Budapest from UK?
- 13 Does Budapest have a beach?
- 14 Which airport does easyJet fly to in Budapest?
- 15 Does easyJet fly to Budapest?
Which airlines fly from London to Budapest?
Airlines that fly from London to Budapest Easyjet and Norwegian both fly from Gatwick Airport, British Airways fly from Heathrow, Wizz Air flights fly from Luton and Ryanair fly from Stansted.
Who flies direct to Budapest from UK?
British Airways fly direct from London to Budapest Ferenc Liszt International (BUD). The flight takes just 2 hours and 25 minutes.
Which airlines are still flying to Budapest?
Other airlines flying to Budapest
|KLM flights||eurowings flights||Norwegian flights|
|Brussels Airlines flights||Aeroflot flights||Aer Lingus flights|
|SWISS flights||Austrian Airlines flights||Aegean Airlines flights|
|Turkish Airlines flights||Iberia flights||Czech Airlines flights|
|Finnair flights||LOT flights||Smart Wings flights|
What cities fly direct to Budapest?
You can fly directly to Budapest from the following UK airports:
- London Gatwick Airport.
- London Heathrow Airport.
- London Stansted Airport.
- London Luton Airport.
- Bristol Airport.
- Birmingham Airport.
- East Midlands Airport.
- Manchester Airport.
How long does it take to fly to Budapest from England?
Non-stop flight time from Budapest to London is around 2 hours 45 minutes. Fastest one-stop flight between Budapest and London takes close to 4 hours. However, some airlines could take as long as 30 hours based on the stopover destination and waiting duration.
Does Ryanair fly Budapest?
Fly to Budapest with Ryanair and enjoy the lowest fares across Europe.
How much does it cost to fly to Budapest?
Average worldwide flight costs to Budapest Liszt Ferenc International Airport (BUD) are between $655 and $994 per person for economy flights and $2,055 to $3,119 for first class.
What area should I stay in Budapest?
The 5th district is the best overall neighborhood to stay in Budapest for tourists. Plenty of attractions, and loads of restaurants and cafés to enjoy. While it isn’t exactly a nightlife hub, the 5th is well-connected by public transit – you’ll be able to hop over to the Jewish Quarter if its bars you crave.
Can you get direct flights to Budapest?
Which airlines offer direct flights to Budapest? Ryanair, Wizz Air, Lufthansa, United, TAP Air Portugal, Delta, SAS and Brussels Airlines all fly direct to Budapest.
What terminal is Ryanair at Budapest?
Check-in counters at Budapest Airport are located in Terminals 2A and 2B on the departure floors. Check-in.
|Aegean Airlines||Air Algerie|
|KLM Royal Dutch Airlines||Qatar Airways|
|LOT Polish Airlines||Ryanair|
|Pegasus Airlines||Transavia France|
How many airports are in Budapest?
The capital city is Budapest. Hungary is subdivided administratively into 20 regions which are the 19 counties (megyék, singular: megye) and the capital city (főváros) of Budapest. Airports.
|Airport name||Budapest Ferenc Liszt International Airport|
|Elev.||151 m (495 ft)|
How do you get to Budapest from UK?
It takes an average of 29h 20m to travel from London to Budapest by train, over a distance of around 898 miles (1446 km). There are normally 3 trains per day travelling from London to Budapest and tickets for this journey start from €115.90 when you book in advance.
Does Budapest have a beach?
The first and most obvious choice is Budapest’s ‘seaside’ resort, Lupa Beach. The resort aims to offer a true “seaside feeling” near the city with crystal clear water, white sand, palm trees, and sunshades, and can accommodate 10,000 people at a time.
Which airport does easyJet fly to in Budapest?
Arriving at Budapest Airport – easyJet flies to Budapest Airport (Ferihegy), which is located approximately 28 kms from the city centre. – All easyJet flights arrive and depart from Terminal 2.
Does easyJet fly to Budapest?
easyJet.com | Cheap flights to Budapest at $39.44 or less. | aerospace |
http://www.l2aviation.com/index.htm | 2014-03-08T18:17:26 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999657009/warc/CC-MAIN-20140305060737-00072-ip-10-183-142-35.ec2.internal.warc.gz | 0.867076 | 85 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__29741257 | en | L2 is a design, consulting, certification,
manufacturing and installation-services company supporting a variety of avionics modification and certification projects for commercial and military aircraft.
L2 is also a FAA Certified Repair Station specializing in
remote installations and a Parts Manufacturing Approval (PMA)
FAA Repair Station No. L2ZR265X
FAA-PMA No. PQ1040SW | aerospace |
http://www.appleballa.com/2013/11/119325/us-launches-spacecraft-explore-martian-atmosphere | 2016-02-08T05:57:53 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701152959.66/warc/CC-MAIN-20160205193912-00073-ip-10-236-182-209.ec2.internal.warc.gz | 0.906092 | 296 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__109692908 | en | Nov 18 2013, 7:38pm CST | by IANS
The trip to Mars will take 10 months, and the $671-million. MAVEN is expected to reach orbit around Mars in September 2014, NASA said.
"MAVEN is the first spacecraft devoted to exploring and understanding the Martian upper atmosphere," the US space agency said.
MAVEN has a one-Earth-year primary mission, during which it will make measurements in all regions of "near-Mars" space, including five deep dip maneuvers, descending to an altitude of 120 km, the lower boundary of the planet's upper atmosphere.
The spacecraft will carry three instrument suites. The Particles and Fields Package contains six instruments to characterise the solar wind and the ionosphere of Mars.
The Remote Sensing Package will determine global characteristics of the upper atmosphere and ionosphere. The Neutral Gas and Ion Mass Spectrometer will measure the composition of Mars' upper atmosphere.
Maven is the 10th orbiter the US space agency sent to Mars, but three of them failed. Currently, there are three other active spacecraft orbiting the Red Planet: Mars Odyssey launched in 2001, the European Space Agency's Mars Express launched in 2003 and NASA 's Mars Reconnaissance Orbiter launched in 2005.
NASA also has two active rovers currently studying Mars on the planet's surface: Opportunity launched in 2003 and Curiosity, the last NASA mission launched in 2011.
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http://edmac.org.uk/index.php/articles/27-camera | 2022-06-30T00:28:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103646990.40/warc/CC-MAIN-20220630001553-20220630031553-00430.warc.gz | 0.926325 | 561 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__71695645 | en | Authority to fly Camera-Equipped Model Aircraft.
This document relates to any model, not just multi-copters, which has a camera or video installed and is used for the purpose of obtaining images whilst flying on Epsom Downs. Please note that flying FPV equipped models on Epsom Downs continues to be prohibited.
The Epsom & Ewell Council’s Legal Department has been consulted by the Conservators about camera-equipped model aircraft being flown on the Downs. They have no objection to their use as long as all model aircraft flown comply with Articles 241, 94 & 95 of the Civil Aviation, Air Navigation Order.
Camera Equipped Model Aircraft
Articles 241 and 94 of the Air Navigation Order apply to ALL model aircraft. The addition of a camera to a model makes that model a “Small Unmanned Surveillance Aircraft” (SUSA) and Article 95 must also be complied with. You must have read and understood the detail contained within all three Articles.
Article 95 Civil Aviation Air Navigation Order
Small Unmanned Surveillance Aircraft
(1) The person in charge of a small unmanned surveillance aircraft must not fly the aircraft in any of the circumstances described in paragraph (2) except in accordance with a permission issued by the CAA.
(2) The circumstances referred to in paragraph (1) are:
a) over or within 150 metres of any congested area;
b) over or within 150 metres of an organised open-air assembly of more than 1,000 persons;
c) within 50 metres of any vessel, vehicle or structure which is not under the control of the person in charge of the aircraft; or
d) subject to paragraphs (3) and (4), within 50 metres of any person.
(3) Subject to paragraph (4), during take-off or landing, a small unmanned surveillance aircraft must not be flown within 30 metres of any person.
(4) Paragraphs (2)(d) and (3) do not apply to the person in charge of the small unmanned surveillance aircraft or a person under the control of the person in charge of the aircraft.
(5) In this article ‘a small unmanned surveillance aircraft’ means a small unmanned aircraft that is equipped to undertake any form of surveillance or data acquisition.
Authority to fly a camera-equipped model on Epsom Downs will be granted by the Committee on receipt of a completed declaration form. You may not fly until the EDMAC Committee has approved your application in writing.
Please download, complete and return the declaration to a committee member. Please retain the signed copy in your flight box or on your person whenever you fly a SUSA. All other EDMAC Club Rules continue to apply. | aerospace |
https://ulc.pl/en/aviation-personnel/329-flight-crew-training-and-licensing/2488-contact | 2020-10-23T22:03:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107865665.7/warc/CC-MAIN-20201023204939-20201023234939-00151.warc.gz | 0.892971 | 191 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__205397616 | en | Air Personnel Register is open to flight crew members during the following hours:
From Tuesday to Friday: 9.00-15.00.
Information on licenses and certificates of qualification issued are provided in the following hours:
8.15-9.15 and 15.00-16.00 at the telephone number: (22) 520 74 51, (22) 520 74 52
Civil Aviation Authority launched the application to notify members of the flight crew when the license or certificate of qualification is ready to receive or if it was sent to the CAA branch as requested.
Those who in the personal data field submitted the mobile phone number and / or e-mail address will receive messages via SMS and / or e-mail.
Air Personnel Register
Civil Aviation Authority
ul. M. Flisa 2,
Head of Department
Tel: +48 22 520 74 51, 520 74 52
fax: +48 22 520 74 53 | aerospace |
https://carandvintage.com/boom-supersonic-ouverture-jet-aircraft/ | 2023-11-30T23:26:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100258.29/warc/CC-MAIN-20231130225634-20231201015634-00598.warc.gz | 0.909226 | 791 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__115180455 | en | United Airlines wants to go supersonic: the carrier recently announced will purchase 15 of Boom Supersonic’s airliners, with an option for 35 more at some point. Slated to carry passengers in 2029, the net-zero carbon aircraft will fly on 100% sustainable aviation fuel (SAF). Through innovation and collaboration, United and Boom are realizing a shared mission to connect the world safely and sustainably. At speeds twice as fast as today’s passenger jets, United’s new Overture fleet will open countless possibilities for new experiences and human connection.
United continues on its trajectory to build a more innovative, sustainable airline and today’s advancements in technology are making it more viable for that to include supersonic planes. Boom’s vision for the future of commercial aviation, combined with the industry’s most robust route network in the world, will give business and leisure travelers access to a stellar flight experience. Our mission has always been about connecting people and now working with Boom, we’ll be able to do that on an even greater scale.
Scott Kirby, CEO United Airlines
The Colorado-based company has not built or certified its first commercial supersonic airplane yet, the Overture. Apparently it will start passenger services in 2029 with a plane that could fly at Mach 1.7 and cut several flight times in half. New York to London? 3:30 instead of 6:30 hours. On the supersonic travel roadmap, Ouverture’s rollout is scheduled in 2025, followed by it maiden flight one year later.
The world’s first order of net-zero carbon supersonic aircraft marks a significant step toward our mission to create a more accessible world. At speeds twice as fast, United passengers will experience all the advantages of life lived in person, from deeper, more productive business relationships to longer, more relaxing vacations to far-off destinations.
Blake Scholl, founder & CEO Boom Supersonic
The Overture onboard experience is designed for comfort, productivity and privacy, featuring in-seat entertainment screens, ample personal space, and contactless technology; passenger capacity will range from 65 to 88. The soon-to-be supersonic jet aircraft will cruise at 18.200 meters and will have a range of 7.866 kilometers.
We always made no secrets about our passion for Aérospatiale-BAC Concorde, since the early days of Car&vintage we shared our love for such an incredible flying machine. Today, thanks to Boom Supersonic, we sincerely hope to get back – safely, of course – to that Concorde era, when celebrating three new years eve in a row was everything but a dream.
To provide the best experiences, we use technologies like cookies to store and/or access device information. Consenting to these technologies will allow us to process data such as browsing behaviour or unique IDs on this site. Not consenting or withdrawing consent, may adversely affect certain features and functions.
The technical storage or access is strictly necessary for the legitimate purpose of enabling the use of a specific service explicitly requested by the subscriber or user, or for the sole purpose of carrying out the transmission of a communication over an electronic communications network.
The technical storage or access is necessary for the legitimate purpose of storing preferences that are not requested by the subscriber or user.
The technical storage or access that is used exclusively for statistical purposes.The technical storage or access that is used exclusively for anonymous statistical purposes. Without a subpoena, voluntary compliance on the part of your Internet Service Provider, or additional records from a third party, information stored or retrieved for this purpose alone cannot usually be used to identify you.
The technical storage or access is required to create user profiles to send advertising, or to track the user on a website or across several websites for similar marketing purposes. | aerospace |
http://www.weirtondailytimes.com/news/local-news/2013/07/aircraft-of-wheeling-designer-fly-into-airport/ | 2016-10-26T15:38:05 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988720962.53/warc/CC-MAIN-20161020183840-00513-ip-10-171-6-4.ec2.internal.warc.gz | 0.966442 | 400 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__23318941 | en | Aircraft of Wheeling designer fly into airport
WHEELING – An image out of America’s past came to rest at the Wheeling-Ohio County Airport on Monday.
A B-25 bomber, designed by Wheeling native Howard “Dutch” Kindleberger, is on display on the runway for people to see. It is scheduled to be joined by a P-51 fighter plane Friday to kick off a weekend of aviation history.
“All the action will begin at the airport Thursday through Sunday,” airport Manager Tom Tominack said Monday afternoon.
Tominack said the B-25, dubbed “Maid in the Shade,” is visiting the airport for the first time after years of restoration and reconstruction work. The P-51 will return to the airport after multiple visits in the past.
Tominack said vendors will be set up throughout the weekend, and the Warbird Rides Commemorative Air Force will be offering rides to interested parties for an admission fee.
Kindleberger’s company, North American Aviation, designed the B-25 bomber during World War II especially for the Doolittle Tokyo Raid on April 18, 1942.
Local plane enthusiast and father Jack Sall brought his family to see the bomber Monday. He said he studied aviation with local pilot Denny Lawford and received authorization to fly by himself in 2002.
The love of flight was passed down through the generations on Monday. Jack Sall said he brought his daughter, Avalyn, to see the bomber because he said she inherited his love for airplanes.
“It’s really great to be able to come see this,” Sall said.
The airport, which has recently been restored to its historic appearance by the staff, also features tours of the air traffic control tower and a museum dedicated to aviation history, including Kindleberger’s contributions to the U.S. Air Force. | aerospace |
https://investors.leonardodrs.com/corporate-profile | 2023-12-09T21:42:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00231.warc.gz | 0.924326 | 657 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__210472237 | en | Leonardo DRS is a leading provider of defense products and technologies that provide battlefield superiority today while shaping the battlefield of tomorrow for the U.S. military and our allies abroad. We offer a broad portfolio of technologies, products and services in our core markets including advanced sensing, network computing, force protection, and electrical power conversion and propulsion. We believe these technologies will not only support our customers in today’s mission but will also underpin their strategy to migrate towards more autonomous, dynamic, interconnected, and multi-domain capabilities needed for tomorrow’s battlefield.
Our overall strategy includes being a balanced and diversified company, with a specific focus on establishing strong technical and market positions in areas of priority for the Department of Defense (“DoD”). The US DoD is our largest customer accounting for approximately 85% of our business as an end-user.
Our reporting is structured into the following two technology driven segments based on the capabilities and solutions offered to our customers:
Advanced Sensing and Computing (“ASC”): Our Advanced Sensing and Computing segment provides equipment that enables the sensing and computing of valuable battlefield information necessary to ensure our armed forces are equipped with real-time awareness required to deliver enhanced decision making and execution in theater. From leading long-range sensing capabilities, to rugged, trusted, and cyber resilient networked computing, our ASC products provide our customers with the ability to be successful in their mission. Our ASC segment provides ground vehicle systems including third generation infrared, long-range threat detection, situational awareness, and targeting. Our sensing technologies also support aircraft survivability through advanced two-color infrared missile warning sensors and our quantum cascade lasers which protect aircraft from missile attacks. In addition to our optical sensing systems, we provide state of the art technology in Electronic Warfare (EW) and Cyber systems to enable our customer’s integrated capabilities for multi-domain operations. Our mounted and dismounted EW systems and intelligence solutions across a broad range of platforms bring world-class capability to our customers. Our sensing capabilities are complemented by our network computing and communications products. We are a leading global supplier of battle management systems and mounted computing hardware for ground forces worldwide. For the U.S. and allied naval customers, we provide naval computing systems and network equipment, shipboard communications, radar, surface ship and submarine combat and command and control systems.
Integrated Mission Systems (“IMS”): Our Integrated Mission Systems segment consists of both land and naval component and integrated systems. The IMS segment provides critical force protection, vehicle integration, transportation and logistics and electrical control, distribution and conversion, and ship propulsion components and systems to the U.S. and allied forces. Our force protection systems provide protection for our service members and military assets from proliferating and evolving threats including advanced solutions for counter-unmanned aerial systems, short-range air defense systems and active protection systems on ground vehicles. We provide power conversion and propulsion products for the U.S. Navy’s top priority shipbuilding programs, building on our legacy of providing power components and systems for nearly all naval combat vessels for three decades, positioning us to continue as a leading provider of electrical ship propulsion systems and components for the U.S. Navy. | aerospace |
https://careercenter.aaae.org/jobs/17521162/airport-operations-coordinator | 2022-12-07T13:57:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711162.52/warc/CC-MAIN-20221207121241-20221207151241-00626.warc.gz | 0.93486 | 153 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__287451526 | en | Under general supervision, the Airport Operations Coordinator performs duties at a general aviation airport. Responsible for ensuring that daily airport operations are conducted in accordance with FAR Part 139.
Responsible for airfield safety to include: identifying, preventing, responding to and/or removing all hazards to aviation including FOD, wildlife, AOA incursions, unauthorized vehicles and pedestrian entry, and disabled aircraft.
Acts as a liaison with Air Traffic Control, Teterboro ARFF group and all responding agencies during airport emergencies. Conducts tenant AOA driver training and auditing compliance.
Professionally represents the company through frequent and meaningful contact with the customer.
This job listing is no longer active.
Check the left side of the screen for similar opportunities. | aerospace |
https://aerospaceengineering.aero/aerospace-engineering-and-latest-technologies-in-pilot-training/ | 2017-07-24T18:34:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424909.50/warc/CC-MAIN-20170724182233-20170724202233-00363.warc.gz | 0.949805 | 538 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__159949544 | en | Pilots we can say drivers of aerospace engineering vehicles have a job that requires experience and perfection. Risk of any accident during flight is needless. Cost of any problem that related pilotage is more than cost of any education. Typical pilot training period in aerospace engineering starts with ground training and then goes on with flight training. After basic training mentor programs and refreshing skills are important. Training program has same concept and philosophy. But technological developments about simulation and augmented reality have changed content of pilot training.
Before becoming pilot you need to learn basic topics and details about aviation. Aircraft systems, aerodynamics, navigation, weather, aircraft operations and regulations are general topics that you need to learn. This topics has relations about aerospace engineering. If you have preliminary requirements you can advance them and get a certificate as pilot. After basic certification it is possible to go further with new courses. But during each course you need more time and experience to get another.
There are different simulation programs that used in pilot training. Most of the common simulations are used as instrument and basic training environment. Flight controls in cockpit, avionics and cockpit accessories are software and hardware options of simulation platforms. International working groups, societies and authorities are convenient to standards like FAA and EASA. Simulations and computer environment has major contribution to pilot training. X-Plane, FSX and P3D are common simulation platforms that used in pilot training.
Before development of augmented reality technologies nearly all of simulations are based on computational details. However merging real world with computational objects has started new era of simulation platforms in aerospace engineering. With new technologies it is possible to create different scenarios in pilot training.
NASA is one of the authorities that use latest generation of simulation technology which is named as Fused Reality during pilot training. Fused Reality has a big difference according to common simulation platforms. It is based on augmented reality interaction. Different scenarios can be prepared for training.
Fused Reality is a simulation system that works by using eyeglasses like Google Glass. A helmet, that has glass, presents virtual images during flight. Combining reality with simulation objects has successful results about maneuver and risky flight operations. In traditional simulations most of scenarios are related with usual flight operations.
Beyond training simulation results of computer based flight are used in aerospace engineering. New control algorithms, new configurations and response of pilot are developed by simulation data. Missions in a simulation are limitless. Practice can change lots of things in pilot. But experience is experience. Nothing can change real results of flight in aerospace engineering.
Aerospace Engineering and Aviation website provides information for universities, jobs, salary and museums for aeronautical, space and astronautical domain | aerospace |
https://code7700.com/case_study_twa_841.htm | 2023-03-22T07:12:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943750.71/warc/CC-MAIN-20230322051607-20230322081607-00065.warc.gz | 0.96202 | 4,185 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__204522749 | en | The NTSB report looks pretty well thought out but there remains a conspiracy theory out there that Boeing tried to cover up a known problem with the Boeing 727 leading edge slat system at the cost of a good airline pilot's career.
— James Albright
B-727 Flight Control System,
from NTSB-AAR-81-08, figure 1.
The NTSB was very careful in its choice of words but the talk among 727 and TWA pilots at the time was this:
- The trailing edge flaps on the Boeing 727 extend aft a great deal before they extend down. If it were not for the automatic deployment of the leading edge slats, the first notch of flaps would turn the wing into one that produces more lift. (Greater span with very little change in camber.)
- There was a belief among some Boeing 727 pilots that you could increase the airplane's speed by pulling the circuit breakers on the leading edge slats and extending the trailing edge flaps to their first notch.
- The mishap pilots did just this while the flight engineer was aft using the lavatory. When the engineer returned to the cockpit he noticed the popped circuit breakers and reset them, causing the leading edge slats to extend.
- This caused the buzzing sensation the captain noted. When he retracted the flaps the No. 7 leading edge slat failed to retract, causing the subsequent roll.
Of course the flight crew denies all this. They erased the cockpit voice recorder, increasing the appearance that they were lying.
The Air Force safety officer veteran in me comes down easily on the side of the NTSB and Boeing because of one fact: the aircraft's leading edge system was not changed as a result of this mishap. If they knew there was a problem, some modification would have been made.
Of course I am not here to point fingers but to derive lessons to prevent future occurrences. If the crew did indeed attempt to extend the flaps without the slats, this was not just a pilot error mishap, it was a lack of flight discipline mishap. The aircraft is designed carefully with safety margins in place and when you attempt to out think the designers you are gambling with lives.
- Date: 4 April 1979
- Time: 2148 EST
- Type: Boeing 727-31
- Operator: Trans World Airlines, Inc.
- Registration: N840TW
- Fatalities: 0 of 89 total
- Aircraft Fate: Damaged
- Phase: En route
- Airport (Departure): New York-JFK International Airport, NY (JFK, KJFK)
- Airport (Destination): Minneapolis-St. Paul International Airport, MN (MSP, KMSP)
- The captain stated that he was flying the aircraft on autopilot with the Altitude-Hold mode selected. While he was sorting maps or charts, which were located in his flight bag on the left cockpit floor, he felt a buzzing sensation. Within 2 or 3 seconds, the buzzing became a light buffet, and he looked at the flight instruments. He noticed that the autopilot was commanding a turn to the left with the control wheel displaced accordingly, but he noticed that the attitude director indicator (ADI) showed the aircraft in a 20° to 30° bank to the right. The AD1 showed that the aircraft was continuing to bank to the right at a slightly faster than normal rate of roll, so he disconnected the autopilot and applied more left aileron control to stop the roll.
- According to the captain, the aircraft continued to roll to the right in spite of nearly full left aileron control, so he applied left rudder control in addition to the aileron control. He stated that in spite of the almost full deflection of the left aileron and full displacement of the left rudder pedal, the aircraft continued to roll to the right. He believed that the aircraft was going to roll inverted so he retarded the throttles to the flight idle position, and he stated "we're going over," or something to that effect. The aircraft rolled completely and entered a second roll with the nose down.
- The captain asked the first officer to "get them up," meaning that he wanted the first officer to extend the speed brakes. The first officer stated that he was not aware of the buffeting or the aircraft's attitude because he was in the process of calculating the aircraft's groundspeed; therefore, he did not understand the captain's command. The flight engineer was aware of the buffeting but was facing his panel and was not aware initially of the aircraft's attitude except that it seemed to be in a right descending turn. The captain stated that when the first officer did not react to his command, he moved the speed brake lever to the deployed position.
- After detecting no reaction to the speed brake extension, the captain moved the control handle to the retract position and back to the extend position. Meanwhile, the indicated airspeed needle was moving rapidly toward its limit and he could see only "black" on the AD1 and bright areas in the windshield which he perceived to be the lights of towns shining through the undercast. The altimeter indicated such a rapid descent that it was difficult to read. However, he estimated that the aircraft was near 15,000 feet and descending rapidly when he commanded extension of the landing gear. The first officer immediately moved the gear handle to the "extend" position, and the flightcrew heard very loud sound similar to the sound of an explosion.
- The captain stated that he applied full left aileron and full left rudder throughout the descent but the aircraft continued to roll to the right. Simultaneous with the gear extension, he relaxed some of the back pressure on the control column and some of the pressure on the aileron and rudder controls. The airspeed began to slow, and he was able to roll the aircraft to a near wings-level attitude and to stop the aircraft's descent, after which the aircraft pitched upward into a 30° to 50° climb. He saw the moon in the windscreen and used it as a visual reference to maneuver the aircraft. The airspeed slowed rapidly, and with guidance from the first and second officers, he leveled the aircraft near 13,000 feet.
- After regaining control of the aircraft, the flightcrew noticed a warning light announcing the failure of the 'A" hydraulic system and a warning flag indicating that the lower yaw damper was inoperative. The captain decided to land the aircraft at Metropolitan Airport, Detroit, Michigan. He instructed the first officer and flight engineer to perform emergency checklist procedures and to notify the flight attendants to prepare the passengers for an emergency landing.
- The captain stated that when the landing flaps were extended during the approach by means of the alternate extension system, the aircraft rolled sharply to the left. Therefore, he ordered the flaps retracted and planned for a landing without flaps. The two main landing gear indicators showed unsafe landing gear conditions, so the captain made a low altitude pass down the runway for a check of the landing gear. Control tower and crash rescue personnel reported that all three landing gears appeared to be extended. About 2231, the captain landed the aircraft on runway 3 without incident.
- The accident occurred at night (about 2148) near latitude 43°39'N and longitude 84°05'W.
Source: NSTB-AAR-81-8, pg. 2
- The No. 7 leading edge slat on the right wing was missing. The slat tracks remained on the aircraft; the outboard track was twisted and bent rearward about midspan, and the inboard track was bent rearward near the aft end of the track.
- The No. 7 leading edge slat, which had broken into two pieces, and the outboard trailing edge flap track canoe-shaped fairing were found about 7 miles north of Saginaw, Michigan.
Source: NSTB-AAR-81-8, ¶1.12
- In 1975, The Boeing Company conducted flight and wind tunnel tests to determine the effects of asymmetric extension of wing leading edge slats on the control characteristics of the B-727 while in cruise flight conditions. Because of reports of slat actuator lock ring failures, these tests were conducted to evaluate control characteristics associated with an unscheduled extension of a single leading edge slat. The wind tunnel tests involved slat extensions from 0.4 to 0.95 Mach; because of adverse buffeting, O.80 Mach was the highest speed tested in flight. From these tests, it was determined that the extension of either the No.2 or the No. 7 leading edge slat caused the most adverse control characteristics, but with a significant amount of lateral control applied, the aircraft was controllable at altitudes and speeds of up to and including 35,000 feet and 0.80 Mach.
Source: NSTB-AAR-81-8, ¶1.16.1
- At the request of the Safety Board, The Boeing Company programed a fixed-base engineering flight simulator with B-727-200 aerodynamic and control data and the data obtained from flight and wind tunnel tests. Also, the simulator was programed with Flight 841's gross weight and center of gravity conditions and the pertinent meteorological data associated with its flight.
- The simulator tests produced two flight maneuver situations in which the recorded time histories of indicated airspeed, altitude, and normal load factors most closely approximated those recorded by Flight 841's FDR.
- The flight simulator traces showed that the simulated aircraft could be returned to wings-level flight with relatively little loss of altitude provided corrective action was begun before the roll and airspeed were allowed to increase excessively. In the simulations, the pilot could delay reaction for about 16 seconds and regain control with an altitude loss of about 6,000 feet. However, when the pilot delayed corrective action for 17 seconds or more, a maneuver was entered that approximated Flight 841's airspeed, altitude, and g-traces. In this maneuver, the aircraft continued throughout the descent to roll to the right, in spite of full left aileron and rudder, until the slat was retracted to simulate its loss from the aircraft.
Source: NSTB-AAR-81-8, ¶1.16.2
- In 1978, one operator experienced an unintended extension of leading edge devices. While in cruise flight at 25,000 feet and about 350 knots (0.82 Mach.), the captain detected an airframe vibration which he attributed to a partially extended trailing edge flap. He attempted to retract the trailing edge flap by using the alternate flap system. However, either the retraction switch was moved inadvertently to the "down" position, rather than the "up" position, or the switch was wired backward. In any event, the leading edge devices were unintentionally extended. The leading edge devices were retracted by turning the alternate flap master switch off; however, the No. 6 and No. 7 leading edge slats on the right wing did not retract. The aircraft began to roll and turn to the right, but the captain returned the aircraft to level flight by using left aileron and rudder. The aircraft was kept upright by about 45' of control wheel deflection to the left and by a significant amount of left rudder. After the captain slowed the aircraft, the slats retracted. An unscheduled but normal landing was made as a precautionary measure. The No. 7 slat and the alternate flap retraction switch were changed, and the aircraft was returned to service.
Source: NSTB-AAR-81-8, ¶1.17.2
- Based on the physical evidence, aerodynamic data, and the flight simulations, the Safety Board concludes that an extended No. 7 leading edge slat on the aircraft's right wing caused lateral control problems which preceded the aircraft's rapid descent.
- According to the flightcrew, before and immediately after the buzzing began, they saw no lights in the cockpit that indicated an unlocked leading edge device or a failure of a hydraulic system, including the "A" system. Also, the captain stated that there was no inadvertent or deliberate movement of the flap control handle or other controls that would have caused leading edge devices to extend. Therefore, if the flightcrew's recollections are accurate, the No.7 leading edge slat would have had to extended as a consequence of defects or malfunctions in the No. 7 slat extension/retraction systems.
- During the investigation, after repairing and plugging ruptured "A" system hydraulic lines, both the normal and alternate flap control systems were tested. There was no evidence of any malfunction in these systems that might have caused an extension of one or more leading edge devices.
- The evidence involves a fundamental conflict between the flightcrew's statements and the possibilities and probabilities of an unscheduled extension of the No. 7 slat. Although portions of the slat actuator were not found, the evidence indicates that the possibility of a series of malfunctions and failures occurring which permitted the slat to extend aerodynamically or hydraulically is extremely remote. On the other hand, we recognize that if the No. 7 slat did not extend as the consequence of some series of failures and malfunctions in the slat system, then it must have been extended as a result of flightcrew action.
- The Safety Board concludes that the Nos. 2, 3, 6, and 7 slats were extended as a consequence of flightcrew action. Further, that when scheduled to retract by the flightcrew, the No. 7 slat failed to retract probably because tensile forces created by aerodynamic loads combined with friction and side forces on the piston rod, caused by misalignment of the slat, exceeded the available retraction force.
Source: NSTB-AAR-81-8, ¶2.4
- After the No. 7 slat was torn from the aircraft, lateral control was restored and the captain was able to roll the wings parallel to the horizontal and recover from the spiral dive.
- The flightcrew denied having moved any controls that would have caused extension of flaps or slats. Since there is no other available evidence of flightcrew activities in the cockpit, the Safety Board is not able to determine conclusively why the Nos. 2, 3, 6,and 7 leading edge would have been extended. However, we note that since the flap lever must be moved up and over a gate before it can be moved to a flap/slat extension position, it is not likely that the lever was moved accidentally. Further, since operation of the alternate flap system to extend leading edge devices results in random and initially unsymmetrical extension of leading edge flaps and slats, extension of only the Nos. 2, 3, 6, and 7 slats would not have been likely.
- In summary, the Safety Board concludes that the following sequence of actions and events probably occurred to cause Flight 841 to enter an uncontrollable spiral dive involving two 360° rolls and a loss of about 34,000 feet of altitude in about 63 seconds:
- While cruising at mach 0.816 and 39,000 feet pressure altitude and with the autopilot controlling the aircraft, an attempt was made to extend 2° of trailing edge flaps independently of the leading edge slats, probably in an effort to improve aircraft performance.
- The attempt to independently extend 2° of trailing edge flaps was not successful, and about 2147:32 the Nos. 2, 3, 6, and 7 leading edge slats began to extend. Two seconds later, the aircraft began to buffet and roll slowly to the right. Six to seven seconds later, the rate of roll began to increase due to increasing slat asymmetry as the Nos. 2, 3, and 6 slats retracted. The No. 7 slat failed to retract.
- About 2147:45, the aircraft reached about 35° of right bank where the captain disconnected the autopilot and rapidly rolled the aircraft to the left to a near wings-level attitude. The aircraft could have been stabilized in wings-level flight with appropriate deflection of the lateral controls.
- About 2147:47, the aircraft again began to roll to the right, probably while the captain was distracted by activities related to the isolation of the No. 7 slat in the extended position.
- Shortly before 2147:51, the captain recognized the rapid right roll, and he rapidly applied full deflection of the lateral controls to stop the roll. The roll was stopped near 35° of right bank for several seconds during which the captain removed his right hand from the control wheel, pulled the throttles to flight idle, and deflected full or nearly full left rudder.
- In response to the rapid and full or nearly full deflection of the flight controls, the aircraft entered a substantial right sideslip. The sideslip combined with the aircraft's mach number and angle of attack to reduce the lateral control margin to zero or less. The aircraft resumed the right roll and began to descend rapidly and uncontrollably. The captain extended speed brakes, detected no reaction, and retracted them.
- About 2148:25, the aircraft completed 360° of roll while descending to about 21,000 feet. Shortly thereafter, the captain commanded landing gear extension which was accomplished by the first officer. The aircraft continued to descend rapidly, and it continued to roll to the right until the No. 7 slat was torn from the wing and lateral control was restored. About 2148:58, the captain regained control of the aircraft at an altitude of about 5,000 feet.
- Since our weighing of the evidence involves a rejection of the possibility of an unscheduled extension of the No. 7 slat and a partial rejection of the captain's recollection of his actions following extension of the slats, the Safety Board believes that the following comments are appropriate: We believe the captain's erasure of the CVR is a factor we cannot ignore and cannot sanction. Although we recognize that habits can cause actions not desired or intended by the actor, we have difficulty accepting the fact that the captain's putative habit of routinely erasing the CVR after each flight was not restrainable after a flight in which disaster was only narrowly averted. Our skepticism persists even though the CVR would not have contained any contemporaneous information about the events that immediately preceded the loss of control because we believe it probable that the 25 minutes or more of recording which preceded the landing at Detroit could have provided clues about causal factors and might have served to refresh the flightcrew's memories about the whole matter.
Source: NSTB-AAR-81-8, ¶2.5
The Safety Board determines that the probable cause of this accident was the Isolation of the No. 7 leading edge slat in the fully or partially extended position after an extension of the Nos. 2, 3, 6, and 7 leading edge slats and the subsequent retraction of the Nos. 2, 3, and 6 slats, and the captain's untimely flight control inputs, to counter the roll resulting from the slat asymmetry. Contributing to the cause was a preexisting misalignment of the No. 7 slat which, when combined with the cruise condition airloads, precluded retraction of that slat. After eliminating all probable individual or combined mechanical failures or malfunctions which could lead to slat extension, the Safety Board determined that the extension of the slats was the result of the flightcrew's manipulation of the flap/slat controls. Contributing to the captain's untimely use of the flight controls was distraction due probably to his efforts to rectify the source of the control problem
Source: NSTB-AAR-81-8, ¶3.2
NTSB Aircraft Accident Report, AAR-81-08, Trans World Airlines, Inc., Boeing 727-31, N840TW, Near Saginaw, Michigan, April 4, 1979, National Transportation Safety Board, June 9, 1981 | aerospace |
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