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://www.mercatus.org/students/economic-insights/expert-commentary/dont-panic-let-entrepreneurs-take-astronauts-space | 2023-06-06T10:27:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00136.warc.gz | 0.902374 | 154 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__174548332 | en | Don’t Panic! Let Entrepreneurs Take Astronauts Into Space
Recently Elon Musk’s SpaceX launched its latest Falcon 9 rocket into space. SpaceX is now arguably the world leader in the rocket business, rivaling the largest governments in the number of missions logged while outperforming them on cost. In February it launched the Falcon Heavy—the world’s most powerful rocket currently in operation—and in March it celebrated the 50th Falcon 9 flight.
However, its next space-faring innovation will require breaking through regulatory barriers instead of technical ones. And if you think rocket science is difficult, imagine what happens when you add confusing and ill-defined regulations—the types even regulators don’t always know how to enforce—into the mix. | aerospace |
http://www.knigka.su/other_books/voennaya_tem/200756-Fairey_Swordfish_In_Action.html | 2018-05-23T22:17:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794865830.35/warc/CC-MAIN-20180523215608-20180523235608-00534.warc.gz | 0.793805 | 429 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__87893031 | en | Fairey Swordfish In Action (Aircraft number 175)
By W.A. Harrison
Publisher: Squadron/Signal Publications Inc. 2001 52 Pages
PDF 15 MB
The British Fleet Air Arm (FAA) operated three main types of aircraft during the 1920s and 1930s: the fleet fighter, the torpedo-bomber, and the spotter-reconnaissance aircraft. These aircraft operated from the Royal Navy's fleet of aircraft carriers, which totaled six by 1930. In 1933. the Fairey Aviation Company submitted a design which combined some of these three roles and met other specifications already issued by the British Air Ministry. The resulting aircraft, by Fairey designer Marcclle Lunelle, was known as the TSR I (Torpedo-Spotter-Reconnaissancc). It was to be powered by a 525 horsepower (hp) Rolls-Royce Kestrel v-12. liquid-cooled in-line engine. The aircraft would be capable of easily switching from a wheeled undercarriage to floats for waterbome operations.
|a b c d e f g h i j k l m n o p q r s t u v w x y z 0 1 2 3 4 5 6 7 8 9 |
а б в г д е ж з и й к л м н о п р с т у ф х ц ч ш щ ъ ы ь э ю я
Посетители, находящиеся в группе Гости, не могут оставлять комментарии в данной новости. | aerospace |
http://iagenweb.org/ringgold/military/people/mil_knappsandrafaye.htm | 2017-10-18T22:19:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823153.58/warc/CC-MAIN-20171018214541-20171018234541-00183.warc.gz | 0.936283 | 83 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__2821509 | en | Mount Ayr Record-News
Mount Ayr, Ringgold County, Iowa
Thursday, May 25, 2006
Sandra Faye Knapp, daughter of Steve and Tracee Knapp of Redding, has enlisted in the United States Air Force and will leave for basic training at Lackland Air Force Base in San Antonio, TX June 12.
Transcription by Sharon R. Becker, October of 2016 | aerospace |
https://ba.n1info.com/english/news/a263181-information-about-helicopter-crash-in-bratunac-false/ | 2022-10-04T22:51:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337529.69/warc/CC-MAIN-20221004215917-20221005005917-00524.warc.gz | 0.967772 | 285 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__289694719 | en | Information about a helicopter crash on the territory of Bratunac Municipality turned out to be false, the Zvornik Police Department spokesperson Miljan Bobar told N1.
He said there was a malfunction on one of the power lines in the Municipality, instead.
“We've received certain information regarding the alleged helicopter crash in the area of Bratunac Municipality. Our police officers had conducted a detailed search of the terrain in cooperation with other inspection services and determined that there was no helicopter crash but that there was a malfunction on one of the power lines,” Bobar said. “It was probably very loud and the flash led people to believe that there was an aircraft crash.”
Earlier, the European Union Force Althea (EUFOR) also confirmed that the alleged helicopter was not theirs.
“EUFOR is saddened to hear of the accident involving a helicopter. We can confirm that all EUFOR aircraft are safe and accounted for. The nearest EUFOR LOT is currently supporting the local authorities as they take the necessary actions following this tragic event.”
The Director of the Republika Srpska (RS) entity's Aviation Service Sreten Ilic told N1 that the helicopter does not belong to the RS Government or their Helicopter Service.
“All our helicopters are safe and sound,” he said. | aerospace |
https://www.mobilityoutlook.com/features/indigo-to-instal-gagan-gps-receivers-on-its-entire-fleet/ | 2023-09-25T00:40:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506669.96/warc/CC-MAIN-20230924223409-20230925013409-00645.warc.gz | 0.927446 | 1,180 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__323604571 | en | India’s leading airline, IndiGo, will equip its 280+ aircraft fleet with the indigenous GPS Aided Geo Augmented Navigation (GAGAN) Global Positioning System (GPS). The Directorate General of Civil Aviation (DGCA), had issued a mandate last year that all aircraft registered in India after July 1, 2021, would have to be fitted with GAGAN-enabled GPS receivers. When fully integrated into India’s civil aviation sector, GAGAN will modernise airspace management, reduce flight delays, save fuel, and improve flight safety.
“Our ATR fleet is ready to fly GAGAN-based Localiser Performance with Vertical Guidance (LPV) approaches. We are working with our suppliers to start equipping our A320 family fleet in coming months,” an IndiGo spokesperson told Mobility Outlook. Using Gagan, pilots need not take a circuitous, non-precise approach to land.
According to the spokesperson, installing Gagan-enabled GPS receivers will enhance the positional accuracy of its aircraft and help its pilots fly precision approaches to airports, reducing landing minimums. “Gagan is augmenting and adding more precision by correcting the errors which are inherent to existing GPS satellites. The accuracy provided by GAGAN is as good as that offered by the Ground-based Instrument Landing System (ILS), which guides pilots to make precise landings at major airports. At smaller airports, where ILS is not available, GAGAN-enabled approaches can be used for landing guidance,” the spokesperson said.
First Off The Block
IndiGo made the trial flight of its first aircraft fitted with a Gagan GPS system in April. It made the trial flight using an ATR aircraft, which did not require any modifications. The airline began planning for the trial flight in mid-2021 with the Airports Authority of India (AAI) designing the full approach procedures. Following this IndiGo began training its pilots after receiving approval from the DGCA and in mid April, successfully carried out simulator checks to assess its capabilities. IndiGo has a fleet of over 280 Airbus A320 family jetliners and ATR regional transport aircraft, which operate on more than 1600 daily flights in 73 domestic destinations.
“Our fleet is technologically advanced, and GAGAN enabled receivers are installed in all aircraft being registered since July 1, 2021.” IndiGo’s technical team added a coded navigation database to the aircraft’s navigation system to enable it to fly the approach to Kishangarh airport in Rajasthan. Before the test flight, IndiGo sent its operations teams to the airport to undertake feasibility checks and a detailed safety risk assessment to mitigate any risk.
Commenting on the future roadmap for integrating Gagan GPS receivers, the spokesperson said that aircraft fitted with the receivers would be able to land precisely at Tier-2 and Tier-3 airports using the accurate data. This will reduce infrastructure development costs at airports as otherwise, they would need to install expensive ILS equipment, which are imported.
GAGAN is a Satellite Based Augmentation System (SBAS) developed for Indian airspace by the Indian Space Research Organisation (ISRO) and AAI. The objective was to establish, deploy and certify a satellite-based augmentation system for safety-of-life civil aviation applications in India and provide the best possible navigational services over the Indian Flight Information Region (FIR).
The indigenously developed GPS network comprises a system of satellites and ground stations that provide GPS signal corrections, providing better position accuracy. GAGAN corrects GPS signal errors caused by Ionospheric disturbances, timing and satellite orbit errors. GAGAN is the first SBAS system in the world to serve the equatorial region, and India is the third country to access such precision approach capabilities.
The GAGAN system provides Non-Precision Approach (NPA) services, which are accurate within the radius of 1/10th of a nautical mile and Required Navigation Performance (RNP-0.1) over the Indian FIR. It can also provide a precision approach with Vertical Guidance (APV-1.0) over the Indian landmass on nominal days. The DGCA certified GAGAN for enroute operations (RNP 0.1) in December 2013 and for precision approach services (APV 1) in April 2015.
GAGAN provides augmented information for the GPS receivers to enhance the accuracy and reliability of position estimates. Its architecture comprises a ground segment and a space segment. The ground segments, spread across India, comprise approximately 15 reference stations and three master control centres. The GPS information collected by these 15 reference stations is forwarded by terrestrial or satellite communication network to the Indian Mission Control Centre (INMCC), responsible for providing distress alerting services to National Aeronautical and Maritime Rescue Coordination Centres.
At INMCC, the GPS information is processed, and correction (augmentation) messages are generated. These are sent to the Indian Land Uplink Station (INLUS), which further uplinks them to three geostationary communication satellites GSAT-8, GSAT-10 and GSAT-15. These satellites broadcast these correction messages on a GPS-like signal.
The GAGAN system is interoperable with other international SBAS systems, such as the US Wide Area Augmentation System (WAAS), the European Geostationary Navigation Overlay Service (EGNOS) and the Japanese MTSAT Satellite Augmentation System (MSAS). It provides seamless air navigation across regional boundaries. The GAGAN system has the capability to cater to 45 reference stations for expansion to neighbouring countries. Its present footprint extends from Africa to Australia. | aerospace |
https://www.caasimada.net/somalias-airspace-upgraded-to-class-a-after-30-years/ | 2024-04-19T22:32:49 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817455.17/warc/CC-MAIN-20240419203449-20240419233449-00738.warc.gz | 0.936586 | 714 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__58030660 | en | Mogadishu (Caasimada Online) – Somalia’s airspace has officially been reclassified as Class A by the International Air Transport Association (IATA) after 30 years of disruption.
The reclassification took effect at one minute past midnight on January 26th, 2023, when air traffic control services were restored in the region.
The airspace, officially known as the Mogadishu Flight Information Region (FIR), covers the landmass surrounding the Horn of Africa and extends into the Indian Ocean.
Some of the busiest airways in the region, linking the African subcontinent south of Ethiopia with the Middle East, Indian subcontinent, Western Europe, and Indian Ocean islands, traverse through Somali airspace.
This reclassification is a significant step towards improving safety and efficiency in the region. It is the result of the collaborative efforts of the Somalia Airspace Special Coordination Team, which comprises the Somali Civil Aviation Authority, IATA, International Civil Aviation Organization, adjacent FIRs, and airlines.
The team has been working to install and commission modern radio navigation and other technological infrastructure, which has enabled the reclassification and resumption of air traffic control services in the Mogadishu FIR.
IATA’s Regional Vice President for the Middle East and Africa, Kamil Al-Awadhi, said, “The reclassification of the Mogadishu FIR as ‘Class A’ airspace will significantly improve safety in the region and enhance efficiency. This is thanks to the collaborative efforts of the Somalia Airspace Special Coordination Team, comprising the Somali CAA, IATA, the International Civil Aviation Organization, adjacent FIRs, and airlines.”
He added, “The upgrade of air traffic management and improved navigation and communication infrastructure will enhance situational awareness along an increasingly busy air corridor and its intersections with routes linking many of the world’s regions.”
Somalia’s Minister of Transport and Civil Aviation Fardowsa Osman welcomed the move saying “this is a significant event that demonstrates our commitment to air safety and security on some of the busiest air routes in the region and the world. Additionally, this upgrade will contribute to the economic growth of our country.”
She further added “I would like to express my gratitude to the leadership and staff of the Somali Civil Aviation Organization for their tireless efforts in reaching this milestone, especially after 30 years of being under the Air Authority. I also extend my thanks to international organizations such as ICAO and IATA for their cooperation in making this achievement possible.”
From now on, all flights operating in Class A airspace must be cleared by air traffic control, which is also responsible for maintaining lateral and vertical separation between aircraft. In the Mogadishu FIR, Class A airspace is the sky above the base altitude of approximately 24,500 feet above mean sea level.
The upgrade of air traffic management and improved navigation and communication infrastructure will enhance situational awareness along an increasingly busy air corridor and its intersections with routes linking many of the world’s regions. This will not only improve safety for passengers and crew but also lead to more efficient flight routes and ultimately lower costs for airlines.
The reclassification of Somalia’s airspace is also expected to have a positive impact on the country’s economy. As air travel becomes safer and more efficient, it will attract more tourism and business investment to the region. This in turn will create jobs and stimulate economic growth. | aerospace |
https://www.defseca.com/civil-aviation/bangladesh-to-purchase-advanced-french-radar-system/ | 2020-08-13T19:23:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439739073.12/warc/CC-MAIN-20200813191256-20200813221256-00307.warc.gz | 0.931003 | 473 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__151403131 | en | The Bangladesh government approved a draft agreement between Air France and the Civil Aviation Authority of Bangladesh (CAAB). Under the agreement, a long-range state of the art radar system will be purchased from Thales that will enable the authorities to identify all aircraft entering the airspace of Bangladesh.
A virtual cabinet meeting chaired by Prime Minister Sheikh Hasina on Monday (20th of July 2020) approved the draft agreement to be signed between the French Directorate General of Civil Aviation and CAAB for technical assistance and exchange of information on aviation.
Bangladesh and France will work together to implement various standards and recommended practices in the aviation field. Bangladesh will attain improvement in air navigation and safety as a result of the technical cooperation.
France will also help Bangladesh improve its flight and maintenance of civilian aircraft through the agreement. Moreover the overall management at Bangladesh’s airports will be further improved as a result of the enhanced training and European standard processes.
Separate audits will be carried out by the aviation authorities of the two countries and after comparing the results the French will identify any flight safety issues of civilian aircraft and ask the CAAB to take steps to improve areas with shortcomings.
Since France will supply a new radar system it will ensure the civil aviation authorities can also earn revenues from all aircraft that are detected by Bangladesh’s air surveillance network.
The Thales group will supply radar system, associated support and security equipment at Hazrat Shah Jalal International Airport (HSIA) in Dhaka at a cost of approximately $100 million.
Thales will supply the radar system through Air France under a Government-to-Government (G2G) basis. Foreign aircraft using Bangladesh’s airspace will have to pay $500 as a fee.
In recent years Bangladesh and France have started improving defence cooperation. France’s defence minister and Chief of Air Staff visited Bangladesh earlier this year. They offered to supply the Dassault Rafale multi-role fighter aircraft, unmanned aerial vehicles and advanced training to the Bangladesh Air Force.
The Bangladesh Army has already purchased Thales-made air surveillance radar systems. So far the Bangladesh Air Force opted for Italian-made radar systems supplied by Leonardo. France has an opportunity to fulfil Bangladesh’s requirement for advanced combat aircraft but will be facing strong competition from Leonardo’s Eurofighter Typhoon. | aerospace |
https://sage-tips.com/trendy/how-long-does-it-take-to-learn-aircraft/ | 2023-12-07T06:53:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100650.21/warc/CC-MAIN-20231207054219-20231207084219-00446.warc.gz | 0.952832 | 661 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__224438502 | en | Table of Contents
How long does it take to learn aircraft?
While it varies widely by the student, it can take anywhere from 2 months to 1 year to learn how to fly a plane. A Private Pilot Certificate requires a minimum of 40 hours of flight time, 20 of which must be with an instructor. The national average in the United States is between 60 and 70 hours.
Is becoming a pilot really hard?
Becoming a commercial airline pilot requires considerable study and training, as well as many hours of flying time. It requires a lot of dedication, commitment and hard work to become a commercial pilot, but can be a rewarding career path for anyone who loves to travel and enjoys a challenge.
How much does it take to learn to fly a plane?
Flying lessons costs $110 to $125 per hour for the airplane rental and $45 per hour for the flight instructor’s time. On average, it will cost approximately $10,574 to earn your private pilot license….Flying Lessons Cost.
|National Average Cost||$165|
|Average Range||$155 to $170|
Can a passenger plane land on autopilot?
Yes a plane can land by itself using a system that is often referred to as “autoland”. The pilots can program the auto-pilot to carry out the landing automatically whilst the pilots monitor the aircraft. Automatic landings probably account for less then 1\% of all landings on commercial flights.
Can the average person land a plane?
Yes, if he is reasonably intelligent, calm, and able to precisely follow instructions. With the high level of automation present in most airliners, an ordinary person—with instruction over the radio from a pilot or flight instructor—could land an airliner just by doing as he is told.
How difficult is it to fly an airplane?
, Pilot of gliders, light and ultralight aircraft. Flying an airplane is not in itself an intrinsically difficult skill. What makes it appear difficult is the consequences of failure. In a basketball game if you miss a shot you might still win the game and even if you don’t win the game all you lose is face.
What is the easiest way to learn to fly a plane?
Also, most training aircraft are inherently stable and are designed to return to a standard flight attitude if you release the controls- the aircraft will generally “fly itself” if you don’t direct it to do something specific. In my opinion, the easiest way to learn to fly is to start out in gliders.
What is the hardest part of being a pilot to learn?
A pilot cannot afford not to react in time and so he needs to learn about his own reaction and the aircraft he flies. Getting to know oneself is the hardest part and the flying bit is very easy. Learn a new language without even trying!
How hard is it to learn to fly an ultralight?
Landings are tricky at first and probably the hardest part about learning to fly, because you have to be doing a lot of things at once. In Australia, an ultralight is a single or two seater with a maximum takeoff weight of 544kg/1200lbs. | aerospace |
https://www.unmannedsystems-asia.com/conferences.html | 2019-01-18T05:53:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583659890.6/warc/CC-MAIN-20190118045835-20190118071835-00568.warc.gz | 0.887407 | 205 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__136075749 | en | About Unmanned Systems Asia 2019 Conference
10 April 2019
Changi Exhibition Centre, Singapore
Held in conjunction with the 7th World Civil Aviation Chief Executives Forum (WCACEF), attendees can look forward to meet top-level civil aviation regulators from around the world, industry professionals, key buyers and academia and create exciting discussions, opportunities and partnerships.
Gain insight into the incredible ways that unmanned technologies are shaping the world today. Keep up-to-date with the trends and developments in unmanned technology, and learn from industry experts, regulatory bodies, researchers and academia, as they discuss and debate issues facing the commercial and defence stakeholders in the unmanned systems market.
Following the theme “Enabling the UAS Future”, the topics that will be discussed at the Conference include:
Stay tuned for further updates on the conference programme and registration.
For more information or speaking opportunity, please contact:
Ms Tsai Pei Chuan
Tel: +65 6595 6132 | aerospace |
https://sierracountynewmexico.info/virgin-galactic-completes-second-successful-glide-test-at-spaceport-america/ | 2024-04-19T04:54:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817289.27/warc/CC-MAIN-20240419043820-20240419073820-00738.warc.gz | 0.950383 | 285 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__99542451 | en | Virgin Galactic’s SpaceShipTwo “Unity” completed its second test flight from Spaceport America, right here in Sierra County, on June 25, 2020. A news release from the company stated that the glide flight, flown at higher speeds, “allowed the team to continue to evaluate systems and vehicle performance in advance of future rocket-powered space flights.”
The data collected during this test flight will allow the team to start preparing for the next stage of its flight test program, powered spaceflights from Spaceport America.
“Our focus for this year remains unchanged on ensuring the vehicles and our operations are prepared for long-term, regular commercial spaceflight service,” Virgin Galactic CEO George Whitesides said in a statement.
According to their newsletter, “Spaceport America has experienced delays and cancelations due to the global pandemic but continues to provide essential services as set out by the Governor. Spaceport America’s employees are predominately teleworking from home, with limited staff supporting reduced operations for Spaceport customers.”
Two new tenants have signed on to operate at Spaceport America in recent weeks. HAPSMobile Inc., a subsidiary of SoftBank Corp. and minority-owned by AeroVironment, Inc. Their specialized high-altitude aircraft has been assembled at the facility and testing is due to start in the coming months. | aerospace |
https://www.phillyburbs.com/story/news/2011/01/09/written-bomb-threat-halts-takeoff/17854680007/ | 2023-04-01T23:14:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950363.89/warc/CC-MAIN-20230401221921-20230402011921-00695.warc.gz | 0.962596 | 119 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__66959311 | en | Written bomb threat halts takeoff
Bucks County Courier Times
Authorities say a plane about to take off from a South Florida airport Saturday night was returned to the gate after a passenger found a bomb threat scribbled in a magazine.
According to the Broward County Sheriff's Office, the note said there was a bomb aboard the Spirit Airlines flight that was preparing to take off from Fort Lauderdale-Hollywood International Airport.
A bomb squad was sweeping the plane as a precaution after authorities received the call around 10 p.m.
The flight was bound for Atlanta. | aerospace |
https://www.london-globe.com/united-kingdom/2020/03/15/sala-emiliano-death-crash-pilot-lost-control/ | 2023-03-27T10:55:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948620.60/warc/CC-MAIN-20230327092225-20230327122225-00583.warc.gz | 0.977743 | 264 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__902191 | en | The plane crash that killed a Premier League footballer was caused by the pilot losing control, a report has revealed.
Emiliano Sala was on his way to his new club Cardiff when the light aircraft crashed over the English Channel.
Sala, 28, and the pilot David Ibbotson both died.
Only the Argentinian striker’s body was recovered.
The Air Accidents Investigation Branch (AAIB) said the single-engine Piper Malibu aircraft suffered an in-flight break-up.
It was being flown too fast for its design limits.
The AAIB added that Mr Ibbotson, 59, was probably affected by carbon monoxide poisoning.
Alison Campbell, senior inspector for operations, said that on the night, there was “little or no” visible horizon.
That suggested the pilot needed “to manoeuvre to avoid it.”
The pilot then attempted an “abrupt nose-up” manoeuvre following a descent of thousands of feet in a matter of seconds.
The speed was described as being far in excess of the design limits of the plane which caused it to break up.
Investigators concluded that the aircraft entered the Channel upside down, and the impact was “not survivable”. | aerospace |
https://scholarworks.umt.edu/ntsg_pubs/41/ | 2023-10-04T16:24:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511386.54/warc/CC-MAIN-20231004152134-20231004182134-00677.warc.gz | 0.700944 | 454 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__238688110 | en | Terrestrial remote sensing science and algorithms planned for EOS/MODIS
International Journal of Remote Sensing
The Moderate Resolution Imaging Spectroradiometer (MODIS) will be the primary daily global monitoring sensor on the NASA Earth Observing System (EOS) satellites, scheduled for launch on the EOS-AM platform in June 1998 and the EOS-PM platform in December 2000. MODIS is a 36 channel radiometer covering 0·415-14·235 μm wavelengths, with spatial resolution from 250 m to 1 km at nadir. MODIS will be the primary EOS sensor for providing data on terrestrial biospheric dynamics and process activity. This paper presents the suite of global land products currently planned for EOSDIS implementation, to be developed by the authors of this paper, the MODIS land team (MODLAND). These include spectral albedo, land cover, spectral vegetation indices, snow and ice cover, surface temperature and fire, and a number of biophysical variables that will allow computation of global carbon cycles, hydrologic balances and biogeochemistry of critical greenhouse gases. Additionally, the regular global coverage of these variables will allow accurate surface change detection, a fundamental determinant of global change.
© 1994 Taylor & Francis
Running, S. W., Justice, C. O., Salomonson, V., Hall, D., Barker, J., Kaufmann, Y. J., Strahler, A. H., Huete, A. R., Muller, J.-P., Vanderbilt, V., Wan, Z. M., Teillet, P., and Carneggie, D. (1994). Terrestrial remote sensing science and algorithms planned for EOS/MODIS. International Journal of Remote Sensing, 15(17), 3587-3620. http://dx.doi.org/10.1080/01431169408954346 | aerospace |
http://dreamsofspace.blogspot.com/2016/01/building-reading-skills-1951.html | 2017-04-28T17:59:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123046.75/warc/CC-MAIN-20170423031203-00119-ip-10-145-167-34.ec2.internal.warc.gz | 0.955324 | 224 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__140707110 | en | Space flight illustrations were used as a "hook" to teach all kinds of things. In the 1960s it was the Space Race. In the 1950s it was identifying with all those television space heroes (like Tom Corbett from last week's post).
Building reading skills. Leila Armstrong and Rowena Hargrave. Wichita, Kan. : McCormick-Mathers Pub. Co., 143 p. 21 cm. 1951
The Building Reading Skills 6 book series was first used in 1951, but I can find re-prints and re-usage of it until the 1970s. These were the titles of the 1950's series:
And these were the titles in the 1971 listing I found: Level 1. Speed boat book.--Level 2. Streamliner book.--Level 3. Jet plane book.--Level 4. Rocket book.--Level 5. Atomic submarine book.--Level 6. Spaceship book. Slightly updated but with substantially the same content.
Really nothing about space flight at all except these tiny chapter header illustrations. They are a little like slices of a very tiny 1950s science fiction film. | aerospace |
http://privatejet.ecsjets.com/is-it-safer-to-fly-private-or-commercial/ | 2022-12-07T06:53:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711150.61/warc/CC-MAIN-20221207053157-20221207083157-00246.warc.gz | 0.942793 | 1,740 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__299725721 | en | Why Private Jets Offer More Flight Safety
Than Commercial Airliners
Is Commercial Aviation as Safe and Secure as We’re Told?
There are many myths when it comes to flying private. One of the most inaccurate, however, is that flying private is less safe than taking a commercial flight. In fact, private jets are just as safe, if not safer than flying commercial. The misconception that flying private is more dangerous than flying commercial is due to the fact that flying privately is still unknown to most of the population. Although, our goal is to make flying privately accessible to more people, it is still daunting to some. Publicity plays a large role in the light casted over the private aviation industry, since most fliers are of higher status and recognizable, the media pays more attention to private jet incidents, capitalizing
In light of the recent incidents with the Boeing 737 Max 8, concerns are rising about the safety of traveling on commercial flights. Within a 6 month span, two fatal crashes have occurred leaving 157 and 189 passengers dead in two separate occasions from traveling on this aircraft. Boeing has yet to take full responsibility, stating the pilots were not trained properly on the new safety system, Maneuvering Characteristics Augmentation System (MCAS), that automatically pulls the plane’s nose down if data suggests it is at risk. “Boeing did something very unusual for any manufacturer — it sent out an emergency bulletin and told all airlines to make sure they trained the pilots in the shut-off procedure,” says Mary Schiavo, a CNN aviation analyst and the former Inspector General of the U.S. Transportation Department.
Private aviation have very rigorous and thorough safety standards. The best companies that are safety conscious use third party safety companies such as Wyvern & Argus. Exclusive follows the Wyvern Wingman Standard, where they rigorously vet air charter operators. Wyvern is officially the world’s first business aviation audit company. Additionally, Exclusive is Argus rated- the ARGUS rating system looks at an aircraft operators actual safety history, and produces a grade for that operator.
About Exclusive’s Safety Standards
Exclusive is a leader in the private aviation industry with safety standards that ensure our passengers step foot on only the safest aircraft available for charter. Besides only working with operators that meet the FAA required regulations. We also only work with aircraft that meet our Exclusive requirements. This accounts for less than 10% of the operators around the world. We are fully committed to ensure our passengers fly on the safest equipment by consistently investing into our safety program.
The Exclusive Fleet- Exclusive is a DBA of our parent company Custom Jet Charters LLC which holds the Part 135 Operating certificate. We own, manage, and charter aircraft that only meet FAA part 135 requirements. These regulations establish the safety, maintenance and operational standards for our aircraft. The FAA Part 135 requirements are regarded as the world standard to aviation safety. These regulations are similar to part 121 carrier certificates which are used in large commercial operations. We have just celebrated a decade of safety excellence and will continue to up-hold the same levels of safety as industry leaders. Additionally, we are DASSP certified, read more about that here.
Exclusive Safety Guarantee
ECS obtains ARGUS and Wyvern safety reports on every private flight we book. We require our private charter aircraft partners to be fully compliant with Part 135 of Title 14 of the Federal Aviation Administration (FAA) regulations.
The safety of our clients and their guests is our number one priority. As a member of both the NBAA and NBTA we adhere to the highest safety standards in the jet charter industry. All Private Air Charters operators are monitored by third party safety rating companies such as Wyvern, Argus, EASA and EU-Ops to maintain their safety audit standards and operate aircraft with flawless record.
It’s not just a promise, but the core of who we are as a company. We use every available resource on this planet to ensure we train, educate and offer continuing safety training to all of our team. Our company holds the highest safety ratings in the world
Safety, Security, & Peace of Mind
We operate with the most important element at the top of mind – you. That’s why we make no compromises when it comes to ensuring the safety and security of each and every customer. We obtain Wyvern and ARGUS safety reports on each private flight we book, and require all of our partners to be fully compliant with Federal Aviation Administration (FAA) regulations. We verify each pilot’s qualifications and experience while closely monitoring the insurance and maintenance records on our private aircraft.
Wyvern’s Mission and Goal
The Wyvern Standard™ -To elevate safety and security worldwide. With inspired leadership and an agile, innovative team, WYVERN has grown into a globally-recognized service provider within the aviation industry. They continually guide aviation stakeholders in safety risk management decision-making through our unsurpassed education, training, experienced experts, and safety intelligence database. Wyvern maintains the leading worldwide marketplace for the business of air charter and the most comprehensive platform for the auditing and reporting of safety information for Part 135 and Part 91 private aviation companies.
Exclusive is also a Wyvern Approved Operator and Wyvern Approved Broker. Exclusive holds both Operator and Broker Wyvern ratings. We make sure that our entire staff undergoes continuous safety training.
ARGUS International developed this program over a decade ago, to be the most accurate and detailed third-party due diligence system for charter operators, buyers and passengers throughout the world. The ratings use a proprietary algorithm that forms the foundation of the system. Works with companies of all sizes to help them achieve their unique safety and data-driven objectives. With over 20 years of experience, ARGUS is the preferred partner for hundreds of companies who hold themselves to the highest operational and industry standards.
The CHEQ system has three major components: historical safety ratings, current aircraft and pilot background analysis program in the industry. The ARG/US TripCHEQ provide air charter customers with a comprehensive analysis of a company’s credentials specific to a trip. Enter four pieces of information about your trip, and engage the resources of the largest aviation safety database in the world. The TripCHEQ system tracks pilot certifications, type ratings, accidents, incidents, violations, operator certificates, and operational control of aircraft.checks, and on-site safety audits. Analysis of these components results in three potential levels of safety rating: Gold, Gold Plus and Platinum. Each level reflects analysis and ranking based on increasing amounts of detailed information on the charter operator. The CHEQ system is the most comprehensive and detailed safety
Wyvern Standard and PASS Assurance
Safety is essential and we are proud to be a Wyvern-authorized user. The Wyvern Standard is the most restrictive aviation safety standard in the industry and is stricter than the FAA Part 135 minimums. Our authorization gives us instant access to Wyvern Pilot & Aircraft Safety Survey (PASS) reports on every private charter flight we book. We provide these reports to you before your air charter travel. A Wyvern PASS report is evidence that crucial safety information about the private aircraft charter operator, the aircraft and the flight crew has been checked and verified.
Experienced Pilots and Crew
Pilots of private jets are so qualified that the owners of the jets actually fly in them. This speaks tons about the confidence they have in their crew. Their pilot iron their skill in state-of-the-art stimulators that accesses their knowledge and reaction to real life scenarios. In addition, private jet pilots are usually in better emotional and physical state since they are not subject to extended days of activity like the commercial airliners.
Thorough Flight Safety Inspections
Private jets are not released into the air without tremendous scrutiny, they are subjected to thorough flight safety and maintenance assessments. Institutions such as Argus International and Wyvern assesses private jet companies and rates them based on safety and best practices. The procedure and metrics of evaluation are very strict for private jets and involve absolute scrutiny. You have the added comfort of knowing that our private jets are thoroughly examined and meet all safety-related details to ensure that each and every flight is conducted in accordance regulatory requirements.
Well rated private companies will follow the safest procedures, practices and guidelines, to provide the safest trip. | aerospace |
https://omniviewtech.ca/pages/uav-maintenance-programs | 2023-09-23T13:33:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506481.17/warc/CC-MAIN-20230923130827-20230923160827-00602.warc.gz | 0.878426 | 83 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__137286458 | en | Are you a commercial UAV operator? We are pleased to provide professional maintenance and inspection services for your fleet in compliance with Transport Canada's Special Flight Operations Certificate (SFOC) requirements.
On-Demand and Monthly plans available.
Features of our Monthly plans:
Please contact our repair team for further details.
Sign up to get the latest on sales, new product releases, exclusive promotions, and more … | aerospace |
https://coconinodemocrats.org/event/mark-kelly-in-flagstaff/ | 2021-09-25T09:24:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057615.3/warc/CC-MAIN-20210925082018-20210925112018-00073.warc.gz | 0.967073 | 307 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__49196450 | en | - This event has passed.
Mark Kelly in Flagstaff
May 14, 2019 @ 6:00 pm - 8:00 pm
RSVP to this event using this link. Coconino County Democratic Party is hosting this event for interested Democrats to become acquainted with this Candidate for U.S. Senate and to build enthusiasm for voting in the 2020 Election. This is not an endorsement of the candidate because he is not yet the nominee of the Democratic Party.
Captain Mark Kelly is a retired U.S. Navy combat pilot, engineer, and NASA astronaut. He lives in Tucson with his wife, former Congresswoman Gabby Giffords.
Mark is the son of two police officers, and he attended public schools from elementary school through the U.S. Merchant Marine Academy and U.S. Naval Postgraduate School. As a naval aviator he made two deployments to the First Gulf War on the aircraft carrier the U.S.S. Midway and flew 39 combat missions in Operation Desert Storm
Mark was selected as an astronaut in 1996 in the same class as his twin brother Scott. He flew his first of four missions into space in 2001 aboard Space Shuttle Endeavour, the same space shuttle he commanded on its final flight in May 2011. Mark has spent more than 50 days in space, and has lived on the International Space Station. His identical twin brother, Scott Kelly, is also a retired U.S. Navy Captain and astronaut who served aboard the International Space Station on a yearlong mission. | aerospace |
https://gulftoday.ae/news/2020/11/24/china-launches-moon-probe-to-bring-back-lunar-rocks | 2024-04-24T22:23:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819971.86/warc/CC-MAIN-20240424205851-20240424235851-00796.warc.gz | 0.930813 | 1,217 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__199064438 | en | The Long March-5 Y5 rocket takes off from Wenchang Space Launch Center, in Wenchang, China. Tingshu Wang/Reuters
A rocket heading for the moon to bring back the first lunar samples in four decades blasted off from China on Tuesday in the latest milestone for Beijing’s spacefaring ambitions.
China has poured billions into its military-run space programme, with hopes of having a crewed space station by 2022 and of eventually sending humans to the Moon.
The mission’s goal is to shovel up lunar rocks and soil to help scientists learn about the Moon’s origins, formation and volcanic activity on its surface.
State TV footage of the launch showed the rocket blasting off into a dark night and carrying the Chang’e-5 probe — named for the mythical Chinese moon goddess — with huge clouds of smoke billowing out underneath.
The eight-tonne spacecraft took off at 4:30am (2030 GMT Monday) at the Wenchang Space Center on the southern island province of Hainan.
Crowds watched the launch from the beach on the tropical Chinese island, holding mobile phones aloft to film as the rocket blasted into the sky.
The original mission, planned for 2017, was delayed due to an engine failure in the Long March 5 rocket.
If successful, China will be only the third country to have retrieved samples from the Moon, following the United States and the Soviet Union in the 1960s and 1970s.
The Chinese probe will collect two kilogrammes (4.5 pounds) of surface material in a previously unexplored area known as Oceanus Procellarum — or “Ocean of Storms” — which consist of a vast lava plain, according to the science journal Nature.
The probe is expected to land in late November and collect material during one lunar day — equivalent to around 14 Earth days.
The samples will then be returned to Earth in a capsule programmed to land in northern China’s Inner Mongolia region in early December, according to US space agency NASA.
One of the most risky missions
The mission is technically challenging and involves several innovations not seen during previous attempts at collecting moon rocks, said Jonathan McDowell, an astronomer at the Harvard-Smithsonian Center for Astrophysics.
“The US never did a robotic sample return. The Soviet one was very limited and could only land at certain restricted spots,” McDowell told AFP.
“China’s system will be the most flexible and capable robotic sample return system yet.”
A Chinese lunar rover landed on the far side of the Moon in January 2019, in a global first that boosted Beijing’s aspirations to become a space superpower.
It was the second Chinese probe to land on the Moon, following the Yutu (“Jade Rabbit”) rover mission in 2013.
Chen Lan, an independent analyst at GoTaikonauts, which specialises in China’s space programme, said the latest launch was a chance for China to develop technology that would be used in a future manned space landing and described it as “one of the most risky missions launched by China.”
“It not only needs to take off from the lunar surface and to re-enter the Earth atmosphere in higher speed, but also to perform lunar orbit rendezvous and docking operations in lunar orbit,” Chen told AFP.
The official Xinhua news agency on Tuesday hailed the Chang’e-5 launch as a sign of China’s leadership in space.
“Although China is now taking the lead in lunar exploration through decades of independent innovation in space technologies, it has always been committed to sharing the achievements,” Xinhua said in a commentary.
The latest Chang’e-5 probe is among a slew of ambitious targets set by Beijing, which include creating a super-powerful rocket capable of delivering payloads heavier than those NASA and private rocket firm SpaceX can handle, a lunar base, a permanently crewed space station, and a Mars rover.
Chang’e 5 is China’s most ambitious lunar mission yet and marks the first time in four decades that any country has sought to bring rocks and debris from the moon to Earth.
The one-sentence report gave no more details but according to the government announcement the probe launched to return lunar rocks to Earth landed on the Moon on Tuesday.
The space agency announced that for the first time the Chinese cargo capsule carrying lunar rocks and soil lifted off from the surface on Thursday, and docked with the orbiter on Sunday morning.
China’s solar module exports rose to the equivalent of 58 gigawatts (GW) of capacity in the first three quarters of 2019, compared to 41.6 GW for all of 2018, as a slowdown at home pushed panel sales overseas, an industry association said.
"There is reasonable evidence that all three famine thresholds — food insecurity, malnutrition and mortality — will be passed in the next six weeks," said Gian Caro Cirri, Geneva director of the World Food Programme (WFP).
Khalifa University also leads in the top 5 pe rcent Journal Percentiles by CiteScore Percentile, publishing a total of 532 papers for the same year, an increase of 39.6 per cent over 2022.
The FNC stressed the necessity of facilitating the refund of value-added tax on building a citizen’s first house by allowing documents to be attached and saved on the FTA’s website from the date of issuance of the building licence and giving the customer a tax number.
The conference, which will hold 13 sessions over two days, will also discuss the development of the Arabic scientific language, the challenges of Arabisation and digitisation, the development of digital content for Arabic language curricula in light of sustainable development... | aerospace |
http://www.si-web.com/forums/webboard/21990.HTM | 2020-04-06T20:43:48 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371660550.75/warc/CC-MAIN-20200406200320-20200406230820-00557.warc.gz | 0.971686 | 143 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__210583694 | en | Concorde Air Crash Harry White Harry da Hammer firstname.lastname@example.org
Fate deals funny hands. I flew TWA-80 many times. It brought a big lump to my throat when that flight went down.
Have a friend that was to crew on the Alaska Air flight that crashed. A co-worker asked her if they could switch flights. She is alive the friend is not.
Had another friend who was bumped off an Air France flight and then placed on the Concorde, I too and I believe anyone who flys alot, have flown on flights other than the scheduled flight. Life is a crap shot.
Staten Island WebŪ Forums Index. | aerospace |
https://download.atlantis-press.com/proceedings/amcce-18/25895693 | 2023-09-27T17:20:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510319.87/warc/CC-MAIN-20230927171156-20230927201156-00407.warc.gz | 0.828216 | 465 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__99756049 | en | The influence mechanism of UAV group on the detection performance of air defense radar
- 10.2991/amcce-18.2018.59How to use a DOI?
- monopulse; angle estimation; unresolved targetS; UAV; detection performance
This paper investigates the detection performance of densely unmanned aerial vehicle (UAV) group on the air defense radar. The keystone is that multiple UAVs frequently fly in adjacent range resolution cell and usually locate in the same beam cell that inevitably has influence on the angle resolution capability of tradditional radar. Firstly, the monopulse angle estimation of unresolved targets is presented, this is inherently the classic dual source jamming model. Sencondly, to show the merging phenomenon of angle estimation, the probabilty density distribution related to multiple observations and different Swerling targets is given. Finally, a simulation involving parallel, cross and random flight trajectories on the detection performance of radar is given. It is found that when the number of UAV increases, or the spatial distribution of UAVs becomes denser, the probability of measurement merging increases. It is also found that if the beam width of radar increases, or the bandwidth of the radar signal decreases, the probability of measurement merging increases.
- © 2018, the Authors. Published by Atlantis Press.
- Open Access
- This is an open access article distributed under the CC BY-NC license (http://creativecommons.org/licenses/by-nc/4.0/).
Cite this article
TY - CONF AU - Zhiyu Zhou AU - Bin Rao AU - Xiaoxia Xie PY - 2018/05 DA - 2018/05 TI - The influence mechanism of UAV group on the detection performance of air defense radar BT - Proceedings of the 2018 3rd International Conference on Automation, Mechanical Control and Computational Engineering (AMCCE 2018) PB - Atlantis Press SP - 338 EP - 343 SN - 2352-5401 UR - https://doi.org/10.2991/amcce-18.2018.59 DO - 10.2991/amcce-18.2018.59 ID - Zhou2018/05 ER - | aerospace |
http://www.designntrend.com/tags/spacex | 2017-06-23T20:38:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320174.58/warc/CC-MAIN-20170623202724-20170623222724-00257.warc.gz | 0.915344 | 719 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__1423442 | en | Jul, 31, 2016, 07:24 PM
Jul, 31, 2016, 04:33 PM
NASA is looking to SpaceX for the delivery of astronauts to the International Space Station. The order of a second post-certification mission from SpaceX is the final order guaranteed through the Commercial Crew Transportation Capability (CCtCap).
Jun, 11, 2016, 03:13 AM
Tesla CEO Elon Musk has come forward to defend his company after several NHTSA complaints were reported online.
May, 28, 2016, 04:16 PM
SpaceX’s unmanned Falcon 9 rocket lands on the drone ship “Of Course I love You.”
Mar, 06, 2016, 12:50 PM
Scott Kelly is back on Earth after 340 days in orbit. His experience will help NASA plan a voyage to Mars.
Feb, 13, 2016, 03:16 PM
NASA is struggling with budget issues and a lander repair. The agency and private companies like SpaceX envision humans walking on Mars in the near future.
Aug, 23, 2015, 11:50 AM
Canadian scientists are working on building a space elevator that could be used to launch planes into space.
Jun, 28, 2015, 05:12 PM
Another unmanned SpaceX rocket exploded over the Florida coast Sunday morning. Just two minutes after lift off, it quickly became the third cargo ship bound for the space station to be lost in the last eight months.
May, 31, 2015, 11:32 PM
If successful, Boeing will launch a human space flight to the International Space Station in 2017.
May, 16, 2015, 06:33 PM
The scientist made his remarks on May 12, at the Zeitgeist 2015 conference, held in London, England.
Jan, 17, 2015, 06:12 PM
Elon musk's latest bold adventure is not only to develop a satellite system to bring upgraded high-speed Internet access to the Earth but to the whole universe.
Nov, 13, 2014, 11:14 AM
Elon Musk, the CEO of SpaceX, is hoping to bring internet connectivity to remote parts of the world through satellites. The company is aiming to launch satellites to help spread internet in these parts of the world, a move that makes it a competitor against Facebook and Google in the race to expand web access.
Oct, 26, 2014, 06:49 PM
The SpaceX Dragon capsule has completed its one month stay at the International Space Station (ISS) and has successfully splashed down in the Pacific Ocean.
Oct, 25, 2014, 10:51 PM
SpaceX's Dragon cargo spacecraft has touched down on Earth with 3,276 pounds of cargo and science samples from the International Space Station at 3:39 p.m. EDT Saturday in the Pacific Ocean.
Oct, 20, 2014, 10:20 AM
NASA is teaming up with SpaceX to record thermal camera footage of the Falcon 9 rocket when its first stage detaches and burns through the atmosphere. NASA's motive is to improve the ability of future spacecraft to land on Mars. NASA has plans to send humans to that planet in the future.
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DESIGN Aug, 27, 2016, 12:30 PM | aerospace |
https://recordunknown.com/whats-the-difference-between-the-tianwen-1-mars-probe-which-travels-300000-kilometers-a-day-and-curiosity/ | 2021-12-04T13:23:14 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964362992.98/warc/CC-MAIN-20211204124328-20211204154328-00125.warc.gz | 0.93593 | 826 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__53941498 | en | On July 23, 2020, the “Long March 5 yao4” carrier rocket put the “Tianwen 1” Mars probe into orbit, officially opening the first flight of China’s deep space journey.
Tianwen-1 is the first Mars probe in the Tianwen series of China’s planetary exploration mission. And the source of its name is also very meaningful. It comes from the long poem Tian Wen written by Qu Yuan, a great patriotic poet in China. In this poem, Qu Yuan launched a series of “soul torture” to heaven and earth, strongly expressing the tenacity and persistence of the Chinese nation in the pursuit of truth, reflecting the cultural heritage of the exploration of nature and space, implying that the journey of seeking scientific truth is long and the pursuit of scientific and technological innovation is endless.
“Tianwen-1” has taken the first step in China’s exploration of planets and the universe, and it will arrive on Mars after a seven month trek, start its exploration journey on Mars, orbit around Mars, land on Mars, and conduct inspection and Exploration on its surface.
According to reports, on August 2, tianwen-1 successfully implemented the first midway correction of the earth fire transfer orbit. At present, it is moving further away from the earth at the speed of 300000 kilometers per day to Mars. With the increase of distance, information transmission has also been affected, and the space environment is far more complex than we thought, so tianwen-1 has a long way to go.
Is there any difference between China’s “tianwen-1” and America’s “curiosity”?
Curiosity Mars rover
Curiosity Mars probe is a Mars exploration vehicle developed by NASA. It is 3 meters long, 110 watts in power and weighs 1025 kg. It is equipped with a lot of upgraded equipment, such as chemical analyzer of rock composition and panoramic camera system. In addition, “curiosity” is powered by nuclear power. Its nuclear battery is powerful, not affected by sunlight, and has been used for a long time, so this is one of its advantages.
Most importantly, it will focus on identifying and collecting rock samples. It is also equipped with a 2.1-meter-long mechanical arm and 43 test tubes, which can drill a small cylindrical sample on the rock, store it in a test tube, seal it, and then bring the rock sample back to the earth. If Mars samples are successfully brought back to earth, scientists are likely to be able to analyze whether there are signs of life on Mars.
So far, “curiosity” can be regarded as the star of Mars exploration, and the results are numerous. Including the discovery of organic matter on Mars, the discovery of traces of lakes on Mars, and the discovery of liquid water on Mars, all of which were completed by curiosity. Therefore, it has made outstanding contributions to all mankind.
China’s “tianwen-1” probe
Weighing 200 kg, tianwen-1 is equipped with remote sensing camera, multispectral camera, laser breakdown spectrometer and instruments for detecting climate and magnetic environment. These devices will enable scientists to explore remote Martian environments, such as collecting images of sand dunes and glaciers, studying the composition of rocks and soil, collecting Martian atmospheric data, and studying Martian magnetic and gravity fields.
In addition, the “tianwen-1” solar panel is powered, so the rover can only work when there is sunlight. If its back is facing the sun, it can only rest and stand by.
Xiao Bian believes that China’s space science and technology are constantly improving, whether it’s a manned landing on the moon or the Mars rover launched this year, which is our pride.
What do you think of this? Welcome to comment area. | aerospace |
https://nammatrichy.in/2019/04/22/students-of-periyar-maniammai-launch-satellite-using-helium-filled-balloon/ | 2022-05-18T15:54:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662522284.20/warc/CC-MAIN-20220518151003-20220518181003-00312.warc.gz | 0.958066 | 465 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__86333724 | en | A team of girls of Periyar Maniammai Institute of Science Technology (Deemed to be University), Vallam, near here on Sunday launched a satellite contained in a helium-filled balloon.
A 15-member team, guided by the Dean (Academic) and Convener, SKI NSLV 9 Maniammaiyar SAT, P.K.Srividhya, were mentored and trained by the Chennai-based Space Kidz India.
The team prepared various components of the satellite designed to reach a height of 70,000 feet, 5,000 feet above the troposphere, using helium-filled balloon. The satellite they made was capable of sending live telemetry consisting of data and flight parameters to the control station at PMIST premises.
The telemetry contained call sign, packet number, latitude, altitude, velocity, heading, GPS timing, temperature data that would be processed by a microcontroller and transmitted to the base station throughout its flight, both ascending while being lifted up by the balloon and descending after coming under the influence of gravity due to explosion of the helium filled balloon at a height of 70000 feet above the ground level, according to university sources.
Further, the data recorded from the sensors and images captured by the camera would be stored in an in-built storage provision in the satellite. The signals received at the base station would help track and landing of the payload (satellite) for retrieving the same. The payload with a parachute, attached to the helium filled balloon was released into the atmosphere by around 11-30 a.m. from the PMIST premises.
Participating in the balloon satellite launching event as chief guest, former Mission Director, ISRO, Mylswamy Annadurai called upon universities to improve their standard so that students could excel in their professional career. Such events should be conducted at the school level in order to kindle the interest among the younger generation to pursue aerospace technology as their career, he observed.
PMIST Vice-Chancellor, S.Velusami said the institute was planning to establish a Centre for Excellence in Robotics soon. The launch of balloon satellite formed a part of the ongoing birth centenary of Maniammaiyar, he said.
(source : The Hindu) | aerospace |
https://cboardinggroup.com/plane-smells-so-bad-it-has-to-make-an-emergency-landing/ | 2023-12-11T16:40:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679515260.97/warc/CC-MAIN-20231211143258-20231211173258-00203.warc.gz | 0.985044 | 180 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__79488850 | en | A Frontier Airlines flight was forced to make an emergency landing yesterday because of an odor-related event. Flight 91559 was carrying 102 people including passengers and crew when fumes began to waft through the plane leading the crew to decide to make an emergency landing at the nearest airport.
The Orlando-bound flight originated out of Norfolk, but it conducted an emergency landing in Raleigh-Durham International Airport after noxious fumes forced the plane down. Upon landing, the emergency slides were deployed and passengers were evacuated on the taxiway.
A Fox News report indicated that none of the 102 people on board were injured and that all were rebooked on later flights to their final destinations.
Readers can listen to the ATC audio recording of the event here:
Affiliate Disclosure: As an Amazon Associate I earn from qualifying purchases. I may also earn commissions from other affiliate programs as applicable. | aerospace |
https://latviaspace.gov.lv/en/directory/institute-of-geodesy-and-geoinformatics-of-university-of-latvia/ | 2023-09-26T06:05:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510149.21/warc/CC-MAIN-20230926043538-20230926073538-00269.warc.gz | 0.864143 | 266 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__24682940 | en | Institute of Geodesy and Geoinformatics of the University of Latvia (LU GGI) has a long-time experience in ground-based space observations e.g. GNSS RTK and postprocessing, Reference networks, GNSS observations analysis for Earth crust movement monitoring, Space weather etc. As well LU GGI has constructed several SLR systems (one in Australia and two in Latvia). LU GGI has developed original, lightweight instrument – Digital zenith camera (DZC) with control and data postprocessing software for observation of Earth vertical deflections.
LU GGI provides DZC observations and its post-processing for customers.
Equipment and software for space geodesy:
Experienced staff for development of ground based SLR hardware, electronics, software and SLR satellite observations of long time period.
Experienced staff for software production in C++, Python and FORTRAN.
Experienced staff in satellite tracking data reduction.
Experienced staff for GNSS RTK network installation and monitoring.
Experienced staff for GNSS post-processing.
|Total employees||13 employees (6 FTE)|
|Employees in space||6 (3 FTE)|
|Export quota space||0 %| | aerospace |
https://community.bt.com/t5/Email/BT-Critical-Path-deleting-contents-from-my-emails/td-p/1492200 | 2019-09-22T19:09:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575627.91/warc/CC-MAIN-20190922180536-20190922202536-00189.warc.gz | 0.970503 | 149 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__152356858 | en | I have recently subscribed to a NASA email feed that tells me when the International Space Station is visible from my house.
The first couple that I received were totally blank, so I started experimenting a bit, and have found that BT seems to be causing the problem. I receive the emails through Outlook.
Here is what I get for the emails addressed to me at btopenworld - no content to the email at all:
Here is what I get when I use my O2 email address:
So, it appears that once the message arrives at the CP/BT servers, it is having the message body deleted.
Does anyone have any suggestions of a fix for this? I have no control over the NASA end of things! | aerospace |
http://www.grandprix.com/ns/ns05365.html | 2017-04-29T03:42:59 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123270.78/warc/CC-MAIN-20170423031203-00600-ip-10-145-167-34.ec2.internal.warc.gz | 0.935383 | 113 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__300771612 | en | DECEMBER 27, 2001
Renault helps balloon team
THE Renault Sport Formula 1 team has lent its facilities to British hot air ballooning duo Andy Elson and Colin Prescott, who are aiming to set a new altitude record.
The balloon itself has been designed to reach 40,000 meters with the use of the Computer Aided Design equipment on which the Renault team cars (nee Benetton), have gestated in recent years, while the pilots themselves have begun a program of physical training with the team's Human Performance Center.
|Print News Story| | aerospace |
https://palitomedia.com.ng/2020/07/15/so-sad-nigerias-first-female-helicopter-pilot-dies-at-24/ | 2023-09-24T10:45:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506632.31/warc/CC-MAIN-20230924091344-20230924121344-00431.warc.gz | 0.974738 | 215 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__288548470 | en | Tolulope Arotile, Nigeria’s first female helicopter pilot is dead.
Born in 1995, She was 24 years as the time of her death.
The late Arotile was decorated on 15 October 2019 as the first female combat helicopter pilot in Nigerian Air Force.
Arotile, who hails from Iffe in Ijumu Local Government Area of Kogi State died as a result of head injuries sustained from a road traffic accident at Nigerian Air Force (NAF) Base Kaduna.
Her death came barely a year after she was winged as a combat helicopter pilot in the Air Force following the completion of her course in South Africa.
Confirming the accident, NAF Director of Public Relations and Information, Air Commodore Ibikunle Daramola, said until her death, Flying Officer Arotile, who was commissioned into the NAF in September 2017 as a member of Nigerian Defence Academy Regular Course 64, was the first ever female combat helicopter pilot in the service. | aerospace |
https://artcraftpaint.com/turn-your-aircraft-into-a-piece-of-art/ | 2022-05-20T21:21:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662534669.47/warc/CC-MAIN-20220520191810-20220520221810-00780.warc.gz | 0.953113 | 322 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__74514452 | en | Turn Your Aircraft Into a Piece of Art
ArtCraft Paint Creates Unique Aviation Paint Schemes
At ArtCraft Paint, we pride ourselves on creating stunning airplane paint scheme designs that will leave an impact on everyone. We often partner with John Stahr to give more detail to our airplane painting designs. One of our proudest design accomplishments is a Hawaiian-themed aircraft. To learn more about the aircraft and our partnership with John Stahr, keep reading.
Partnering with John Stahr from Stahr Designs
Using airbrushing techniques for his artwork, John Stahr often partners up with ArtCraft Paint to create unique aircraft paint designs for clients. His passion for aviation started young with encouragement from his father who was an aeronautical engineer. As an Artist Member of the American Society of Aviation Artists (ASAA) and graduate of the Ringling College of Art and Design in Sarasota, Florida, John has been in the design industry since 1978.
Creating a big impact for Big Island Air
As the oldest tour company in Hawaii, Big Island Air offers unique views of the islands to travelers. ArtCraft Paint had the opportunity to create a fresh, innovative paint scheme design on their Grand Caravan. The goal was to create a colorful Hawaiian-themed aircraft. Thanks to our partnership with John Stahr, ArtCraft Paint was able to add incredible Hawaiian touches from marine life to native motifs.
Request a quote today!
If you are interested in having your plane turned into a piece of art, request a quote and we will be in touch! | aerospace |
https://digitvendor.co.za/blog/vqppt.php?9dd1ff=cfm56-engine-manual | 2024-02-25T04:54:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474581.68/warc/CC-MAIN-20240225035809-20240225065809-00560.warc.gz | 0.692854 | 1,482 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__142237227 | en | Die CFM56-Triebwerksfamilie besteht aus fünf verschiedenen Modellen, die die Schubklasse von 18.500 bis 34.000 Pfund abdecken. Date Rev.
Aircraft engine general Page 14/28.
Engine; CFM56-3; CFM CFM56-3 Manuals Manuals and User Guides for CFM CFM56-3.
CFM56-Triebwerke kommen in der zweistrahligen Airbus A320-Familie, in der ersten Generation des Langstrecken-Jets A340-200/-300 sowie in der klassischen und der neuen Boeing 737 zum Einsatz. Technical Manuals Indexes. The integrated fan and booster (low pressure turbine-LPC) is driven by a 4 stage low pressure turbine (LPT).
Year after year, we improve our performance, industrial capacity and skills base to support the growing fleets deployed by our customers. The CFM56-5B PIP (Performance Improvement Program), the latest production configuration for the engine, features a number of improvements, notably to the core and fan blades, to give operators a 0.5% reduction in fuel consumption and a CFM International, a 50/50 joint company between Safran Aircraft Engines and GE, develops, produces and markets CFM56® engines, which now power some 13,400 single-aisle commercial jetliners worldwide. Drawing on our expertise as the CFM56® manufacturer, Safran Aircraft Engines offers a complete range of engine services, including performance restoration, replacement of life-limited parts (LLP), and inspection and maintenance of the entire engine, and its components and subassemblies. CFM 56 TTM.pdf. Safran Aircraft Engines deploys an integrated network of maintenance shops, with locations in Europe, North and Central America, Africa and Asia. Instandhaltung des CFM56-2, CFM56-3, CFM56-5B und CFM56-7B bei der MTU Maintenance To ensure top dispatch reliability for all customers, CFM continues the volume production of spare parts for these engines. CFM provides 24-hour support for Aircraft on Ground (AOG) issues, spare parts and spare engine requirements, and technical assistance, while our Technical Training facilities in the U.S., France, China and India provide comprehensive, hands-on and digital maintenance training for all engine models. Basic engine specification are provided in Fig 1 and 2.
Our experts also develop and apply more than 200 new repair processes a year, including updating of the shop maintenance manual. GE and Safran Aircraft Engines will also continue to provide spare engines and parts, and comprehensive through-life support during the CFM56’s remaining service lifetime of over 30 years. This manual also for: Cfm56-2, Cfm56-5c, Cfm56-7b, Cfm56-3, Cfm56-5a, Cfm56-5b. CFM56 Engine Manuals Index ... CFM56 Technical Manuals Transmittal Letter .
Find out more! GE & Safran Aircraft Engines Overhaul shops. Find out more!
The CFM56-5B PIP (Performance Improvement Program), the latest production configuration for the engine, features a number of improvements, notably to the core and fan blades, to give operators a 0.5% reduction in fuel consumption and a 1% cut in maintenance costs. Cfm56-3 Engine Regulation by CFM. Customer needs propel CFM’s technology investments. For more information, contact your GE representative or our Aviation Operations Center (AOC) at … The CFM56® offers dispatch reliability approaching 100%, along with unrivaled time "on-wing" (without removal for servicing) – advantages that help significantly reduce operating costs. It owes its impressive success to exceptional performance and reliability, the result of the two partners' technical excellence.
Technical Manual Index 1-Feb-19 Publication Number CFM-TP. With more than 30,000 engines delivered to date, it powers more than 550 operators worldwide. We have 1 CFM CFM56-7B manual available for free PDF download: Training Manual . Our experts also develop and apply more than 200 new repair processes a year, including updating of the shop maintenance manual. The engine’s broad-based market acceptance has been because of its simple, rugged architecture, which gives it the highest reliability, durability and reparability in its class. We have serviced more than 25,000 commercial aircraft engines and modules to date. cfm international CFM56-3 TRAINING MANUAL EFFECTIVITY CFMI PROPRIETARY INFORMATION
With hundreds of customers and thousands of engines monitored, CFM’s monitoring and diagnostic services capitalizes on automated and integrated systems, its extensive technical knowledge, its fleet experience and a global service network so airlines can make the best maintenance and logistical decisions. With more than 33,000 delivered to date, CFM56® engines mainly power single-aisle commercial jets from Airbus and Boeing. CFM International, a 50/50 joint company between Safran Aircraft Engines and GE, develops, produces and markets CFM56® engines, which now power some 13,400 single-aisle commercial jetliners worldwide. Wir bei der MTU Maintenance wissen, dass die Besitzer von Triebwerken zunehmend Leistungen benötigen, die speziell auf ihre Bedürfnisse zugeschnitten sind. From heavy overhaul to on-site support and parts distribution, CFM's service and support teams are here to help keep you flying. Renowned for its unparalleled reliability and low cost of ownership, the CFM56 is the best-selling engine in the history of aviation. V2500 Instandhaltung bei der MTU Maintenance, Aus alt mach neu – Reparaturverfahren im Überblick, Untersuchung von Schadensfällen und Schadensanalysen, Vergütung & Geschäftsordnung des Vorstands, Vergütung & Geschäftsordnung des Aufsichtsrats, Maßgeschneiderte Servicepakete und individuelle Reparaturlösungen, Modifizierung, Umrüstung, Reparatur und Überholung, State-of-the-art-Reparaturservice für Kompletttriebwerke sowie umfassende Teilereparatur, AOG-Hotline 24/365 und Ersatzteillieferungen im AOG-Fall, Abwicklung von Garantiefällen gegenüber dem OEM (1st run warranty), Reparatur und Überholung durch die MTU Maintenance Hannover, MTU Maintenance Canada und MTU Maintenance Zhuhai. | aerospace |
http://taganrogcity.com/pr_beriev_at_fidae_airshow_2018.html | 2023-12-06T20:04:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100603.33/warc/CC-MAIN-20231206194439-20231206224439-00274.warc.gz | 0.953162 | 207 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__105224347 | en | April 14, 2018: Beriev Aircraft Company
took part in FIDAE-2018 - Latin America's biggest aerospace and defense show in Santiago, Chile.
The company demonstrated its multipurpose amphibious aircraft Be-200 and light amphibious aircraft Be-103 as part of United Aircraft Corporation (UAC)'s product line.
Potential customers were especially impressed by the unique Be-200 amphibious aircraft with its remarkable features that can help Latin America countries to cover their needs in practising patrol, search and rescue operations at sea with maximum flexibility and efficiency.
In 2003, Be-200ES aircraft was certified in compliance with AP-25 Aviation Regulations for civil aircraft. In 2006 the company was certified the first national operator of amphibian aircraft for civil purposes
and the following year it was authorized to operate Be-200ES to transport 43 passengers on medium distance routes. In 2010 it obtained an amphibian aircraft certificate issued by the European Aviation Safety Agency (EASA).
Press release courtesy of Beriev | aerospace |
https://fischeraviation.com/jerry-yang/2016/07/09/flying-under-marginal-condition/ | 2018-03-20T12:04:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647406.46/warc/CC-MAIN-20180320111412-20180320131412-00169.warc.gz | 0.983965 | 332 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__158082653 | en | Today we had a condition that we almost could not fly. A ceiling at 1500 ft, (meaning AGL) means we are just beyond no fly condition (as VFR we need to be 500 below any clouds, and we need 1000 ft to practice pattern work). The winds are calm. Only one other plane was in the pattern.
- Soft landing getting better;
- Emergency procedure happened in a short time, but we handled it;
- Soft take-off was good.
The first take off was soft field. We had 10 degrees down and held elevator fully back, I could feel more weight was distributed on the wings instead of the landing gear. However, we could not accelerate very well. I could feel my nose lift off, but could not tell when the main gear took off. As a result, I had no clue when to lower the nose to accelerate in ground effect.
On the landing side, I added the power correctly, and raised the nose up enough to keep up aloft, but for a couple times the nose was too high and we climbed out of ground effect. The last time we had the correct configuration, and then as soon as I pulled out the power, we touched down.
There was once, we climbed to 1400 ft (Bob had the plane as I turned on my CloudAhoy app). He showed me the difference in terms of visibility between just 200 feet. Lincoln Park is barely visible but as soon as we descend down to pattern altitude the terrain beyond Lincoln Park showed up again.
Overall, it was a good session. Looking forward to my more consistent soft-field landings. | aerospace |
https://www.wherecanwego.com/item/a9930/sim2do-flight-simulators | 2024-04-14T11:10:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.25/warc/CC-MAIN-20240414095752-20240414125752-00324.warc.gz | 0.863767 | 130 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__49709972 | en | Sim2do Flight Simulators
Be a pilot and fly one of our Simulators
Boeing 737-800 an exact replica of the real thing every button and switch as it should be.
Lynx Helicopter a once functioning helicopter that has seen action.
F35 Lightening Jet - feel the thrill of flying the latest fighter jet.
Racing car - drive a racing car in any track in the world
Tues - Saturday 9.30am to 5.00pm
Prices for flights start from £60
1B Grergory Road, Mildenhall, Suffolk IP28 7DF | aerospace |
https://richardyonck.com/the-future-era-of-space-mining/ | 2023-12-11T09:41:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103810.88/warc/CC-MAIN-20231211080606-20231211110606-00874.warc.gz | 0.930996 | 221 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__189848498 | en | The new era of space mining is the topic of my latest article for Scientific American. The recent passage of the Space Act of 2015 by Congress will finally eliminate a lot of uncertainty for this nascent industry, assuming President Obama signs it into law. Given the enormous cost of lifting materials and supplies into orbit and beyond, the ability to draw from off-planet resources is critical for the continuing development of space exploration and colonization. As Eric Anderson, co-founder and co-chairman of Planetary Resources stated following Congressional passage of the Act:
“Many years from now, we will view this pivotal moment in time as a major step toward humanity becoming a multi-planetary species. This legislation establishes the same supportive framework that created the great economies of history, and it will foster the sustained development of space.”
Given the continuing progress being made by the developing commercial space industry, including yesterday’s first successful VTOL (Vertical Take-Off and Landing) by Blue Origin, it seems to me we may be witnessing the start of one of the great transformational periods in human history. | aerospace |
https://blank.amac.us/civilians-in-orbit-buzz-aldrins-hope/ | 2022-09-26T18:49:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334915.59/warc/CC-MAIN-20220926175816-20220926205816-00180.warc.gz | 0.960633 | 928 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__283713133 | en | In the late 1990s, Apollo 11 astronaut Buzz Aldrin spoke to a class I was teaching. His message was simple. While the only Americans in space had been NASA astronauts, Mercury, Gemini, Apollo, or Shuttle, one-day ordinary people – civilians riding as tourists – would orbit. He hoped to see it.
Reality is even more poignant, as a quick search of speeches, articles, and appearances by Dr. Aldrin – himself a Sc.D. in astronautical engineering from MIT – reveals. Over the course of two decades, Dr. Aldrin was a pioneer in promoting, believing possible, encouraging support for “space tourism.”
Interestingly, long before he walked on the Moon with Neil Armstrong in 1969, before orbiting in Gemini 12 with Jim Lovell in 1966, Aldrin was thinking out of the box.
At MIT, he originated thinking on orbital rendezvous mechanics, central for rendezvous in lunar orbit, used in Apollo missions. Before his successful Gemini spacewalks, he helped perfect neutral buoyancy training in a NASA pool, perfect simulation for space, a practice that became standard.
In effect, Buzz has always been slightly ahead of the curve, calm beyond expectation, decorated Korean War fighter pilot, and an intellectual willing to accept criticism for being different, a bit nerdy.
His sense of humor is self-deprecating, another feature that endears him to hundreds of millions. He was the one who remarked he was stepping down the LEM ladder after Armstrong, “being careful not to lock the door behind” him, noted they appeared to be “first on the runway” when leaving the Moon.
Buzz is, even today – ready with a chuckle at life’s ironies – at peace with himself and the pace of life, even if not on a launchpad. He is ready to admit modern engineering is getting beyond his expertise, yet thrilled to see it and to support human space flight – good news for American space leadership.
Speaking to a class of students in the 1990s, the pioneering Moonwalker predicted reusable spacecraft, launched by the private sector, would become standard. He predicted they would orbit, ending NASA’s monopoly on space, opening an era of “space tourism,” his term for civilian pleasure trips into space.
If Arthur C. Clarke and Robert Heinlein had science fiction books, Buzz managed to write – from personal experience in space and on the Moon – science fact and science fiction. He then turned to inspire younger Americans with books on how they might get to space.
Among his predictions, launch costs would fall, rockets and designs proliferate, government training becomes unnecessary, enthusiasm grows for space travel, and in time mankind would reach into the heavens with purpose, no need for government push.
His hope was that he might live to see that day, civilians inspired to orbit Earth and return safely – then perhaps cast their eyes higher still – to the Moon, return flights to that magical orb, on to Mars.
Incredibly, Buzz and all of us have just witnessed a civilian crew take off, orbit Earth, and return safely – the first real, unvarnished, privately engineered, orbital example of “space tourism,” the idea on which Buzz wrote and spoke more than two decades ago.
On watching the SpaceX Inspiration4 flight launch, crew orbit, and return safely, Buzz must have thought again about how life works. You imagine something, you dream about it, work night and day for it, pay no attention to critics, those who say it cannot happen, or goal too big, or distance too far – and then you make it happen, and ponder having done so.
Congratulations to all those who made this latest human space flight mission, a first in many regards, a true success – and one that benefits St. Jude’s, success of its own. Congratulations to Dr. Buzz Aldrin for predicting and quietly cheering this success. And congratulations to America – to all Americans who still share, treasure, and pursue the American Dream here on Earth and out there…in space. Onward!
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Support AMAC Action. Our 501 (C)(4) advances initiatives on Capitol Hill, in the state legislatures, and at the local level to protect American values, free speech, the exercise of religion, equality of opportunity, sanctity of life, and the rule of law.Donate Now | aerospace |
https://www.followthistrendingworld.com/post/is-it-possible-to-print-houses-from-lunar-soil | 2022-07-05T00:22:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104506762.79/warc/CC-MAIN-20220704232527-20220705022527-00318.warc.gz | 0.875212 | 135 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__92218867 | en | The construction of at least some objects on other planets or satellites of the solar system requires a huge amount of building materials. And in order not to take them from the Earth, you can use local soil. NASA's latest resupply mission to the ISS included the delivery of a special 3D printer to the station to demonstrate printing using lunar soil (regolith).
The Redwire Regolith Print (RRP) project will work in conjunction with a similar ManD system already on the ISS. The goal of the project is to print using material that simulates regolith. If all goes well, the ISS crew will measure the strength of the resulting material and structure. | aerospace |
http://services.pwc.ca/en/about/faqs | 2020-01-19T20:04:27 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250594705.17/warc/CC-MAIN-20200119180644-20200119204644-00373.warc.gz | 0.913787 | 214 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__161150588 | en | What is the size of the facility? The Mirabel Aerospace Centre will consist of a 300,000-square-foot (27,800 square metres) facility, constructed on 910,430 square feet (84,580 square metres) of land.
Why did Pratt & Whitney Canada select Mirabel as the location for this facility? Mirabel was selected because of its world-class infrastructure, as well as its proximity to a critical mass of major aerospace companies. Bombardier Aerospace has also selected Mirabel for the final assembly of its new CSeries commercial aircraft. The PurePower PW1524G engine for the CSeries will be assembled and tested at our Mirabel Aerospace Centre.
What was the cost of the Mirabel Aerospace Centre? The approximate cost of construction and equipment for the Mirabel Aerospace Centre is $360 million Canadian.
What is the address of the facility? Pratt & Whitney Canada Mirabel Aerospace Centre Montreal-Mirabel International Airport 11,155 Julien-Audette Street, Mirabel Quebec, Canada J7N 0G6 | aerospace |
https://envirodust.co.uk/a-united-airlines-plane-external-panel-discovered-missing-after-oregon-flight/ | 2024-04-14T17:01:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.19/warc/CC-MAIN-20240414161724-20240414191724-00741.warc.gz | 0.97598 | 620 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__76378078 | en | A section of a United Airlines aircraft was discovered missing upon inspection Friday afternoon in Southern Oregon, adding to a growing list of mishaps for the airline.
United Airlines Flight 433 took off from San Francisco and successfully landed 90 minutes later at Rogue Valley International Airport in Medford, Ore., at 11:53 a.m.
Airport personnel noticed a “piece from the underside of the plane,” a Boeing 737-800, was missing upon a routine postflight inspection, Airport Director Amber Judd told The Times.
“Our airport operations were paused briefly so that we could conduct a runway safety check to look for debris,” Judd said. “We did not find anything.”
Judd said the plane landed safely and all 139 passengers and six crew members exited without an issue.
The flight was scheduled to continue to Denver, but was initially delayed 3 hours and 35 minutes before eventually being canceled.
“It’s my understanding that most passengers were aware of the delay and the circumstances, although there were probably some that didn’t know,” Judd said.
United Airlines in a statement Friday said the aircraft’s crew did not declare an emergency to airport personnel as “there was no indication of the damage during flight.”
“After the aircraft was parked at the gate, it was discovered to be missing a panel,” United’s statement read. “We’ll conduct a thorough examination of the plane and perform all needed repairs before it returns to service.”
The airlines also said it would conduct an investigation.
Judd said the plane was an older 737-8 and not one of the Boeing Max aircrafts that have received scrutiny in January after a door panel blew off an Alaska Airlines flight that left Portland, Ore.
Nonetheless, four Boeing planes operated by United have suffered incidents over the last two weeks.
A Boeing spokesperson referred all questions to United Airlines regarding the airline’s fleet and operation.
On Monday, a San Francisco-bound United Airlines flight turned around two hours after leaving Sydney. The Boeing 777-300 aircraft returned due to a maintenance issue.
Prior to that, a Boeing 777-200 operated by United Airlines made an emergency landing in Los Angeles after a tire fell off on March 7.
There was also an emergency landing in Houston on March 4 after flames were spotted coming from a United Airlines Boeing 737-900ER. Boeing confirmed the engine ingested bubble wrap.
Four days later, a Boeing 737-8 Max rolled onto the grass near a runway in Houston upon landing, though no passengers were injured.
United stressed their were no injuries in any of these incidents.
“We take every safety event seriously and will investigate each of the incidents that occurred this month to understand what happened and learn from them,” the United statement said. “Much of this work is conducted together with the manufacturers, the FAA, and the NTSB as well as with the manufacturers of individual components.” | aerospace |
http://www.strategic-bureau.com/en/category/world-news-en/ | 2023-12-07T16:23:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100677.45/warc/CC-MAIN-20231207153748-20231207183748-00427.warc.gz | 0.851402 | 1,184 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__59260170 | en | Picture of the day
Transfer of a package by a CH-148 Cyclone helicopter.
read more →
North Africa and Middle East
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Tests and trials
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29 March 2020
Pre-screens Marines for the coronavirus
A US Navy Hospital Corps man pre-screens Marines for the coronavirus disease after their return from a deployment overseas.
21 January 2019
British F-35B operational
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1 January 2019
Happy New Year 2019
The Editorial of Strategic Bureau wishes you a Happy New Year 2019.
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One hundred years of the signing of the armistice
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12 January 2018
The French Army supply UGVs
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31 December 2017
Happy New Year 2018
The Editorial of Strategic Bureau wishes you a Happy New Year 2018.
28 September 2017
Modernizing of the Bundeswehr’s Leopard 2 tanks
Rheinmetall will be transforming a total of 104 Leopard 2 main battle tanks, bringing them up to Leopard 2A7V standard.
19 August 2017
Raytheon have delivered the 4,000th Tomahawk
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7 June 2017
USS Gerald R.Ford delivered to the US Navy
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22 December 2016
The first prototype AMPV
BAE Systems rolled out the first prototype Armored Multi-Purpose Vehicle to the U.S Army.
27 July 2016
Training of Chinese frogmen
The Chinese Navy with a Special Operations Regiment organized a frogmen training in South China Sea.
2 March 2016
F-35 drop first weapons
Airmen from the 388th and 419th fighter wings dropped laser-guided bombs.
29 February 2016
Rheinmetall to upgrade 128 Polish Leopard
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15 January 2016
EDA initiates a project on L-AMPV
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1 January 2016
The geography of our readers in 2015
Writing « Strategic Bureau of Information on Defense Systems » wish you a happy new year 2016.
30 September 2015
The first flight of a KC-46A
The Boeing and U.S. Air Force team successfully completed the first flight of a KC-46A Pegasus tanker aircraft.
27 August 2015
MRZR2 and MRZR4 for USSOCOM
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22 August 2015
Promotion of officers military schools of Saint-Cyr Coëtquidan
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14 August 2015
The LCS 6 USS Jackson for US Navy
The US Navy accepted delivery of the LCS 6, Littoral Combat Ship, future USS Jackson.
3 August 2015
Nexter signed with KMW
29 July 2015, Nexter Systems and Krauss-Maffei Wegmann intend to share their future road ahead.
1 August 2015
Lockheed Martin to acquire Sikorsky Aircraft
Lockheed Martin to acquire Sikorsky Aircraft for $ 9 billion.
21 July 2015
The Higuard entered service in the SAF
The Higuard, designated Peacekeeper, entered service in the Singapore Armed Forces.
14 July 2015
The extend the service life of the VBL
The French defense procurement agency has awerded RTD / Panhard a design contract to extend the service life of its VBL.
30 June 2015
Mi-8MTV5 for Belarusian Army
Mi-8MTV5 transport helicopters to Ministry of Defence of Belarus.
10 June 2015
Last batch of six PVP for the Romanian Army
On May 18-21, Panhard General Defense received a delegation from the Romanian Ministry of Defense coming to take delivery of its last batch of six PVP LAORV.
2 June 2015
First flight of the S-97 Raider
Sikorsky Aircraft Corp announced the successful first flight of the S-97 Raider helicopter.
20 May 2015
Virginia-Class Submarine Indiana
The Keel-Laying of Virginia-Class Submarine SSN 789 Indiana.
6 May 2015
The new armoured vehicles of the Russian army
The Russian Ministry of Defence has unveiled the armoured vehicles to equip the armed forces over the next decade.
New Technical Specs
The American main battle tank M1 Abrams
The American wheeled Armored Personnel Carrier M1126 Stryker
The Russian attack helicopter Mi-28 Havoc
The American main battle tank M60
The French-German anti-tank guided missile MILAN
The Russian self-propelled howitzer 2S3 Akatsiya | aerospace |
https://newsinvestigatorsng.com/passengers-crew-members-rescued-alive-in-crashed-bristow-helicopter/ | 2023-12-06T04:16:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.13/warc/CC-MAIN-20231206031946-20231206061946-00650.warc.gz | 0.977732 | 145 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__310967029 | en | The National Emergency Management Agency (NEMA) told News Investigators that the 5N BJQ that was flying about 1500 feet above sea level was found in Lagos after it was reported missing.
Reports indicated that the small aircraft had a controlled ditch, which is an action taken by pilot, when he notices that something was wrong.
We gathered that Nigeria’s Mission Centre (MCC) of Cospas SARSat picked the distress alert beacon from the helicopter with above co-ordinate.
“NEMA immediately raised search and rescue team with Nigeria Navy and NIMASA along with other agencies for immediate response,” reports said.
All the passengers on board, including the crew are alive. | aerospace |
http://blogs.sfweekly.com/thesnitch/2008/03/southwest_its_cheap_for_a_reas.php | 2014-04-20T22:08:25 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609539230.18/warc/CC-MAIN-20140416005219-00621-ip-10-147-4-33.ec2.internal.warc.gz | 0.991438 | 137 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__118411067 | en | Southwest: It's Cheap for a Reason!
CBS 5 reported yesterday that Southwest Airlines had grounded 41 planes because the company had missed "required inspections for structural cracks." The Federal Aviation Administration was aware that Southwest was flying the planes without performing the nessesary inspections but failed to act, with the FAA saying that at least one inspector "looked the other way. "Four percent of Southwest flights were canceled as a result of the error, but officials said it would be business as usual by today. I'm not an engineer but for some reason I would feel better if Southwest took, say, two days to make sure 41 planes were sans "structural cracks." -Andy Wright | aerospace |
https://kepler-polar.eu/copernicus/ | 2023-03-20T09:20:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943471.24/warc/CC-MAIN-20230320083513-20230320113513-00293.warc.gz | 0.930753 | 148 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__172570753 | en | A key aim of KEPLER is to ensure that there is a clear, concise and achievable road map for the Copernicus programme to develop industry and societal-driven value-added technologies, products, and other services. The first Sentinel satellites are in orbit, or due to be launched. It is important that the next phase- Copernicus 2.0 (starting in 2021) is developed further to meet the requirements of the Polar Regions.
Copernicus is the European Union’s Earth observation programme coordinated and managed by the European Commission in partnership with the European Space Agency, the EU Member States and EU Agencies. It aims at achieving a global, continuous, autonomous, high quality, wide range Earth observation capacity. | aerospace |
https://baysidenews.com.au/2014/12/17/air-crash-investigation-accidents-plagued-plane-before-crash/ | 2024-02-29T12:43:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474808.39/warc/CC-MAIN-20240229103115-20240229133115-00540.warc.gz | 0.9754 | 885 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__149049368 | en | AIRCRAFT-related items found by members of the public were up to 3 kilometres from the site of a light plane crash in Chelsea two months ago.
They included the pilot’s flight crew licence and aviation medical certificate, aircraft pitot cover and warning flag, flight bag, En-route Supplement Australia book and a very high frequency (VHF) handheld transceiver and antenna.
The items were handed in to police and forwarded to the Australian Transport Safety Bureau, which is investigating the cause of the crash of the amateur-built Vans RV-6A on 14 October.
Experienced pilot John Stephenson, 77, died when the plane crashed into a laneway and house off Thames Promenade, causing chaos in the normally quiet neighbourhood.
A number of small post-impact fires were extinguished by panicked onlookers and the fire brigade. Several houses and cars were significantly damaged.
The fact that no one else was hurt is even more remarkable considering the plane crashed “in a significant nose-down attitude of about 35 degrees”, according to the report, and that wreckage was strewn up to 130 metres from the impact zone.
“Other CCTV security cameras at Chelsea captured the last seconds of the flight. Analysis of that footage confirmed … an aircraft speed of about 370 km/h leading up to the impact with terrain.”
Investigators found the propeller and engine 48 metres and 68 metres away.
They said the vertical and horizontal tail surfaces were separated from the fuselage and from each other and were scattered along the wreckage trail. The right wing and parts of the fuselage were 95 metres from the impact point and largely intact.
“The remainder of the aircraft, including the cockpit, was destroyed during the impact sequence. Items associated with the aircraft were located in the laneway up to 130 metres from the point of impact.”
After leaving Moorabbin airport at 1.20pm the plane was observed on radar climbing to 2900 feet and tracking south off the coast. After 1.32pm “no further radar returns were received”, the report said.
The report said witnesses saw the plane “descending rapidly” before hitting the ground eight kilometres south of Moorabbin. The pilot – with 1659 flying hours to his credit – was fatally injured.
Civil Aviation Safety Authority records show the aircraft was built in 1999 and first registered as an amateur-built aircraft in 2003. Mr Stephenson was its registered owner and operator.
The ATSB database reveals the aircraft had been involved in two previous accidents. In 2007 it suffered engine failure and was damaged during a forced landing. A new Lycoming IO‑360 engine was installed, the damage repaired and the plane “returned to flying status”.
In another landing accident in 2010 the nose wheel collapsed and the propeller hit the ground while the engine was running. It was replaced with another Lycoming IO‑360 engine, the damage repaired and the aircraft again returned to flying status.
Only a month before the fatal crash the plane’s engine caught fire while it was taxiing at Moorabbin. The ATSB report states that, after the blaze was extinguished, the pilot inspected the engine and associated areas, and reported to friends that there “appeared to be no damage as a result of the fire”.
Crash investigators have yet to determine the cause of the Chelsea crash, with inflight data suggesting the engine was working normally. They have yet to determine the cause of falling engine oil pressure seven seconds before the end of the recorded data when the aircraft was about 640 metres to the north of the accident site.
It has been revealed that there was no emergency broadcast from the pilot, or evidence of any partial transmissions, open-microphone transmissions or over-transmissions during the flight.
The investigation is continuing and will include examination of the engine and propeller, cockpit canopy locking mechanisms, construction, maintenance and repair history of the aircraft, the viability of recovering additional data from the accident-damaged GPS units, and the pilot’s medical and flying history.
A CASA spokesman said the Vans RV-6A had no significant accident history. He said six fatalities from 1988-2010, considering all the variables involved in aircraft accidents, was “not disproportionate”. | aerospace |
https://closewar.com/2013/02/14/diamond-ring-shaped-wings-on-fighter-planes/ | 2023-03-24T19:56:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945288.47/warc/CC-MAIN-20230324180032-20230324210032-00759.warc.gz | 0.925125 | 505 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__271342598 | en | Diamond wing or Trapezoidal wing configuration is a wing planform that resembles a form of trapezoid with very little sweep. As the name suggest it is of the form of a trapezoid shape with 2 parallel edges and 2 unparallel edge. One of the 2 parallel edges is generally the fuselage.
It is generally used in aircraft incorporating stealth. As a trapezoid has 2 parallel edge, it helps to reduce the radar reflection. The best examples are Sukhoi T-50 PAKFA, F-22A RAPTOR and F-35 LIGHTNING II.
These three 5th generation fighters have almost similar trapezoid shaped wing planform. Most trapezoidal shaped winged aircraft are from United States.
Ex-F-104 starfighter, F-22A raptor, F-35 Lightning II, X-3 Stiletto, YF-23, X-7
Generally these types of wing planform are very thin to get a perfect coat of RAM and also not to disturb the parallel edge by increasing the thickness of the wing. This reduces the air drag at higher mach thus giving the aircraft the ability to supercruise, and that is the case with F-22A RAPTOR. Raptor can go supersonic without engaging the afterburners whereas most swept wing aircraft can’t supercruise without installing a engine with wet thrust having above 150KN.
Trapezoidal wing has almost zero sweep as the both unparalled edges have a resultant sweep of zero. Also it provide a better handling at subsonic speed than other delta wing aircrafts, which makes it suitable for ground attack aircraft too.
-As Trapezoidal wings are very thin, they’ve very low loading capacity. So most of them doesn’t have hardpoints more than 8. That is why Raptors are often not prefered for ground attack role and carrier all ammunition in internal bay.
-Because of almost zero sweep, i.e. Due to the fact the the leading edge sweeps backward whereas trailing edge sweeps forward, it kills a bit of maneuvering capability of aircraft at subsonic speed making it less agile than Swept wing or Delta wing in a dogfight.
-Due to the small size of wing, it doesn’t generate enough lift during takeoff. But this problem is compensated by a powerful engine.
Leave a comment | aerospace |
http://123charlie.com/Chapter_13/Chap13Page004.htm | 2024-04-18T01:38:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817184.35/warc/CC-MAIN-20240417235906-20240418025906-00002.warc.gz | 0.908402 | 845 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__91268019 | en | Chapter 13 Transition to Tailwheel Airplanes
Table of Contents
Normal Takeoff Roll
Crosswind After-Landing Roll
NORMAL TAKEOFF ROLL
After taxiing onto the runway, the airplane should be carefully aligned with the intended takeoff direction, and the tailwheel positioned straight, or centered. In airplanes equipped with a locking device, the tailwheel should be locked in the centered position. After releasing the brakes, the throttle should be smoothly and continuously advanced to takeoff power. As the airplane starts to roll forward, the pilot should slide both feet down on the rudder pedals so that the toes or balls of the feet are on the rudder portions, not on the brake portions.
An abrupt application of power may cause the airplane to yaw sharply to the left because of the torque effects of the engine and propeller. Also, precession will be particularly noticeable during takeoff in a tailwheeltype airplane if the tail is rapidly raised from a three point to a level flight attitude. The abrupt change of attitude tilts the horizontal axis of the propeller, and the resulting precession produces a forward force on the right side (90° ahead in the direction of rotation), yawing the airplane’s nose to the left. The amount of force created by this precession is directly related to the rate the propeller axis is tilted when the tail is raised. With this in mind, the throttle should always be advanced smoothly and continuously to prevent any sudden swerving.
Smooth, gradual advancement of the throttle is very important in tailwheel-type airplanes, since peculiarities in their takeoff characteristics are accentuated in proportion to how rapidly the takeoff power is applied.
As speed is gained, the elevator control will tend to assume a neutral position if the airplane is correctly trimmed. At the same time, directional control should be maintained with smooth, prompt, positive rudder corrections throughout the takeoff roll. The effects of torque and P-factor at the initial speeds tend to pull the nose to the left. The pilot must use what rudder pressure is needed to correct for these effects or for existing wind conditions to keep the nose of the airplane headed straight down the runway. The use of brakes for steering purposes should be avoided, since they will cause slower acceleration of the airplane’s speed, lengthen the takeoff distance, and possibly result in severe swerving.
When the elevator trim is set for takeoff, on application of maximum allowable power, the airplane will (when sufficient speed has been attained) normally assume the correct takeoff pitch attitude on its own—the tail will rise slightly. This attitude can then be maintained by applying slight back-elevator pressure. If the elevator control is pushed forward during the takeoff roll to prematurely raise the tail, its effectiveness will rapidly build up as the speed increases, making it necessary to apply back-elevator pressure to lower the tail to the proper takeoff attitude. This erratic change in attitude will delay the takeoff and lead to directional control problems. Rudder pressure must be used promptly and smoothly to counteract yawing forces so that the airplane continues straight down the runway.13-2 Ch 13.qxd 5/7/04 10:04 AM Page 13-3
While the speed of the takeoff roll increases, more and more pressure will be felt on the flight controls, particularly the elevators and rudder. Since the tail surfaces receive the full effect of the propeller slipstream, they become effective first. As the speed continues to increase, all of the flight controls will gradually become effective enough to maneuver the airplane about its three axes. It is at this point, in the taxi to flight transition, that the airplane is being flown more than taxied. As this occurs, progressively smaller rudder deflections are needed to maintain direction. | aerospace |
https://prezi.com/zrbo5rahhsc4/space/ | 2019-01-23T15:42:59 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547584334618.80/warc/CC-MAIN-20190123151455-20190123173455-00313.warc.gz | 0.881375 | 801 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__138213817 | en | Send the link below via email or IMCopy
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Transcript of Space:
you ever want to do
something like that?
-Continue to not fail out of high school
-Graduate with good grades
-Pass the physics and calculus AP tests
-Get out my college applications
-Embry-Riddle Aeronautical University
-Apply for scholarships
College: The fun part
-These will be major classes
getting into engineering
school, getting ahead could
cut the cost of college.
I should really get Powerpoint...
-Well, space is cool.
-Rocket Science sounded a lot
easier than Brain Surgery.
-I have the skills that apply, I'm good at math and spacial thinking.
-I've been interested in space my whole life, and aerospace engineers are the ones who make it accessible.
-Space is our newest frontier,
the most extreme environment we have to explore. It holds the most challenge.
-The challenges in space drive us to produce new technologies.
Re-take the ACT, try and push my score as high as possible for scholarships.
-Physics and Calculus (I couldn't find out if my schools of choice take the AP credits, some colleges don't)
-Core English and Social studies classes.
Requirements from Embry-Riddle Aeronautical University's BS in Aerospace Engineering.
-Digital Circuit Design
-College success (Study Skills)
-Calculus and Matrix math
-Solid and Fluid Mechanics
-Computing and Computer Aided Design
Research is what I'm doing when I don't know what I'm doing
-Wernher Von Braun
-Aeronautical and Astronautical focuses split off
-Aerospace structures and Interments.
-Get good grades throughout College
-NASA at Johnson Space Center
-Find a job with NASA
or in the private space
Skip to here ^
-By now I'll hopefully have a job
-According to the BLS, an average
(not entry level) Aerospace engineer made $97,000 in 2010
-I'll either get a job at NASA doing Astrodynamics, planning orbits and mapping where a spacecraft will go....
-Or in the growing private Space industry
The Expanding Space Industry
-Even during the recent economic crisis, SpaceX and other space companies experienced growth in satellite launches.
-With the Falloff of the U.S. Government's involvement in space, need for private access to Earth orbit for satellites and people is growing.
-Some companies, like Planetary Resources and Mars One plan to go beyond
-Planetary Resources plans to observe and mine near Earth asteroids
-Mars One is looking even farther than that, planning to establish a manned Mars colony
-As technology advances and the Earth runs out of resources, space is the next natural step
-There are a lot of places I can go with an Aerospace degree.
Long Term Goals
-Generally, just be involved in the future of spaceflight
-Get astronauts and equipment where they need to be
-Help advance humans out into space
-Eventually go back to school for my Masters degree
Into The Future
-With a Masters degree in Aerospace, I can move more into research positions
-I'll have access to higher level jobs
-From here, I can move into teaching, or work in a laboratory developing new technologies. These decisions, I'm largely leaving for the future.
Le Space Fin
-Further explore our solar system | aerospace |
http://beinglegends.com/india-air-force-job-10th-12th-pass-35000-salary-per-month/ | 2019-03-19T08:10:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201922.85/warc/CC-MAIN-20190319073140-20190319095140-00084.warc.gz | 0.921214 | 357 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__213118009 | en | India Air Force Job for 10th and 12th Pass | 35000/- Salary per Month
Here we come with the exciting notification for Indian Air Force jobs. This is one of the best job opportunity for the adventurous students in India. India Air Force Job for 10th and 12th Pass. Lets get into the clear details of the Job. Indian Air Force has released the official recruitment notification of Airmen for the Group X and Y trades. The last date to apply for the job is 12th January 2018. Well, I think you are reading the article before the date.
India Air Force Job for 10th and 12th Pass Details
Job title: Airmen Group X
Vacancies: Not revealed
Job Title: Airmen Group Y
Vacancies: Not Revealed
Job location is throughout India
Lets get on to the Eligibility criteria for Airmen Group X and Y
Airmen Group X and Y required to pass there 12th Standards. The candidates should be born between 13th January 1998 to 2nd January 2002.
Selection of the candidate will be made with online test, Physical tests and medical tests.
Application can be done through online banking or with credit/debit cards. Application fees is 250/- rupees.
How to Apply for India Air Force Job for 10th and 12th Pass Jobs
Open the official website of Indian Air Force http://indianairforce.nic.in/
Search for the notification of the job we mentioned.
Open the job notification and fill the required details.
Submit the application and pay the application fees.
Take a printout of the application for further use.
All the best, Hope you get selected for the examination. | aerospace |
https://odeals.net/game/4835/vrflow-airbus-a320-demo | 2022-11-26T08:18:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446706285.92/warc/CC-MAIN-20221126080725-20221126110725-00360.warc.gz | 0.858366 | 245 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__27821983 | en | VRflow Airbus A320 Demo
The highest price0 USD
The lowest price0 USD
Current price0 USD
Current version: 1.07
Total installed space: 251.90MB
Required space adjusted: 378.79MB
VRflow A320 is the interactive cockpit procedure trainer for pilots. Train procedures in training scenarios that incorporate detailed aircraft behavior including sounds, instruments and cockpit layout.
VRflow incorporates numerous features for efficient learning and aircraft familiarization, ideal for type ratings. Train with or without visual help, track your errors, see your training time, train with an automatic crewmember and much more.
This demo version includes the Cockpit Preparation procedure.
Buy the full version for access to the following procedures:
Preliminary Cockpit Preparation, Cockpit Preparation, Before Start, At Start Clearance, Engine Start, After Start, Taxi, Before Takeoff, Takeoff, After Takeoff, After Landing, Parking and Securing Aircraft. Explore Mode, where you can explore the cockpit and learn about systems, is also included in the full version. | aerospace |
http://www.defensenews.com/article/20140710/TRAINING/307100022/Alenia-Aermacchi-Delivers-Pair-30-M-346s-Israel?odyssey=mod_sectionstories | 2015-12-01T18:30:42 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398468971.92/warc/CC-MAIN-20151124205428-00282-ip-10-71-132-137.ec2.internal.warc.gz | 0.960405 | 210 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__63011392 | en | The Israeli Air Force has taken delivery of the first two of 30 M-346 jet trainers ordered from Italy's Alenia Aermacchi in 2012. (Wikipedia)
- Filed Under
The Israeli Air Force has taken delivery of the first two of 30 M-346 jet trainers ordered from Italyís Alenia Aermacchi in 2012.
The jets arrived on July 9 at Israelís Hatzerim Air Force base, where they will replace TA-4 aircraft.
In a statement, Alenia Aermacchi said another six aircraft are completing assembly at its Venegono facility near Milan and a further five are undergoing structural part assembly. All 30 aircraft will be delivered by the end of 2016.
The M-346 deal was part of a reciprocal accord that also saw Italy purchasing Israeli satellites and early warning aircraft.
Italy has previously delivered 12 aircraft to Singapore, while five of Italyís order of six will be delivered by year end. It is due to start work on assembling eight aircraft for Poland. | aerospace |
https://mukmayronan.web.app/533.html | 2022-09-26T00:52:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334620.49/warc/CC-MAIN-20220925225000-20220926015000-00590.warc.gz | 0.777779 | 650 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__179724555 | en | Eurocontrol network management directorate edition number. The atfcm operations manual is intended to provide flow management positions fmps and eurocontrols network manager nm with. Manual on air traffic controller competencybased training. Ais training development guidelines air traffic control. The atfcm users manual has been prepared with the main object of providing in one document an operational description of the nm atfcm. The atfcm users manual has been prepared with the main object of providing in one document an operational description of the nm atfcm related actions, information and message exchange. This manual complements the eaip specification by providing detailed instructions for eaip users. Air traffic controllers licensing and certification consolidated version of air traffic ontrollers licenses and ertificates implementing rules and related acceptable means of compliance and guidance material, including the atco initial training content. Eurocontrol guidelines 29 eurocontrol specifications 61 european route network improvement plan ernip monitoring reports 99 evair safety bulletin 21 firuir charts 1 forecasts 60 helicopter charts 4 hindsight magazine 17 industry monitor 107 information circulars 12 local single sky implementation lssip documents 44. Aip, aip amdt, aip sup, notam, pib, aic and checklists, list of valid notam. Eurocontrol atfcm users manual, slot management, slot allocation procedures optional content. Eurocontrol basic cfmu handbook atfcm users manual, chap. Atfcm operations manual network manager eurocontrol.
The atfcm users manual has been prepared with the main object of. Eurocontrol air navigation intersite acronym list ai r ia l w w w. The eurocontrol enhanced traffic flow management system. Amendments to the atfcm operations manual are indicated in red with revision bars. Air traffic flow and capacity management eurocontrol atm. The eaip users manual also contains instructions for the use of the eaip specimen provided by eurocontrol. Released issue iv edition change record section amendment notes 1. Manual on air traffic safety electronics personnel competencybased training and assessment.
As its content may still be supplemented, removed, or otherwise modified during the editing process, icao shall not be responsible whatsoever for any costs or. Icao air traffic services planning manual doc 9426eurocontrol atfm handbook including. The eurocontrol enhanced traffic flow management system etfms count was 33 flights for a regulated capacity of 36 for the period between 05400620hrs. Eurocontrol responsibilities document for the application. Eurocontrol guidelines asm handbook eurocontrol handbook for air traffic flow and capacity management, edition 14. The ais environment has largely changed from manual operations to. Aircraft flight manual afm autonomous flight management afm automatic font management afm affirmative, yes, that is correct afms advanced flight management system afmsg audit and financial matters subgroup.1255 345 318 285 284 1353 86 94 68 435 56 1054 1437 1056 605 1623 1132 251 547 284 1069 1290 1615 85 1076 1016 612 844 149 1436 896 710 1560 243 1350 288 1164 491 179 1109 658 551 415 | aerospace |
https://marcliebman.com/events/list/?tribe-bar-date=2022-06-19 | 2022-08-18T10:13:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573193.35/warc/CC-MAIN-20220818094131-20220818124131-00707.warc.gz | 0.962008 | 190 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__53930217 | en | Learn more about the history, tactics and helicopters flown by the U.S. Navy during the Vietnam War during which the U.S. Navy made approximately 25% of the combat rescues.
For the Russia, the Russian Army and Putin, attacking has turned into a disaster. The question is how will the war end? What will the European map look like? What are some of the early military lessons learned? What is the long term impact?
Army Air Force pilots who flew the P-51 will say it was the best performing fighter in the world. Postwar publicity has anointed the P-51 as the best fighter of the war. Navy and Marine Corps aviators who flew the F4U take issue with the Air Force's contention and say the Corsair, hands down, is the best. This article takes a look at each airplane's history, combat record an actual comparison and flight test data to provide some facts. | aerospace |
https://www.lufthansa-technik.com/lufthansa-technik-sofia | 2019-01-17T11:59:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583658928.22/warc/CC-MAIN-20190117102635-20190117124635-00292.warc.gz | 0.913356 | 676 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__142854412 | en | Lufthansa Technik Sofia
State-of-the-art aircraft overhauls in Eastern Europe
Founded in the late summer of 2007 and opened in October 2008, Lufthansa Technik Sofia (LTSF) is a joint venture company between Lufthansa Technik AG (75,1%) and the Bulgarian Aviation Group (24,9%). The Bulgarian company specializes in the maintenance, repair and overhaul (MRO) of narrowbody aircraft in the Airbus A320 family and the Boeing 737 series (Classic and Next Generation). Lufthansa Technik Sofia is thus another base in the Lufthansa Technik Group to specialize in the overhaul of short-and medium-or aircraft in Europe, after Lufthansa Technik's maintenance center in Berlin, Lufthansa Technik Shannon in Ireland, Lufthansa Technik Malta and Lufthansa Technik Budapest.
About 600 highly qualified staff work for the German-Bulgarian joint venture in a site that extends over a total area of 25,000 square meters. The modernized 6,000 square meters hangar can handle up to 24 overhaul checks (IL- and D-checks) per year, along with other maintenance work on narrowbody aircraft. Thanks to the use of state-of-the-art technologies it is even possible to paint aircraft in the hangar while overhaul work is being conducted in parallel. This saves valuable time that would otherwise be taken up with repositioning the aircraft in a separate paint shop. Lufthansa Technik Sofia is EASA Part 145-approved, the same approval under which the parent company, Lufthansa Technik also operates – another indication of the high standards of quality that are maintained within the company.
Within the first year after commissioning in October 2008, maintenance and overhaul work was carried out in Sofia on over 15 Airbus A319, A320, A321 and Boeing 737 aircraft. Lufthansa Technik Sofia's customers already include international airlines from West and East Europe and the USA.
With the foundation of Lufthansa Technik Sofia, another highly efficient company in the global MRO network of Lufthansa Technik has established itself on the market, offering excellent quality on competitive terms. This has been possible thanks to a combination of short layovers and a supply of mechanics and engineers who have received an excellent training from the local Civil Aviation Training Center in consultation with Lufthansa Technik. Here the staff of Lufthansa Technik Sofia benefit both from Bulgarian Aviation Group's long experience and the training expertise of Lufthansa Technik.
Thanks to the geographic location of Lufthansa Technik Sofia on the south-eastern edge of Europe, the facilities are well equipped to meet the future needs of the market in the region. On current forecasts, demand for maintenance services specifically for the Airbus A320 and the Boeing 737 is expected to rise steadily over the coming years. Not only are the existing fleets of the low-cost carriers of Europe, the Middle East and North Africa continuing to grow, but at the same time many East European airlines are upgrading their fleets to Western aircraft types. | aerospace |
https://twtext.com/article/1265838378693660675 | 2022-12-04T19:25:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710978.15/warc/CC-MAIN-20221204172438-20221204202438-00408.warc.gz | 0.975195 | 174 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__96899611 | en | Before anyone dismisses “management” personnel as a bunch of replaceable desk jockies, let me tell you about my office at the airline I was laid off from. I sat in a cubicle in what we called “safety row.” I went to college for aviation and have a dispatcher certificate. (Cont.)
The woman on one side of my cube went to Riddle and she’s a commercial rated pilot. On my other side was a former flight attendant. Across from me was an A&P and former USAF maintainer. Down the row was a new Purdue grad going to Blackhawk flight school for the National Guard.
There’s a lot of people under that management umbrella with aviation in their veins. Model airplanes and sectional charts decorating our cubicles. Passion for safe and efficient air travel. | aerospace |
https://dp.la/item/961a55be2cc5b9c5cbf504c13c8cd3d7 | 2017-11-23T11:42:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806771.56/warc/CC-MAIN-20171123104442-20171123124442-00749.warc.gz | 0.794315 | 488 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__43316112 | en | The original finding aid described this as: Description: Extravehicular Activity (EVA) 4 on Flight Day 7 - handheld camera views - of the Hubble Space Telescope second servicing mission (HST SM-02). Mission Specialist Greg Harbaugh works to install the new Solar Array Drive Electronics 2 (SADE-2) on the Bay 7 door (006-7). Harbaugh holds the Closed Circuit Television (CCT) camera close to the Bay 7 door (009). View of the CCT camera next to the HST (008). Inadvertant and blurry views of payload bay (010-13). View of the Earth limb partially blocked by an extravehicular mobility unit (EMU) backpack (014-16). Portrait view of Harbaugh next to the HST with the CCT camera ball stack to right of frame (017-18, 023-24). Portrait view of Joe Tanner with the Earth limb above him (019-22). View taken from the Remote Manipulator System (RMS) arm suspended high above the payload bay of the crew compartment (025-26). Good documentatary view of the peeling Multilayer Insulation (MLI) as Harbaugh prepares to install a MLI cover over the damaged area near the top of HST (027). Blurry view of moon (028). Excellent view of Tanner with Earth limb and sunburst; very artistic looking (029). Similar view of Tanner with Earth limb and sunburst (030). Dark payload bay view of Tanner translating along Second Axial Carrier (SAC) (031). Inadvertant views of EMU parts (032-35). View looking forward to crew compartment (036). Inadvertant photo of RMS arm (037). View STS082-320-029 was selected by the crew for their postflight presentation. Subject Terms: STS-82, DISCOVERY (ORBITER), ASTRONAUTS, PAYLOAD BAY, EXTRAVEHICULAR ACTIVITY, HUBBLE SPACE TELESCOPE (HST), SPACE TOOLS, ORBITAL REPLACEMENT UNIT, EXTRAVEHICULAR MOBILITY UNITS Date Taken: 2/17/1997 Categories: EVA Interior_Exterior: Exterior Ground_Orbit: On-orbit Original: Film - 35MM CN Preservation File Format: TIFF. | aerospace |
https://rapoportlaw.com/blog/2014/03/helicopter-pilots-must-adhere-to-new-faa-rules/ | 2024-04-17T03:04:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817128.7/warc/CC-MAIN-20240417013540-20240417043540-00530.warc.gz | 0.949099 | 406 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__184180043 | en | About 10 years ago, the Federal Aviation Administration began ramping up efforts to improve helicopter safety — in particular for air ambulances. The ensuing four years saw a decline in helicopter crashes, but in 2008 the FAA reported a record number of helicopter fatalities.
In light of the 2008 accidents and other data collected over the course of 20 years, the FAA recently issued further safety regulations for all helicopter pilots in the United States. Under this “final rule,” the agency’s equivalent of Congress passing a law, helicopter operators were given 60 days to implement new safety procedures. Transportation Secretary Anthony Foxx described the requirements as “a landmark rule for helicopter safety.”
In particular, helicopter pilots will have to adhere to stricter flying requirements at night and during inclement weather, which reduces the likelihood of a crash. New requirements were also issued with regard to landing helicopters in remote areas with potentially rough terrain that is difficult to safely touch down upon.
Air ambulances were given a three-year deadline for the installation of up-to-date navigation equipment, and the FAA issued a four-year deadline for the installation of systems used to monitor flight data. The technology improves helicopter pilots’ decision making.
Many people assume that helicopter pilots are always properly trained and equipped to handle unexpected situations in the air and on the ground. Unfortunately, that isn’t always the case. The FAA’s new regulations are aimed at reducing the risk of injury in a sky that is increasingly occupied by air ambulances and other helicopters.
In addition to pilot errors, issues such as poor helicopter maintenance, manufacturing defects and pad operator errors can lead to serious injuries. These matters are often points of contention in lawsuits related to helicopter accidents. In pursuing the best possible outcome in these cases, those affected by a helicopter disaster would be wise to seek strong legal representation.
Source: Federal Aviation Administration, “Press Release – FAA Issues Final Rule to Improve Helicopter Safety,” Feb. 20, 2014 | aerospace |
http://pepperfeed.in/2017/11/29/nations-pride-isro-is-planning-to-launch-at-least-one-rocket-every-month-in-2018/ | 2019-03-22T19:17:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202688.89/warc/CC-MAIN-20190322180106-20190322202106-00547.warc.gz | 0.93958 | 861 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__18383604 | en | “ISRO is being admired around the world”
Indian Space Research Organisation, the pride of India from 1969 till today still stuns Indians and the whole world with their space program. And in 2017 PSLV-C37 successfully launched 104 satellites in a single flight proves that the dreams that seem impossible may become possible one day! Similarly, Mangalyaan or MOM, 2014, GSLV Mk III launch, Chandrayaan 1&2 and many are the remarkable milestones of ISRO.
ISRO’s another dream project is on the way and with its visionary space program, the Indian Space Research Organisation is aiming to launch one spacecraft each month in 2018 from its Andhra Pradesh spaceport at Sriharikota.
ISRO is known for having mastered projects and just a month before 2019, another such announcement has been made, the big project of the nation this time directing for the Sun via their mission Aditya-L1, which is scheduled to take place in the next year.
A small step by ISRO is the giant leap for the country:
“We are planning to have at least one launch mission a month in 2018 to deploy satellites in Earth’s orbit for various applications,” said Indian Space Research Organisation (ISRO) Chairman AS Kiran Kumar.
On the sidelines of the inauguration of a Gallery on Space Technology at the Visvesvaraya Industrial and Technological Museum he said, “For 2018-19 and 2019-20 financial years, we are looking to receive increased budgets from the country in view of the missions.”
ISRO has given a raised budget of Rs 9,000 crore. by the government considering the upcoming mission. And it seems government giving equal importance to the project along with spending such a huge amount on the bullet train.
As the mission will start with Cartosat-2E remote-sensing spacecraft along with 28 nano and micro-satellites in early January and this is the first mission in this regard.
Kumar also said the work on realizing the satellite was in full motion and Chandrayan-2 mission is likely to take place by the first quarter of 2018.
As well as, in the race to win Google Lunar XPRIZE, the state-run ISRO is also expected to fly 600kg spacecraft invented by Team Indus on its Polar Satellite Launch Vehicle (PSLV) before March 31, 2018.
You can also give this your read: Are You Ready To Be Thrilled By Tik Tik Tik- India’s First Space Film
According to the ISRO chief, “There are still a lot of discussions that are going on with TeamIndus regarding the launch.”
Do you know what is TeamIndus?
“The Dream That Became A Movement” TeamIndus is the only Indian team among the five finalists competing for the $30Amillion Google Lunar XPRIZE, a race is determined to stimulate and encourage engineers and entrepreneurs from around the world to develop low-cost methods of robotic space research.
Kiran Kumar at the gathering of students at the opening of the space technology gallery said, “You’re at the prime moment where India as a country is surging ahead. India has got every potential to be the number one in the world, for which each of you must put in your best efforts.”
“It is never too late to do anything in science and technology. We can always make a mark. When we put in our best efforts, no one can beat us,” the ISRO head asserted.
Well, since 1969 Indian Space Research Organisation has had many extraordinary milestones and they have created a standard par excellence for the world. And, with this announcement, they completely stand by their vision and concept to “harness space technology for national development and be the nation’s pride by hard work.”
Being an Indian I can proudly say “AAJ DHARTI PAR GUNJEGA TALIYAN, AA PHIR SE AASMAN NAPENGE HUM”
Thank you for reading the article. Stay Connected To Pepperfeed For More Such Updates. | aerospace |
http://www.defence.gov.au/DASP/Docs/Manuals/7001059/eAMMMWeb/4201.htm | 2018-06-18T20:43:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267861163.5/warc/CC-MAIN-20180618203134-20180618223134-00435.warc.gz | 0.914652 | 1,200 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__54952485 | en | Uncontrolled when Printed
S8C2 - GENERAL AIRCRAFT SAFETY
Table of Contents
WARNING - AAP 7001.059 TAREG VERSION
The procedures in AAP7001.059-TAREG support compliance with AAP7001.053-Technical Airworthiness Regulations, which have been superseded.
Procedures supporting compliance with AAP8000.011-Defence Aviation Safety Regulations are contained in AAP 7001.059-TRANSITION
An organisation’s exposition details which 059 version is applicable
1. Workplace health and safety is addressed in Section 8 Chapter 3 - Work Health and Safety.
2. This chapter is intended as a consolidated reference to relevant orders, instructions and publications that deal with common hazards and also prescribes some precautions to be observed at Approved Maintenance Organisations (AMOs).
3. AMOs must ensure all safety precautions detailed in aircraft and aeronautical product authorised maintenance data are adhered to.
4. The following references are given as a guide and must be used in conjunction with other relevant policy instructions:
5. Jewellery (except dog tags secured inside the working dress) must not be worn when performing maintenance on aircraft or aeronautical product. Watches (preferably with a non-metallic wristband) are permitted, except when performing maintenance on, or in the vicinity of canopies, flight controls, or electrical systems.
At the discretion of the SMM or delegate, jewellery restrictions may be relaxed where the potential to induce foreign object hazards or injury to personnel is unlikely or improbable.
6. Maintenance personnel may find it necessary to raise or restrain their hair whilst carrying out maintenance on aircraft or aeronautical product in an aviation maintenance environment in order to remove the potential hazard posed by unrestrained hair. Hair is to be formed into a plait/ponytail and secured neatly with an elastic style band in such a manner that its length does not pose a hazard for that particular working environment. Alternatively, the hair may be restrained with a full covering hairnet. At no time are hair fasteners of a metal or plastic type to be used as a restraint as they constitute a foreign object hazard.
Nickel Cadmium Batteries-Thermal Runaway
Thermal runaway in nickel cadmium batteries can CAUSE an EXPLOSION which could result in death or injury to personnel.
Do not use a CO2 extinguisher to extinguish or cool the battery if flames are not present, as the static discharge from the fire extinguisher nozzle can ignite any explosive gases present. If the battery is on fire and flames are present, a CO2 fire extinguisher may be used to extinguish the fire.
7. Thermal runaway is a regenerative process of heat build–up that can occur in Nickel Cadmium (NiCad) battery/cells, which are subjected to overcharging. Thermal runaway may also result from cell breakdown, where the negative and positive plates make contact with one another and create a ‘hot spot’ which can increase current flow within the batteries and can progressively damage neighbouring cells. Thermal runaway is normally associated with battery/cell charging but may occur with installed batteries.
8. Repeated attempts to start an engine using internal batteries are to be avoided when the ambient temperature is above 300C. Peak current demands significantly increase cell temperatures, and high charging voltages will increase the likelihood of thermal runaway. A period of time is to be allowed after an aborted start to allow the battery to cool.
9. A battery or cell in thermal runaway will exhibit: white fumes (potassium hydroxide), acrid smell, electrolyte boiling and spillage, a fall in cell voltage and/or excessively high battery/cell temperature. A possibility exists that the battery or cell may totally destruct.
10. A potential hazard exists to personnel and equipment from the spewing of hot electrolyte and explosive gases, therefore, installed batteries that exhibit thermal runaway symptoms or which are found in an excessively overheated condition are to be stabilised and handled as follows:
Jacking of Aircraft
11. Unless carefully controlled, damage to aircraft and injury to personnel can easily occur during jacking operations. All aircraft jacking operations are to be supervised and performed by authorised personnel.
12. In addition to the procedures outlined in the aircraft authorised maintenance data, personnel supervising the jacking operation are to:
13. Jacking of Aircraft on Air Capable Ships. The jacking of aircraft on air capable ships is a potentially dangerous operation which is not to be undertaken without due consideration of the operational necessity and the prevailing weather conditions. If possible this requirement is to be deferred until the ship is alongside or at anchor.
14. If a jacking operation is necessary whilst at sea, permission is to be obtained from the Ship’s Commanding Officer prior to jacking the aircraft.
15. Individual jacks are to be lashed securely to the deck independent of the aircraft lashings.
16. Sufficient aircraft lashings are to be fitted to the aircraft and adjusted as necessary during the entire jacking operation. Care is to be taken that the adjustment of the lashings does not oppose the action of the jacks. Only those personnel required for the jacking operation are to be in the immediate vicinity of the aircraft.
Portable Electronic Devices
17. The use of cordless/mobile telephones (including in ‘STANDBY’ mode) is prohibited in any maintenance environment unless specifically authorised by the SMM or delegate.
18. The carriage and/or operation of Portable Electronic Devices (PEDs) in ADF aircraft is defined in AAP 7001.054-Electronic Airworthiness Design Requirements Manual Section 5 Chapter 6 - Role Equipment and Portable Electronic Devices and may require responsible SPO approval.
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http://weekly.ahram.org.eg/2007/868/sk1.htm | 2015-09-02T14:49:05 | s3://commoncrawl/crawl-data/CC-MAIN-2015-35/segments/1440645265792.74/warc/CC-MAIN-20150827031425-00105-ip-10-171-96-226.ec2.internal.warc.gz | 0.974282 | 1,839 | CC-MAIN-2015-35 | webtext-fineweb__CC-MAIN-2015-35__0__111297289 | en | The Egyptian Air Force proudly celebrates 75 years of fights and flights. Amirah Ibrahim reviews the ups and downs of the oldest air force in the Middle East
Gems in the sky
As Egypt's Air Force marks its 75th anniversary, its pilots are ready for anything
The Air Force celebrates the anniversary of a famous air battle, Al-Mansoura, on 14 October 1973, a date that has since marked Air Force Day. On that day, 160 jet fighters, most belonging to Israel, battled for 53 minutes over the Nile Delta town of Al-Mansoura. Despite the numerical superiority of the Israeli warplanes, and in terms of quality as well, 18 Israeli planes were downed. The rest retreated.
"It was such an amazing experience to watch 220 warplanes on 6 October taking off from 20 airports and air bases around Egypt," Air Force Commander Lt Gen Magdi Shaarawi said.
"All succeeded in reaching the battle zone at the same time. Also to see such a high percentage, 98 per cent of the planning, coming off as planned.
"The battles on 14 October caused the enemy serious losses but most important it put an end to its alleged superiority and forced everybody to think again about Egypt's military abilities. This certainly paved the way for peace later on," Shaarawi added.
"It was the October War battles that Air Force men demolished the shame of 1967 defeat, though they are still blamed for what happened," Shaarawi told a press conference held to mark the anniversary.
Shaarawi instinctively points to the 1967 experience as a milestone for the Air Force. "Whenever I think about what we should have done and what we shouldn't have, I come to believe that this should never ever happen again. I keep warning my young pilots to be careful never to allow it to happen in the future," Shaarawi added, recalling a dark period in the Air Force's history.
"Less than 40 days following the 1967 War, Air Force pilots launched successful attacks on 14 and 15 July on Israeli troops in Sinai. The process of rebuilding the Air Force began then, in mainly two stages, prior to the 1973 War, then after.
"The fleet was supported with more planes to compensate the heavy losses. Tarmacs were constructed as part of a complete network of air bases and airports. Meanwhile, an extensive training plan was adopted which resulted in achieving tasks with outstanding proficiency during the 1973 War.
"Following the 1973 War, we diversified the sources of our weaponry and began purchasing arms from both East and West. Currently, we obtain weapons and armament systems from seven or eight friendly countries, ranging from the US in the west to China in the east. This also includes developing training assistance programmes."
Shaarawi, who graduated from the Egyptian Air Academy in 1966, said Air Force engineers are maintaining an excellent performance of warplanes, some of which have served the corps for decades. "We have carried out a continuous process of updating our equipment and communication systems. Among the old jet fighters still serving in the Egyptian Air Force is the Soviet-manufactured MiG-21, which took part in the 1973 air battles.
"At the same time, the Air Force also owns the world's most advanced warplanes. In addition to the F-16 and the Mirage 2000/5, we have the best anti-armour helicopters, American-made H-64 Apache, unmanned drones, E-2C early warning aircraft and French-made Gazelle.
"However, Air Force power is not measured by the size of its fleet or its advanced equipment. It is the ability to perform and achieve missions commissioned. So far, I can definitely say that our Air Force is absolutely capable of carrying out any mission ordered by the military command." Shaarawi refused to link the Air Force's armament policies with those of neighbouring countries. "It is not what you have in terms of weapons, but what you can do with them and how well you can perform to achieve your goals."
Shaarawi, who during his 35-year career in the Air Force flew MiG-15s, MiG-17s, MiG-21s and SU-7s, strongly disagreed with the idea that peace as an option is equated with laziness. "I describe that notion as an absence of consciousness. Neither political observers nor analysts can predict what will happen in the world at present. What would make a nation respect the other is which one has more comprehensive power, be it the economy, military or politically." Shaarawi refused to use peace as a pretext to stop upgrading military forces, citing as an example that the Air Force has had possession of F-16 fighters for the past 25 years.
However, the Air Force plays an effective role in civil life, contributing to dealing with crises inside the country as well as providing aid to friendly and neighbouring countries.
"Over the last decade, the Air Force has increasingly contributed to international aid operations in the Far East to the southern most parts of Africa. The Air Force has transported peacekeeping troops to Bosnia and Somalia, carried out rescue operations and sent aid to earthquake- and flood-hit regions in Sudan, Turkey, Algeria, Lebanon and recently the US."
Shaarawi underlined the cooperation between the Air Force and border guards to combat drug plantation in Sinai through periodical campaigns conducted throughout the year. "Our units also contribute with environmental bodies to protect remote protectorates in the Western Desert against any violation.
"Securing territorial waters with the help of the navy is also one of our national missions."
Shaarawi also highlighted the manner by which the progress of his fighting men is evaluated. "Jet fighters are connected to control and command systems, and pilots are trained via joint actions with units from every branch of the armed forces. We are committed to applying over the course of the year joint exercises with other branches of the armed forces. In addition, the Air Force is engaged in several joint exercises over the year with foreign air forces. This has also enhanced our experience."
When asked to name the greatest Air Force commanders in Egyptian history Shaarawi stuck with his manoeuvring, some would say evasive, skills. "Many, many could be on the list. Every commander had his touch, vision and achievements. Yet, one who cannot but be mentioned is Commander Madkour Abul-Ezz, who came to prominence following the 1967 defeat. On 14 July 1967, using what planes were left, the Air Force launched a strike against Israeli targets located east of the Suez Canal. The Israelis were forced to withdraw temporarily from the front line. But then they built the Bar Lev barrier and more missions were commissioned by the reconnaissance corps to scout Israeli concentrations behind the barrier," said Shaarawi who was then serving in the Air Force's reconnaissance unit. "Abul-Ezz launched an extensive process to rebuild the destroyed air force."
The second name provided by Shaarawi was President Hosni Mubarak, Egypt's Air Force commander from 1972-1975. "He was given the post at a very difficult time after our military troops had been defeated and war was the only option. On the other side, the enemy's air force had the most advanced warplanes and equipment. But he achieved his mission which for the most part led to the October 1973 victory. Thus he deserved being promoted from general to lieutenant general. But more important was the honour he was bestowed by the public which has admired him ever since," Shaarawi added.
This year marks the Egyptian Air Force's 75 anniversary of outstanding performance in the region and the world. "It is a joyous occasion for all Egyptians and the entire Arab nation," Shaarawi said, highlighting the role of Egypt's Air Force in protecting neighbouring skies.
The festivities included the opening of a number of air bases in Cairo and other governorates for the public for four days, ending tomorrow. Symbolic gifts will be distributed to university students to increase awareness of the event. A seminar on strategy was held yesterday to discuss the development of the Air Force during its 75 years and the challenges that lie ahead.
Two projects are due to be inaugurated. One is a specialised air force hospital located in New Cairo, equipped with hi-tech medical facilities to serve Air Force personnel and their families. The second is an air force museum at Almaza Air Base, the first air base in Egypt. "The museum tells the history of our Air Force over the past 75 years," Shaarawi said.
"In addition, wide-ranging tactical air manoeuvres, Magd 3 (Glory 3), is scheduled for 31 October at Wadi Al-Natron where 120 planes are due to take part in the exercise. The planes will take off from 16 air bases from various distances; some are 900km away while others are 150km far. Although they are travelling at different speeds, all should reach the exercise theatre at the same moment to start the manoeuvres." | aerospace |
https://www.basspro.com/shop/en/world-tech-toys-nano-hercules-unbreakable-remote-control-helicopter | 2019-01-23T02:48:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583884996.76/warc/CC-MAIN-20190123023710-20190123045710-00098.warc.gz | 0.872405 | 289 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__77646455 | en | The World Tech Toys® Nano Hercules Unbreakable RC Helicopter is ready to fly, easy to operate, and can withstand up to 200 lbs. of impact! This remote-controlled helicopter from World Tech Toys is electric-powered with a super-strong polymer body that can take abuse from operators of all skill levels. It has a 7" coaxial rotor, a single rear rotor for precise movement, and a built-in gyro for increased stability whether flying or hovering. This helicopter drone can go forward, backward, up, down, left, right, and hover. It has LED lights, a 3.5 channel radio control, and USB charging port for recharging the helicopter's built-in battery. Transmitter requires 6 (AA) batteries (not included). The World Tech Toys Nano Hercules Unbreakable RC Helicopter offers the freedom of flight, precise control, and unmatched durability for hours of fun. Dimensions: 9.5" x 5". Imported.
Manufacturer model #: 35939.
- Super strong polymer body can take 200 lbs. of impact
- LED lights
- 3.5 channel radio control
- Built-in gyroscope for maximum stability
- 7" coaxial rotor and single rear rotor
- Ready to fly and easy to operate
- Transmitter requires 6 (AA) batteries (not included)
- Integrated USB charging cable
Web ID: 100029811 | aerospace |
https://archiveshub.jisc.ac.uk/search/archives/19596a3c-5096-3380-bb67-4b71ac0e6db9?component=92db59d5-2d3b-3ac8-b0f6-409745f0396e | 2019-10-21T01:47:26 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987750110.78/warc/CC-MAIN-20191020233245-20191021020745-00038.warc.gz | 0.834504 | 145 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__129892503 | en | Photographs of architectural drawings (20cm x 30cm) by Percy Johnson-Marshall, created for his final thesis project "An aircraft factory for Liverpool", undertaken as a fifth year student at the Liverpool School of Architecture.
"An aircraft factory for Liverpool" - photographs
- For more information, email the repository
- Advice on accessing these materials
- Cite this description
- This material is held at
- ReferenceGB 237 PJM/UOL/A/6/4
- Dates of Creation1935-1936
- Name of Creator
- Language of MaterialThis material is in English
- Physical Description
Scope and Content
Conditions Governing Access
This material is unrestricted. | aerospace |
https://reelgood.com/movie/space-station-3d-2002 | 2022-05-24T20:43:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662577259.70/warc/CC-MAIN-20220524203438-20220524233438-00520.warc.gz | 0.848779 | 235 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__122183223 | en | Space Station 3D
Some 220 miles above Earth lies the International Space Station, a one-of-a-kind outer space laboratory that 16 nations came together to build. Get a behind-the-scenes look at the making of this extraordinary structure in this spectacular IMAX film. Viewers will blast off from Florida's Kennedy Space Center and the Baikonur Cosmodrome in Russia for this incredible journey -- IMAX's first-ever space film. Tom Cruise narrates.Space Station 3D featuring Tom Cruise and James Arnold is streaming with subscription on Hulu. It's an animation and documentary movie with a better than average IMDb audience rating of 7.4 (1,682 votes).
Where to Watch Space Station 3Di
Cast & Crew
Reelgood Watch Guide
Available to stream on a popular subscription service (Hulu).
Not available to watch free online.
Not available to stream on a TV everywhere service.
Not available to rent or buy.
Space Station 3D has a better than average IMDb audience rating of 7.4 (1,682 votes). The movie is somewhat popular with Reelgood users lately. | aerospace |
https://billectric.wordpress.com/tag/outer-space/ | 2021-09-20T13:49:37 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057039.7/warc/CC-MAIN-20210920131052-20210920161052-00292.warc.gz | 0.958343 | 445 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__94541075 | en | As the subtitle to this volume indicates, Westfahl will venture back almost to the dawn of cinema to examine the presence of spacegear in films as the defining touchstone of a certain sensibility and focus. But before then, in an amusingly named preface, “Pre-Flight Briefing,” he outlines with great clarity the reasons why he feels the spacesuit is the defining motif of a certain serious-minded speculative vision. His insights, I find, represent a very clever and striking perception and distinction not previously noted or vocalized by critics within the field. Westfahl convinces the reader at once that his theme is valid.
Despite its impressive accuracy in several aspects of space travel, the Soviet sci-fi film COSMIC VOYAGE (1936) was scarcely known to exist until recently. Fritz Lang’s German sci-fi film WOMAN IN THE MOON (1929) received much wider distribution and exhibition and is still a delight to watch, even if it is less technically accurate than COSMIC VOYAGE . . . In 1932 Komsomol, the Communist youth organization in Stalin’s Soviet Union, insisted that filmmakers create works that would appeal to young people . . . Constantin Tsiolkovski (78 years old at that time) , a professor, scientist, and author . . . offered his services as a consultant. While understanding that the cinematic form and dramatic content would necessitate some bending of scientific probability, Tsiolkovski did insist that six elements must appear in the film:
1. The rocket would be launched from a ramp rather than vertically because of its huge size 2. Individual voyager’s cabins would fill with water during take off to ease the effects of extreme pressure on the human body 3. Stars in space would not flicker once earth’s atmosphere was left behind 4. Voyagers would experience weightlessness during the coasting phase of the flight 5. The voyagers would be able to jump about the moon surface “like sparrows” on earth 6. Return of the space cabin to earth would be accomplished by parachute once the earth’s atmosphere had been entered | aerospace |
https://www.gnieob.com/company/bios/duane-wehking.page | 2022-12-03T01:35:44 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710918.58/warc/CC-MAIN-20221203011523-20221203041523-00677.warc.gz | 0.901492 | 330 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__14056634 | en | Duane Wehking is vice president of Boeing Digital Aviation Solutions and Information Technology & Data Analytics Business Partners for Boeing Global Services. In these dual roles, Wehking leads technical support for the business unit and oversees the digital products and services developed by Global Services.
As leader of Information Technology & Data Analytics, Wehking oversees the technical support for all businesses and functions across Global Services. Wehking is responsible for the development and implementation of IT’s strategy, execution of the IT long-range business plan and development of innovative solutions to ensure successful execution of the Global Services business plan.
Wehking also leads the Global Services digital function, which defines, designs and supports the industry’s broadest portfolio of aviation data, charting and operational efficiency solutions. Digital products span commercial airlines, military, business aviation and general aviation markets and 10 domains: Flight Deck Solutions, Data Solutions, Maintenance & MRO, Leasing Solutions, Crew Management, Flight Planning, Managed (Industry) Solutions, Analytics Solutions, Network & Ops Management and Business Consulting.
Wehking previously led the IT Common Services organization, where he was responsible for the management and delivery of enterprisewide IT services.
Wehking has held numerous leadership positions in Information Technology supporting Business and Supply Chain Systems, including Strategy and Planning, Enterprise Accounting Systems, Finance Systems, Integrated Production and Supplier Management Financial Operations. Wehking began his career at Boeing in Wichita, Kansas, and has more than 20 years of experience in technology disciplines.
Wehking has a bachelor’s degree in business from Wichita State University. | aerospace |
https://mallabandbrown.com/2022/06/18/green-world/ | 2023-01-31T06:18:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499845.10/warc/CC-MAIN-20230131055533-20230131085533-00751.warc.gz | 0.963821 | 193 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__13814615 | en | Imagine a green world, floating through space. Surrounded by a spherical forcefield that holds air and water in and keeps damaging radiation out. It can only survive where there is bright enough sunlight to allow the vegetation to survive unless it is equipped with power to keep it warm enough and keep artificial lights working for photosynthesis to happen. But plants have a limited lifespan, then they die and with the right biology break down and turn into compost. So the sphere needs to have enough space to keep growing, and enough resources to maintain a steady environment. Maybe there are large bodies of water to supply the plants.
I could be describing little spacecraft that could travel across space and seed new worlds? Or maybe it’s our planet. In either case, the environment needs protecting so that it can survive and thrive. If we imagine earth to be just a small spacecraft, where an imbalance could end its life, then perhaps we might take more care of it. X | aerospace |
https://uniticket.co.uk/aircompany/emirates/ | 2022-05-24T15:43:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662573053.67/warc/CC-MAIN-20220524142617-20220524172617-00442.warc.gz | 0.924558 | 1,178 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__134873826 | en | Cheap plane tickets from Emirates with no commissions and no extra charges. Information about Emirates's direct flights and the airline's popular destinations. Emirates's flight schedule for today and tomorrow. You can always buy tickets for Emirates flights on the official website, use the Contacts below to contact the air carrier's call center.
You can reach 122 cities on board an aircraft operated by Emirates. The most popular destinations are: Dubai, Bangkok, New York, Rio De Janeiro, Singapore. The quickest Emirates flight, EK 388, 02:00 hrs long. on the route Yangon - Phnom Penh. It is carried out by a modern aircaft - Boeing 777-300ER, departing from Yangon at 15:25 and arriving at Phnom Penh at 17:25
The Emirates offers flights to 72 countries. The most popular of these are: United Arab Emirates, United States, India, Australia, Brazil.
The Emirates airline operates flights departing from 93 airports. The most popular of these are the Dubai Airport, Sydney (Kingsford Smith) Airport, Phnom Penh, Changi, Auckland Airport. Below is a partial list of regional and international airports serviced by the airline.
The most popular plane models used by Emirates for carrying out its flights are: Boeing 777-300ER, Airbus A380-800, Airbus A320, Boeing 737-800, Boeing 777-200LR. Below is a full list of the types of aircraft that the airline has in its fleet.
IATA code: EK
Destinations: 120+ in over 70 countries
Fleet: 191 aircraft
A380, Airbus A340, A330, Boeing 777
Loyalty programs: Skywards
Founded in 1985, Emirates has become the largest airline in the Middle East, in terms of revenue, fleet size, and passengers carried as of 2007.
Emirates’ network has been further expanded with its codeshare agreements, but the airline is no member of any of the 3 global alliances, Star Alliance, Oneworld and Skyteam. Nevertheless, the award-winning airline flies to more than 120 destinations from its hub in Dubai International Airport, while it operates four of the world's ten longest non-stop commercial flights, from Dubai to Los Angeles, San Francisco, Dallas and Houston.
In 2011, Emirates was the fourth-largest airline in the world in terms of international passengers carried and the largest in the world in terms of scheduled international passenger-kilometres flown!
Dubai International Airport
Emirates has earned more than 400 awards for excellence worldwide.
Emirates operates over 2,300 flights every week.
Emirates was the first airline to introduce an in-flight mobile phone service, in 2008.
From April 2013, Emirates and Qantas are forming a global partnership and will fly 14 times a day from Australia to Dubai and beyond.
In 2008, Emirates received its first A380 aircraft, and operated its first flight to New York.
Emirates was the first airline in the world to introduce a personal entertainment system on a commercial aircraft, with the world’s first seat-back screens in 1992.
Its award-winning in-flight entertainment system includes on-demand movies, music, TV shows and more.
Find below some of the facilities you may enjoy onboard with Emirates:
Over 1,400 channels allow you to choose among the latest movies, television programs, audio channels and games from around the world.
ICE Digital Widescreen (available in some aircraft)
On-air mobile service and Wi-Fi connection that enables sending and receiving SMS/data during flight.
USB ports and power supply
Extensive in-flight shopping selection from the onboard duty free shop
“Open Skies” is the Emirates’ in-flight magazine
In addition to the above, Emirates’ quality dining and award-winning meals are offered in-flight.
*Facilities and services vary by class of service and/or route.
Emirates booking via tripsta.co.uk
Book Emirates cheapest flights using tripsta.co.uk search, save time and money! Choose your departure airport, destination, desired date and book Emirates ‘s cheapest flight tickets. After you find the desired Emirates flight, you can book it online using your credit card. For further details, you can call +44 (20) 3026 9165 or send an email to [email protected]
Emirates flight reservations are just a few clicks away!
After you complete Emirates flight booking, an email will be sent to you, confirming your flight, and after your flight is confirmed a second email will be sent to you with all the necessary details of your reservation. In order to receive your boarding pass, you just need to have with you all the necessary travel documents. Optionally, the number of your electronic flight ticket which was issued by tripsta.co.uk.
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You can search easily and quickly, all domestic and international flights with Emirates. Subscribe to our newsletter and never miss any Emirates news and Emirates offers. All available Emirates routes are now offered to you via tripsta.co.uk so you can make the ideal choice at a low price!
Official site: http://www.emirates.com/, Check-in
Office: Emirates Group Headquarters, PO Box 686, Dubai, United Arab Emirates.
It has 213 aircraft fleet
IATA code: EK | aerospace |
https://vivo.library.tamu.edu/vivo/display/n190180SE | 2024-03-05T00:55:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476592.66/warc/CC-MAIN-20240304232829-20240305022829-00054.warc.gz | 0.904026 | 500 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__189932316 | en | Design, development and flight-testing of a robotic hummingbird
- Additional Document Info
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2015 by the American Helicopter Society International, Inc. This paper details the design, development and flight testing of a 62-gram hummingbird-inspired flapping wing micro air vehicle with hovering capability. The key barriers in the development of this vehicle included optimizing the wing design at high flap frequencies by utilizing aeroelastic tailoring to produce the required lift for hover, designing insect-based wing kinematic modulation mechanisms for control and stabilization, utilizing a kinematic autopilot for attitude sensing and vehicle control, and system integration. To achieve the required large flap-stroke amplitudes necessary to generate lift for hover at moderate flap frequencies (~25Hz), a novel mechanical linkage system called a "modified 5-bar" mechanism was developed, which amplifies the output of a standard 4-bar crank-rocker mechanism. Systematic experimental studies were utilized to design lightweight (~0.8 grams) flexible wings and to optimize their performance for a specific operational frequency range. Additionally, a fabrication technique was developed, which ensured the wings could be reproduced with consistency. Control of the vehicle is achieved through the use of wing kinematic modulations, which change two key kinematic parameters: the tilt of the flapping planes relative to the vehicle, and the flapping amplitude. This effectively alters the magnitude and direction of the lift vector of each wing to achieve motion or trim equilibrium in a particular direction. Innovative mechanisms were developed to implement this modulation technique, and these mechanisms are controlled via a kinematic autopilot, which senses the vehicle attitude and, using an on-board closed-loop proportional-derivative controller, transmits corrective signals to the servos to stabilize the vehicle. A systematic approach to tuning the vehicle trim and controller gain values has been implemented, leading to several stable controlled flight experiments. One such flight test lasted ~5.0 seconds in which the vehicle ascended and sustained an altitude of ~1 meter with minimal drift. The final vehicle weighs 62 grams and flaps at about 22Hz during hover.
Annual Forum Proceedings - AHS International
author list (cited authors)
Coleman, D., Benedict, M., Hrishikeshavan, V., & Chopra, I.
complete list of authors
Coleman, D||Benedict, M||Hrishikeshavan, V||Chopra, I | aerospace |
https://www.wptv.com/news/region-n-palm-beach-county/palm-beach-gardens/the-weiss-school-students-honored-by-u-s-rep-brian-mast | 2024-02-26T13:49:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474660.32/warc/CC-MAIN-20240226130305-20240226160305-00558.warc.gz | 0.973878 | 153 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__116548389 | en | Some grade school students are being honored for helping space agencies accomplish missions.
Congressman Brian Mast visited The Weiss School in Palm Beach Gardens to recognize the students.
In past years, the school designed "Weiss-Sat-1" and "CapSat-1" -- for NASA missions.
It's all part of the CubeSat Launch Initiative enabling students to build small satellite payloads.
"They're involved in every level of this process and working in the world of education and in working with having themselves educated further. They are inspired by what they've done and their creating more inspiration," Congressman Mast said.
Colleges and organizations usually compete to develop the small satellites for NASA, but The Weiss School didn't let that hold the students back. | aerospace |
http://www.mychamplainvalley.com/news/vermont/vt-national-guard-to-conduct-aviation-training-on-the-burlington-waterfront | 2016-07-24T12:50:49 | s3://commoncrawl/crawl-data/CC-MAIN-2016-30/segments/1469257824037.46/warc/CC-MAIN-20160723071024-00145-ip-10-185-27-174.ec2.internal.warc.gz | 0.92091 | 111 | CC-MAIN-2016-30 | webtext-fineweb__CC-MAIN-2016-30__0__90228371 | en | A press release says the Vermont National Guard will be conducting overwater hoist extraction, backup aircraft and down aircraft recovery, and individual survival training for aircrew members.
Training will be between 9 a.m. and 3 p.m. Helicopter operation will occur around 10 a.m. to 11:30 a.m. and 1:00 p.m. to 2:30 p.m.
Copyright 2016 Nexstar Broadcasting, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed. | aerospace |
https://www.nhetravel.com/2022/06/15/switzerland-transport-incident-level-4-swiss-airspace-closed-due-to-system-breakdown-air-traffic-gradually-resumes-switzerland-update-4/ | 2023-09-28T18:19:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510427.16/warc/CC-MAIN-20230928162907-20230928192907-00334.warc.gz | 0.945722 | 155 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__24953992 | en | Update 2022-06-15 (4): As of 8:30 am (local time), air traffic at Geneva Airport is gradually resuming. Nevertheless, multiple flights had to be cancelled or diverted and restrictions in air traffic must still be expected.
Update 2022-06-15 (3): International flights to Switzerland that cannot land due to the closure of airspace will be diverted to Milan, according to recent media reports.
Update 2022-06-15 (2): As the flaw in the system appears to have had a major impact, Swiss authorities closed the country’s airspace on Wednesday morning (15 June, local time).
Update 2022-06-15 (1): Due to a system error, no flights can be operated at Geneva Airport at the moment. | aerospace |
http://smb-now.com/2009/02/surviving-the-crash-of-flight-1549/ | 2018-01-24T05:14:49 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084893397.98/warc/CC-MAIN-20180124050449-20180124070449-00734.warc.gz | 0.984146 | 174 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__236413594 | en | This is the best example which says that life is such a happening place that anything can happen here at any instance and you can do nothing regarding stopping it except for planning for anything to come.
Neither the passengers nor the crew of the Flight 1549 might have expected that they will have to face a big crash ahead and it is lucky escape for each and everyone.
The plane hit with a flock of birds minutes after it took off from LaGuardia Airport. It was on its way to Charlotte, NC; but had to go for an emergency landing straight into the Hudson River.
The pilot here, named “Sully” Sullenberger, acted quickly and had the plane go for a control descent even when the two engines were not working. The pilot has now become the Hero of the day and big celebrity for doing such a great job. | aerospace |
https://www.morningstar.com/articles/920752/defense-and-aerospace-opportunities-for-dividend-seekers | 2021-10-20T07:38:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585302.91/warc/CC-MAIN-20211020055136-20211020085136-00408.warc.gz | 0.921402 | 229 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__168293077 | en | Defense and Aerospace Opportunities for Dividend-Seekers
We think these firms will continue to be consistent dividend-payers as the commercial aerospace cycle goes on strong and U.S. defense budgets increase.
Chris Higgins: The large-cap aerospace and defense names we cover have been consistent dividend-payers over the past decade, and we think this past history will continue over the next several years as the commercial aerospace cycle goes on strong and U.S. defense budgets increase.
Investors hungry for high dividend yields piled into defense stocks from 2010 to 2013. However, increasing share prices across the defense industry pushed yields down, and this trend was particularly pronounced in 2017 and 2018. The recent underperformance for defense names has meant dividend yields look a bit more attractive now, and while we don’t think we’ll return to the days when yields were pushing 4%, we do believe some names offer secure dividends, decent yields, and the potential for some growth.
Chris Higgins does not own (actual or beneficial) shares in any of the securities mentioned above. Find out about Morningstar’s editorial policies. | aerospace |
http://ecul.info/flying-simulator-games-allow-everyone-to-experience-the-joyousness-of-flight/ | 2018-11-21T07:52:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039747369.90/warc/CC-MAIN-20181121072501-20181121094501-00549.warc.gz | 0.945105 | 682 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__174616181 | en | Advanced Flying Simulator Games have brought a whole new world to all computer chair pilots. The detail that has now been put into these programs have reached a spotlessly impressive point, the natural realism is totally amazing! Quite a few people who take a plane ride somewhere wish that they were a pilot. This is a dream for hundreds of individuals, to become an aviator at the controls of their own aircraft. Airplane Simulator Games are a predominant way to experience the adversity of flying without all the risks.
Computer games such as these are so genuine that anyone can sit and feel like they are in the cockpit handling the controls. Those of us who truly want to feel the sensation of flying realize that using a flying emulator is the best way. Imagine taking to the air in disimilar aircraft such as ultra-light aircraft, combat aircraft, business jets, commercial airliners, and helicopters. You have the option of flying each aircraft all the way around the world. You are the captain sitting in an absolute 3D environment with all-embracing command of the plane!
You have the alternative of setting up a scenario that allows you to monitor the skies beyond your local community. Providing protection to your friendly population in a high-tech fighter jet. Maybe you are more in the mood to take a 747 with a full load of passengers anywhere you feel like in the world. Better yet, try your hand at being a Med-Evac Helicopter pilot. Coming to the rescue and doing nerve-shattering maneuvers to evacuate the injured and expedite them away from an agonizing situation. After-wards, you may sit back and take the family on a notification trip to admire the nighttime scenery to view the city skyline from above.
There are countless ways you can get gratification and adventure from airplane simulation games. If you can think of it, then it is possible with this kind of software. For example, you are able to:
– Put your skills at flying to the test in different types of aircraft.
– Choose from over 1,000 different airports to land at any time of day.
– Fly right over your local area, even your very own house!
– Take a potential global flightpath around the world.
– View fine scenery that you can control.
– Fly night and day, experience dusk and dawn at 30,000 feet.
– Adjust the ultra realistic runway night lighting settings.
– Experience flying in formation with other flight enthusiasts in real time.
– Set the auto-pilot and make coffee or eat dinner with no worries.
– Really challenge yourself by performing in-air refueling or landing on an aircraft carrier.
Flying simulators have really come to be more than just a game for entertainment. They are now a valuable knowledge advancement and teaching tool used by top flight institutions all over the globe. They offer a certified experience that will have you impatiently awaiting your next opportunity to take the controls of any aircraft you choose!
When you bear in mind the lush landscape you see around the world, the realistic panels and controls, aircraft specific performance limits, multi-player mode, and aircraft variety. There are very few flight simulator games online that are available for download that give you all this. If you burn to fly a plane, then a realistic mac or PC flight simulator game will offer an unbelievable flying experience right to your desktop. | aerospace |
http://www.militaryartcompany.com/robert_watts.htm | 2018-02-25T13:24:26 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891816462.95/warc/CC-MAIN-20180225130337-20180225150337-00748.warc.gz | 0.948723 | 443 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__129137553 | en | |Massive savings on this month's big offers including our BUY ONE GET ONE HALF PRICE offer on many prints and many others at HALF PRICE or with FREE PRINTS! |
Many of our offers end in 10 hours, 36 minutes!
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Hunting Party by Robert Watts.
Mig Alley! That chilling destination synonymous with the dawn of the jet ages first large-scale air battles; deadly contests fought at unprecedented speeds in an aerial battleground in the thin air high above a hostile faraway land. Quick to react to the Communist invasion of South Korea, American fighter pilots, many already World War II Aces, were more than able to meet the North Korean challenge flying their trusty P-51 Mustangs, and two new jets, the F-80 Shooting Star and the F9F Panther. All that changed one bright November day: a patrol of P-51s were pounced upon by shiny new swept wing fighters bearing the Red Star of the Chinese Air Force, and as the flight of Russian-built MiG-15s hurtled past at near supersonic speed, it became evident that America would have to move its new F-86 Sabre into the front line. When the two new planes finally met in combat over Korea, so alike was their configuration and performance, it was difficult to tell them apart. The MiGs high rate of cli.........
Flying the Jolly Roger by Robert Watts.
A pair of Navy F-4 Phantoms of VF84 prepare to recover aboard the carrier U.S.S. Independence. A beautifully proportioned painting by one of the most accomplished American aviation artists, provides a spectacular view of the legendary Phantom. Seen against a beautiful Yankee Station sundown, an element of F-4s decelerate in preparation for deck landing, following a combat mission m 1965. Revered by all who flew it, the classic F-4 Phantom served the Navies and Air Forces of more Western world countries than any other combat jet. Robert Watts superb print edition pays tribute to this legendary aircraft, as it phases out of front-line duties after over 30 years of service. | aerospace |
https://www.uav.engineering/recreational-drone-manufacturers-blade-recreational-drones | 2023-11-28T23:05:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00889.warc.gz | 0.951273 | 1,919 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__46411499 | en | Drones are an exciting and rapidly growing technology, with recreational drones becoming increasingly popular for their ease of use, portability, and affordability. Blade Recreational Drones are no exception, offering a unique combination of features, performance, and value that make them a great choice for hobbyists and beginners alike. In this comprehensive overview, we'll explore the features, capabilities, and advantages of Blade Recreational Drones, as well as provide some tips and tricks to get the most out of your drone. Whether you're a first-time drone buyer or an experienced enthusiast, this overview will provide you with all the information you need to make the best buying decision.
Blade recreational droneshave become increasingly popular among hobbyists and professionals alike.
In this article, we'll explore the features, advantages, and disadvantages of these drones, as well as the different types and models available on the market. The first thing to consider when looking for a Blade recreational drone is the type of drone you want. There are two main types of Blade recreational drones – quadcopters and hexacopters. Quadcopters are the most popular type of recreational drone and are best suited for beginner pilots, as they are easier to maneuver and control.
Hexacopters, on the other hand, offer more stability and power, and are best suited for experienced pilots who want to get more out of their recreational drone. When it comes to features, Blade recreational drones come with a variety of options. Many models come with GPS tracking and return-to-home capabilities, so you can keep track of where your drone is at all times. Other features include automated flight modes, such as Follow Me, Orbit Me, and Waypoint navigation.
Additionally, most Blade recreational drones come with a camera, so you can capture stunning aerial footage and photos. In terms of advantages, Blade recreational drones are great for exploring new places from a unique perspective. They are also great for capturing stunning aerial footage or photos that would otherwise be impossible to get. Additionally, Blade recreational drones can help you hone your flying skills, as they come with various automated flight modes that will help you learn how to fly your drone safely and effectively.
On the downside, Blade recreational drones can be expensive, and may require additional accessories such as extra batteries or a carrying case. Additionally, they can be difficult to fly if you don't have any experience or if you're not familiar with the different controls and settings. Lastly, they can be dangerous if not used properly. To summarize, Blade recreational drones offer a variety of features that make them great for exploring new places from a unique perspective or capturing stunning aerial footage or photos.
However, they can be expensive and difficult to fly if you don't have any experience. Be sure to do your research before making a purchase to ensure that the drone is right for you.
Disadvantages of Blade Recreational DronesBlade recreational drones have become increasingly popular, but there are a few potential drawbacks to consider before making your purchase. The cost of these drones can be a major deterrent for some people, as the higher end models can be quite expensive.
Furthermore, if you are a beginner and inexperience with flying drones, it can be challenging to learn how to operate them properly. Finally, there is always the potential for danger when flying drones, as accidents do happen. Cost is one of the primary disadvantages of Blade recreational drones. While there are cheaper models available on the market, they will not have all the features or capabilities of the more expensive models. Therefore, you should weigh up the cost of the drone against the features you need in order to decide which is right for you. In addition to cost, inexperience with flying drones can also be a disadvantage.
If you are new to flying drones, it may take some time to get used to the controls and understand how to maneuver them properly. Therefore, it is important that you take some time to practice and get comfortable with your drone before using it outdoors. Finally, there is always a risk of danger when flying drones. Although modern drones come with multiple safety features, accidents can still happen if you are not careful. Therefore, it is important to be aware of your surroundings and fly responsibly.
Features of Blade Recreational DronesBlade recreational drones offer a variety of features that make them attractive to hobbyists and professionals alike.
These features include GPS tracking and return-to-home capabilities, automated flight modes, cameras, obstacle avoidance technology, and more.
GPS Tracking and Return-to-Home CapabilitiesMost Blade recreational drones are equipped with GPS tracking and return-to-home capabilities. This allows the drone to automatically return to its launch point when it loses contact with the remote control, or when the battery is low. This makes it easier and safer to fly the drone, as it eliminates the need for manual navigation.
Automated Flight ModesThese drones also come with a range of automated flight modes that allow users to set the drone to fly autonomously.
These modes include orbit mode, which allows the drone to fly in a circle around a target; follow me mode, which allows the drone to follow the user; and waypoint mode, which allows the drone to fly along a pre-programmed route.
CamerasBlade recreational drones are also typically equipped with high-quality cameras that allow users to capture stunning aerial images and videos. These cameras come in various resolutions and feature advanced stabilization technology that ensures smooth and steady footage. Additionally, many models offer 4K video recording capabilities.
Obstacle Avoidance TechnologyMany Blade recreational drones are also equipped with obstacle avoidance technology that helps them navigate through obstacles safely. This technology uses sensors to detect obstacles and then adjusts the drone's course accordingly, thus preventing collisions.
Different Types of Blade Recreational DronesBlade recreational drones come in two main types: quadcopters and hexacopters.
Both types offer an array of features, advantages, and disadvantages.
QuadcoptersQuadcopters are the most common type of recreational drone, and they come in a variety of shapes and sizes. They are typically powered by four rotors, which provide them with superior maneuverability and control. Quadcopters are relatively easy to fly, making them ideal for beginners who want to get the hang of flying a drone.
They also tend to be more affordable than their hexacopter counterparts.
HexacoptersHexacopters are the more advanced type of drone and are typically used for more serious applications, such as aerial photography or videography. These drones feature six rotors instead of four, which gives them greater stability and power when flying. Hexacopters are usually pricier than quadcopters, but they offer more features and are better suited for professional use.
FeaturesBoth quadcopters and hexacopters come with a variety of features, depending on the model. Common features include GPS navigation, live video streaming, altitude hold, follow-me mode, and obstacle avoidance.
Some models may also come with a built-in camera or the ability to mount an external camera.
AdvantagesBlade recreational drones are easy to fly and offer a wide range of features that make them great for both recreational and professional use. Their small size makes them highly portable, and they can be easily transported from one place to another. Additionally, most models are equipped with obstacle avoidance technology, meaning you don't have to worry about crashing your drone.
DisadvantagesThe main disadvantage of Blade recreational drones is their limited battery life. Most models can only fly for about 20 minutes at a time before needing to be recharged.
Additionally, these drones are usually not as powerful as larger models, meaning they may not be able to lift heavier payloads.
Advantages of Blade Recreational DronesBlade recreational drones offer many advantages for hobbyists and professionals alike. One of the most obvious benefits of these drones is that they provide a unique perspective for exploring new places and capturing stunning aerial footage or photos. These drones are also relatively easy to use and require minimal maintenance, which makes them ideal for beginners. Additionally, Blade recreational drones are typically lightweight and portable, making them great for travel. Blade recreational drones are also known for their durability, as they are made with high-quality materials that can withstand rough conditions.
Furthermore, many models come equipped with advanced features such as obstacle avoidance, GPS tracking, return-to-home functions, and more. This makes them great for capturing professional-quality images and videos and ensures the safety of your drone while in the air. Finally, Blade recreational drones offer a great price-to-performance ratio, making them an excellent option for those on a budget. With so many features packed into a small package, you can easily get the most out of your investment. To conclude, Blade recreational drones offer a wealth of features to hobbyists and professionals alike. With a wide range of models and types to choose from, there is something for everyone.
From capturing stunning aerial footage or photos, to exploring new places from a unique perspective, Blade recreational drones have something for everyone. However, it's important to research the drones you're interested in to make sure they are suitable for your needs and that you have the necessary skills to fly them safely. Overall, Blade recreational drones offer a great way to have fun and capture amazing images, but you need to be aware of the potential risks and costs associated with them. | aerospace |
http://www.ksat.com/content/pns/ksat/news/2013/01/10/air-force-chooses-san-antonio-for-relocated-training-school.html | 2015-08-03T17:16:19 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042990112.50/warc/CC-MAIN-20150728002310-00237-ip-10-236-191-2.ec2.internal.warc.gz | 0.935885 | 212 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__161753980 | en | Air Force chooses San Antonio for relocated training school
JBSA-Lackland will host relocation of Tactical Air Control Party, Air Liaison Officer training schools
Texas Reps. Joaquin Castro and Pete Gallego on Wednesday announced that the U.S. Air Force has chosen San Antonio for the site its soon-to-be-relocated training school.
In a statement provided by the offices of Castro and Gallego, Joint Base San Antonio-Lackland will host the relocation of the Tactical Air Control Party (TACP) and the Air Liaison Officer (ALO) training school.
The Air Force will finalize its decisions in the fall, pending an environmental impact study. The training school is projected to be fully operational by November of 2014.
According to the statement, TACP and ALO trainees go through a nearly 30-week training course that includes combat survival skills and special tactics.
Copyright 2013 by KSAT.com All rights reserved. This material may not be published, broadcast, rewritten or redistributed. | aerospace |
https://www.uav-defender.com/index/newsdetail/4.html | 2023-12-06T01:55:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100575.30/warc/CC-MAIN-20231206000253-20231206030253-00848.warc.gz | 0.910562 | 253 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__305906634 | en | If you are interested in our products!
Email us ：firstname.lastname@example.org
Detection and discovery are the biggest challenges in unmanned aerial vehicle prevention and control systems. The main ways to solve the detection problem of drone countermeasures (drone interception) are radar detection, radio detection, photoelectric detection, and sound detection (among which, it is difficult to effectively distinguish drone targets in urban or complex environments, with a detection distance of only about 100m and no engineering conditions).
There are various types of low, slow, and small aircraft represented by drones, and the aircraft is flexible. Countries around the world are vigorously developing various sensor detection technologies based on the advantages and disadvantages of various detection methods. After comparative analysis, the system uses radar and radio analysis equipment as the detection methods for drones.
At present, there are various methods for intercepting and processing drones, including electromagnetic interference, strong laser strikes, high-energy microwave weapons, network pop-up, and network capture drones. The advantages and disadvantages of target interception and processing methods are compared in the table below. Our company adopts wireless electrical interference and reserves interfaces for other attack interception equipment to complete the task of drone interception (drone interception) and processing. | aerospace |
https://www.neogaf.com/threads/comanche-announced-for-pc.1498303/ | 2021-02-26T05:16:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178356140.5/warc/CC-MAIN-20210226030728-20210226060728-00588.warc.gz | 0.934976 | 361 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__130992365 | en | - Nov 21, 2014
Publisher THQ Nordic and developer Nukklear announced Comanche for PC during the Gamescom 2019 Opening Night Live show. An “Early Access” program will launch in early 2020.
Here is an overview of the game, via its official website:
After the Iran-US RQ170 incident, in which a UAV (unmanned aerial vehicle) was hacked and captured through cyberwarfare, the US army secretly revived the development of the RAH-66 helicopter program for special operations. The goal was to develop a highly maneuverable, highly advanced stealth war machine for impervious and mountainous terrain, that can deploy unhackable low-range drones to operate in high-risk environments. The program was a full success, and the Comanche special units seemed unstoppable in their missions.
But then the blueprints leaked through a whistleblower website, and so every group and power, who could afford it, built and modified the Comanche for their own purposes. A new era of helicopter warfare had begun.
Comanche is a modern team-based online multiplayer helicopter shooter set in the near future. Choose from an array of Comanche and drone configurations, and utilize their strengths to your tactical advantage. Experience a new era of thrilling dog-fights and stealthy drone close quarter action. Hone your skills and compete with other pilots in ranked matches.
- Two in one: Control an technically advanced version of the legendary Comanche helicopter in heated dog-fights, and step into its accompanying drone for close quarter combat.
- Many strategic opportunities: Pick one of many Comanche / Drone combinations armed with varied weapons and unique gadgets that compliments your playing style.
- Asymmetrical gameplay: Be either on the attacking or the defending side. | aerospace |
https://photographysymonds.wordpress.com/page/2/ | 2019-01-20T10:50:56 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583705737.21/warc/CC-MAIN-20190120102853-20190120124853-00084.warc.gz | 0.969559 | 102 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__51918197 | en | This photo is a mid flight photo. Yes you heard me this photo was shot during a flight that was going San Francisco CA to Long beach CA. When I took this shot the air craft just entered a level in the air when you fly past the cloud . This photo also showcases layers of the sky.
As you can see there’s the clouds, than you see multiply layers of colors. This photo shows the higher the photo is the darker and the lower the lighter, not including the clouds. | aerospace |
https://blog.philstravelgh.com/the-reality-behind-uia-flight-752-crash/ | 2021-10-27T17:06:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588216.48/warc/CC-MAIN-20211027150823-20211027180823-00025.warc.gz | 0.982627 | 1,064 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__97339082 | en | Ukraine International Airlines Flight 752 (PS752) was a scheduled international passenger flight from Tehran to Kiev operated by Ukraine International Airlines, or UIA. On 8 January 2020, the Boeing 737-800 operating the route was shot down by the Armed Forces of the Islamic Republic of Iran shortly after takeoff from Tehran Imam Khomeini International Airport. All 176 passengers and crew were killed, making it the deadliest aviation disaster to occur on Iran’s soil in more than a decade. The incident was the first fatal aviation incident for Ukraine International Airlines since the start of its operation in 1992.
Initially, Iranian authorities had denied that they had shot down the plane, stating that allegations of missile hit were “psychological warfare” and there was a technical error with the plane. Ukrainian authorities initially supported the Iranian statements; however, they later retracted their support and said a shootdown of the flight was one of the “main working theories”.
American, Canadian and British officials stated that they believed the aircraft was shot down by a Tor M1 surface-to-air missile launched by Iran. Canadian prime minister Justin Trudeau said Canada’s own intelligence, as well as evidence provided by U.S. intelligence agencies, suggested the aircraft was shot down. On 11 January 2020, the Iranian military admitted in a statement that they had “unintentionally” shot down the plane because of human error.
The incident came during a period of increased tensions between the United States and Iran, following an airstrike that killed Iranian major general Qasem Soleimani and a series of retaliatory ballistic missile attacks by Iran on U.S. forces in Iraq. It was preceded by an order from the U.S. that all American civilian aircraft avoid Iranian airspace and was followed by several other nations and airlines ordering their aircraft to avoid Iran’s airspace.
The flight was operated by Ukraine International Airlines, the flag carrier and the largest airline of Ukraine, on a scheduled flight from the Iranian capital Tehran’s Imam Khomeini International Airport to Boryspil International Airport in the Ukrainian capital Kiev. Emergency officials confirmed that the aircraft was carrying 176 people on board, including nine crew members. Fifteen of the passengers were children.
Flight 752 was scheduled to take off at 05:15 local time (UTC+3:30), but was delayed. It departed Stand 116 and took off from Runway 29R at 06:12:47 local time and was expected to land in Kiev at 08:00 local time (UTC+2:00). The final ADS-B data received was at 06:14:45, less than three minutes after departure.
Between 06:14:20 and 06:14:45 the plane turned right 24º (from the take-off heading of 289º to 313º), according to flight data.
According to the data, the last recorded altitude was at 2,416 metres (7,925 ft) above mean sea level with a groundspeed of 275 knots (509 km/h). The airport itself was 1,007 metres (3,305 ft) above mean sea level, which would give an altitude of 1,410 metres (4,620 ft) above ground level. The flight was climbing at just under 3,000ft/minute when the altitude record abruptly ended over open ground near the Northern end of Enqelab Eslami Boulevard, Parand.
The aircraft crashed into terrain located 15 kilometres (9.3 mi; 8.1 nmi) north of the airport. The crash occurred about five hours after Iran launched retaliatory missile strikes on U.S. positions in Iraq for the killing of Maj. Gen. Qasem Soleimani.
Shortly after the crash, emergency responders arrived with 22 ambulances, four bus ambulances, and a helicopter, but heavy fires prevented a rescue attempt. The wreckage was strewn over a wide area, with no survivors found at the crash site centred around the Khalaj Abad area. The aircraft was completely destroyed on impact.
Passengers and Crew
According to the Iran Civil Aviation Organization spokesperson, there were 167 passengers and 9 crew members. Iranian state media had initially reported the aircraft was carrying 181 people. The ISNA stated that most of the passengers were Iranians. Officials confirmed that “at least” 130 people on board were Iranian, most of them returning to Canada via Ukraine. Canadian Prime Minister Justin Trudeau announced that 138 of the 167 passengers were travelling to Canada. Many of the Iranian Canadians were affiliated with Canadian universities, as students or researchers who had travelled to Iran during Christmas break. The crash was the largest loss of Canadian lives in aviation since the 1985 bombing of Air India Flight 182.
According to Ukrainian foreign minister Vadym Prystaiko and flight manifest released by UIA, out of the 167 passengers’ citizenship, 82 were confirmed to be Iranian, 63 were Canadian, three were British, four were Afghans, 10 were Swedish and three were Germans. Eleven Ukrainians were also onboard. However, the Canadian government later revised the number of Canadians to 57. The German Foreign Ministry denied any Germans were aboard. The three individuals in question were Afghan nationals who lived in Germany as asylum seekers. | aerospace |
https://technolifetl.com/2015/08/01/aquila-facebooks-internet-drone-for-internet-org-ready-to-take-flight/ | 2019-03-19T03:48:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201885.28/warc/CC-MAIN-20190319032352-20190319054352-00544.warc.gz | 0.962157 | 296 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__112574593 | en | Aquila is part of Internet.org, Facebook’s plan to extend Web access to what it estimates are 1.1 billion to 2.8 billion people without internet excess. Facebook says it has designed and built a high-altitude solar-powered plane in 14 months, and that tests will begin later this year.
Facebook has plans to work with established Internet providers rather than compete with them. This is what Facebook’s VP of engineering told TechCrunch
“Our intention is not to be an operator , We’re not going to be ‘Facebook ISP.’” – Facebook’s VP of engineering Jay Parikh
Facebook’s Drone Aquila has wingspan of Boeing 737 , but what is really surprising is the weight , Aquila weighs only as much as a car. Aquila can fly for three months without landing. It will project a laser that can transmit data to other aircraft, and a signal that will be received by small towers and dishes on the ground within 50 kilometers.
Aquila will fly above commercial airplanes at about 60,000 to 90,000 during the day. During night the drone will be powered by battery’s which will be charged by sun.
Facebook’s prototype can deliver 10 gigabits of data a second, much faster than what’s considered state-of-the-art in the industry. The laser system is currently testing in California. | aerospace |
https://dubdub.co.uk/wot-4/ | 2021-12-06T11:40:09 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363292.82/warc/CC-MAIN-20211206103243-20211206133243-00609.warc.gz | 0.957667 | 332 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__40853493 | en | I bought it on eBay in April 2012.
Engine: Thunder Tiger F-54S Four Stroke
Prop: Master Airscrew
Throttle: Futaba S3003
Elevator: Futaba S3003
Rudder: Futaba S3003
Ailerons: 2 x Spektrum DS821
Receiver: Spektrum AR6200
Battery: 4.8v NiMh
The Thunder Tiger F-54S engine is brilliant. It literally sips fuel. I ran it at the field the other day when it was too windy to fly – on 3/4 tank, at a variety of throttle speeds it ran for 22 minutes !
First solo flights!! I went to our field in Egerton and I was the only one there.
So, in a fly-or-crash kinda moment I nervously took to the sky.
Due to the nerves on the first flight I forgot to start my timer – so I only flew circuits for 5-6minutes and then made my approach. First approach was a little off, so I went round for another go. This time was much better and brought the Wot 4 in for quite a reasonable landing (on the strip!).
My nerves needed a good 20mins recovery, before I went for it again, this time with timer running. Another succesfull flight.
Finished the evening off with a 3rd flight – this time landing was good, with touchdown about 10feet past me.
All in all a good session. | aerospace |
https://lassonde.yorku.ca/canadian-aeronautics-and-space-institute-astro-conference-2019 | 2023-12-08T05:40:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100724.48/warc/CC-MAIN-20231208045320-20231208075320-00315.warc.gz | 0.943853 | 1,116 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__24940850 | en | Canadian Aeronautics and Space Institute Astro Conference 2019
From June 17th — 19th, Canada’s academia, industry and government converged in Laval for an annual conference of Canada’s space community. Formerly biannual, this conference focuses on the Space component of the Aerospace field, presenting innovations in industry, work by academia and the latest in Canadian Space Agency programs that seek to maintain the competitiveness of Canadian Space.
The sessions were organized into three concurrent streams and one or two parallel innovation sessions. Stream topics included:
- Space Exploration Systems and Technologies: Planetary Rovers; Autonomous Systems & AI; Modelling and Simulations; Science Missions and Instruments; Lunar Exploration
- Space Manipulators, Synthetic Aperture Radar, Testbeds, Vehicle Dynamics
- Regulatory Environment, Partnerships
- Advanced Materials, CubeSats, Radarsat Constellation Mission
- Space Innovation Ecosystem — Funding Opportunities from Ideas to Space; CSA, NSERC and MITACS Funding Programs for Academia;
- The ESA Ministerial and the CSA’s Space Technology Development Program Initiative
My main interest in attending this year’s conference was to learn more about Materials for Space Applications, Space Law and Affairs, get an update on new and upcoming technological developments, and meet key innovators in the industry. The schedule indicated a significant presence of international collaborations with the European Space Agency, and after attending CASI in 2018, I was ready to learn as much as possible from Canadian industry and international leaders.
The overarching theme of the conference was the advancement of new technologies to support human ventures to Mars. The National Research Council presented its work on wearable technologies to protect humans and machines, alike, as well as multipurpose technologies that can be used to construct technology or infrastructure, can protect humans and can withstand extreme conditions on the Moon. A recurring topic was the development of materials for additive manufacturing on the Moon and Mars.
We learned about developments in planetary rovers from Concordia University, Mission Control Space Services, MDA and Canadensys, as well as the considerations being made for their use over a longer period. The environment on the Moon, for instance, The space manipulators, synthetic aperture radar, maximize efficiency and increase capability for long term missions. The ESA Ministerial and the ESA’s Space Technology Development Program Initiative seek to accelerate the development of technologies for Martian and Lunar exploration and to see new developments within the next five years. Indeed, there is a space race happening, and as with the rest of space history, we will no doubt see incredible technology and advancements that help humans on Earth as much as in space.
A special treat the team enjoyed was the plenary sessions discussing global space. Fellow student attendees and I had the opportunity to speak with Éric Laliberté, Director General, Space Utilization. Director-General Laliberté shared his incredible history, from the halls of McGill to higher-level study with the military, his ascent into management, and the long history of leadership that followed.
Tuesday evening’s keynote speaker was Sarah Gallagher, the CSA Science Advisor who spends 3 weeks a month teaching at the University of Western Ontario, and the remaining week (and undoubtedly, many more of her off-hours) advising the CSA on its plethora of programs and activities. Her resume includes dozens of published works and a laundry list of famous scientific projects for the space and astronomy community. Her keynote at Tuesday evening’s dinner focused on Leveraging Science for Innovation and looked at our ability to utilize and maximize the capabilities developed in the space sector to engage the public on the importance of work in space and to further expand the reach of successes within the industry.
CASI once again delivered as expected, and as a volunteer, I am thrilled to have had an opportunity to work with CASI’s leadership team and administrators, Geoffrey Languedoc, April Duffy and Todd Legault, and to meet an incredible group of students from across the country who I will no doubt see at some point in my career (and conferences, I’m sure!). For now, I can only dream of a future that is yet to be created. After all, human habitation could expand beyond the borders of Earth as early as 2031, and grow exponentially within the next few decades. Perhaps I might be a someday Director-General of Interplanetary Diplomacy and Affairs…
Notes for students:
- As a student member of CASI (<$50 annual fee, sign up here), you can volunteer at CASI’s conferences, and also drop in on any of the sessions you wish to attend. For an additional fee, you can attend CASI’s networking breakfast, formal lunch and dinner, as well.
- Bring a laptop or make good use of the writing media supplied in delegate kits. There is a lot to learn, and sessions are approximately 15 minutes plus Q+A
- Review the schedule ahead of time to pick out areas you are interested in. You and the other volunteers in attendance can schedule yourselves across all sessions, then swap notes later.
- Be prepared to put yourself out there! This is a fantastic networking and learning opportunity. Many of the attendees are senior members of their organizations and offer insight into the industry, education, leadership, and goals. Be prepared to engage them.
Article written by Space Engineering Graduate Tiffany Joseph. Originally appeared on Medium.com | aerospace |
http://www.avinc.com/uas/view | 2019-02-21T16:19:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247505838.65/warc/CC-MAIN-20190221152543-20190221174543-00200.warc.gz | 0.846323 | 4,093 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__169492399 | en | Insight and Answers Now at Your Fingertips
Actionable Intelligent Insights; Not Information Overload
Historical Trend Analysis
Commercial Flight Services
Commercial Flight Services
Deeper Remote Sensing Capabilities
With AeroVironment’s commercial flight services, your business operation has access to AeroVironment’s complete array of advanced sensor technologies and the industry’s most proven drone hardware. Whether you need to perform close-up inspections on utility lines, accurately create survey-grade 3D models or monitor plant health across large acreage, we have a comprehensive offering of advanced sensors including multispectral, LiDAR and radiometric thermal that provides a georeferenced look at an area of interest in sharp detail.
- Reduce costs
- Reduce uncertainty or risks
- Higher-fidelity data and analysis
- Create or add value to existing products or services
AeroVironment Decision Support System
Quantix™ will give users the same air superiority, trusted certainty and security AeroVironment is known for as the leading drone supplier to the U.S. Department of Defense. Quantix launches a new era of remote sensing for aerial inspections, mapping and actionable insights. It combines the advantages of vertical lift-off and horizontal flight for seamless operations and maximum coverage. Offering a robust and reliable solution empowering users through its fully-automated operation and instant intelligent insight. Quantix easily collects high-resolution imagery quickly and accurately to identify issues before they become costly problems.
QUANTIX/AV DSS™ – Overview
Powerfully-Simple Quantix™ Drone and AV Decision Support System™ provides more than just data; our solution embeds the expertise to interpret, fuse and correlate multi-dimensional data sets. Our powerful algorithms transform the collected raw data into precise, location-based actionable recommendations to help you make smarter, quicker decisions.Watch Now More Videos
|Field Coverage per Flight||400 acres; 40km linear range|
|Wingspan||1 m (3.2 feet)|
|Camera Sensors||Dual 18MP RGB and Multispectral|
Power Cycling and Test Systems
Sensors and Capabilities
AeroVironment is committed to improving mission efficiency and ISR superiority through continued innovation and integration of Sensors and Capabilities delivering actionable intelligence for better decision making.
- AeroVironment’s family of Digital Data Link (DDL) products provides secure communications and interoperability between small platforms and remote terminals.
- Kestrel Moving Target Indication (MTI) software automatically detects moving objects, often too small for fatigued human eyes to see, viewed through electro optical (VIS or IR) full motion video expanding area coverage and providing real-time and forensic operation support.
- VAMPIRE (Visualization and Mission Planning Integrated Rehearsal Environment) flight simulator software provides critical training capabilities that are accessible regardless of weather, airspace, or tactical limitations.
- AeroVironment’s “Mantis” suite of gyro stabilized, gimbaled sensor payloads are available for unmanned aircraft systems, manned aircraft, ground vehicles and watercraft. These gimbaled, micro multi-sensor payloads come with a high-resolution color and an infrared thermal video sensor, as well as a laser illuminator (pointer), all integrated into a multi-axis sphere.
Mantis i45 Gimbal
AeroVironment's Mantis i45 gimbal delivers lightweight, compact and powerful visual awareness to the Puma AE™ small unmanned aircraft system (UAS) operator and supports an advanced suite of sensors, including ultra high-resolution EO and IR imagers. The Mantis i45 gimbal is backward compatible, fully waterproof and provides nighttime and low light capabilities ranging from Near-Infrared (NIR) to Long Wave Infrared (LWIR) imagery. During flight operations, the i45 gimbal provides full lower hemisphere coverage, continuous pan and is packaged to provide reliable operation in extreme environments.
|Electro/Optical||Resolution: Dual 15 megapixel color, FOV: 56– 1.2 degrees, Zoom: 50x (lossless)|
|Low Light||Resolution: 1.2 megapixel, FOV: 17–8.4 degrees|
|Thermal IR||Resolution: 640x512 pixels, FOV: 32 degrees|
|Laser Illuminator||Beam Power: 650 mW, Wavelength: 860 nm|
|Video||Standard definition streaming, optional high definition on board|
|Ball Diameter||4.2 inches|
|Operating Temperature||-20C to 50C|
|Weatherization||All Environment (waterproof)|
|Pan||360 rotation, continuous|
|Tilt||+30 to -90 degrees|
UAS Landing Page
Unmanned Aircraft Systems
When ground forces must advance on the battlefield, they can be certain. When law enforcement must mobilize in times of potential danger, or first responders rush to find the lost or injured—they can all be certain because of AeroVironment's small Unmanned Aircraft Systems (UAS). It's a certainty that comes in the way of real-time video and thermal data, covering a wide area, and wirelessly transmitted to a hand-held ground control unit. Delivering systems with unrivaled flexibility and capability, AeroVironment's specialized portfolio of UAS provide critical intelligence and high precision strike capabilities that can mean the difference between failure and certain success.
Mantis - Revolutionary Vision Awareness
AeroVironment’s suite of micro-gimbals deliver lightweight, compact visual awareness solutions designed to satisfy the most demanding requirements. Each Mantis payload includes a daylight digital camera and infrared thermal imaging camera that are packaged to provide reliable operation in harsh environments, delivering uninterrupted video imagery.
AeroVironment designed its Mantis line of compact vision products to provide application flexibility and deliver superior imagery, making these payloads the best value to meet your needs.
VAMPIRE® (Visualization and Mission Planning Integrated Rehearsal Environment) flight simulator software solution adds advanced training capability to AeroVironment’s small UAS. This operational training tool is used to teach, develop or maintain the abilities of operators in a highly realistic, simulated environment. It provides full flight training operations and mission rehearsal in realistic 3-D terrain with detailed builds of selected manmade features, moving humans and vehicles.
VAMPIRE is 100% hosted on the fielded UAS equipment (no additional hardware requirements) and allows operators to train and rehearse operator and mission-level tasks for each system. Closely integrated and correlated with the FalconView flight planning software currently used by UAS operators, VAMPIRE simulates operator tasks such as route and mission planning as well as in-flight tasks such as target tracking and reaction to emergency procedures. VAMPIRE also allows users to build tactical scenarios on geo-specific terrain databases built from satellite source imagery.
VAMPIRE provides critical training capabilities that are perpetually accessible to the warfighter regardless of weather, airspace, or tactical limitations.
Kestrel - Land MTI for Small Unmanned Aircraft Systems
Military forces frequently deploy AeroVironment’s small UAS in dynamic and complex operating environments. Kestrel™ Land MTI software solution adds capability to AeroVironment’s family of small UAS by automatically detecting moving objects in electro-optical (EO) and infrared (IR) full motion video (FMV).
Integrated with AeroVironment’s existing common Ground Control System (GCS), which serves the Puma™ AE, Raven® and Wasp® AE, this capability improves situational awareness of the ground, offloads operator workload, provides operators an immediate cue to potential threats, and enhances airborne intelligence, surveillance and reconnaissance (ISR), which helps save lives.
The Pocket RVT™ video receiver provides the flexibility and freedom to receive video and data anywhere within the Digital Data Link™ (DDL™) network utilizing any USB display device for a wide range of military and commercial applications.
The ultra-compact, lightweight Pocket RVT provides dismounted ground troops direct access to real-time video downlink images and geodata from any DDL equipped platform. Designed for versatility, this pocket-sized module turns any USB display device into a Remote Video Terminal and can to be worn on a tactical vest or utility belt. Pocket RVT can interface with a wrist worn smartphone, vest mounted tablet or virtually any USB end-user display device.
- Ultra Compact, Lightweight
- Easy integration into any Tactical Vest/Utility Belt
- Secure Digital and Analog
- Multi-Band Reception for Military and Commercial use
- USB connection to any end-user device running Apps under Windows, Android, or iOS
|Frequency Bands||• M1 & M2, M3 & M4 bands • C1 bands|
|Waveforms Supported||• SUAS DDL • Analog NTSC Video|
|Interface||• USB Digital Interface • SMA RF Connector • Analog Video output in • H.264 MISB format over USB|
|Physical and Environmental||• Size: 3.25” x 2.2” x 0.75” • Weight: 100 grams (0.22 lb) • Operating Temperature: –40°C to +85°C • Water Resistant • Color: Tan or Black|
|Power Requirements||• USB powered • Input Voltage: 5 volts • Current Draw: 0.7 amps (from 1 or optionally 2 USB ports) • Battery Life: depends on USB source (a 2,000 mAh USB battery will receive for 2.8 hours)|
Digital Data Link
SUAS DDL™ is small size, lightweight, and low power bi-directional, digital, wireless video link. Compliant with the Small Unmanned Airborne Systems Digital Data Link (SUAS DDL) waveform, it can also be used to enable enhanced command and control of small UAS. DDL is IP-based to enable maximum flexibility and interoperability between small airborne and ground systems with limited power availability, and bandwidth to maximize the number of systems that can operate within an area.
|Size||2" x 5" x 0.5"|
|Tx Power||1.5 watts|
|Rx Sensitivity||–90 dBm|
|Power Consumption||9 watts|
|Operating Voltage||5.5 volts|
|Data Rate||4.5 Mbps|
The Switchblade is designed to provide the warfighter with a back-packable, non-line-of-sight precision strike solution with minimal collateral effects. It can rapidly provide a powerful, but expendable miniature flying intelligence, surveillance and reconnaissance (ISR) package on a beyond line-of-sight (BLOS) target within minutes. This miniature, remotely-piloted or autonomous platform can either glide or propel itself via quiet electric propulsion, providing real-time GPS coordinates and video for information gathering, targeting, or feature/object recognition. The vehicle’s small size and quiet motor make it difficult to detect, recognize and track even at very close range. The Switchblade is fully scalable and can be launched from a variety of air and ground platforms.
Switchblade is operated from AeroVironment’s battle proven ground control system (GCS) with a communications range of greater than 10 km. Our common GCS interfaces with AeroVironment air vehicles reducing the level of training required and decreasing the time and cost involved.
|GCS||Common Ground Control Station for Raven, Wasp AE and Puma AE|
|Range||10 km radius of operation|
|Speed||55 to 85 kts|
|Operational Altitude||Below 500 feet AGL (ceiling >15,000 feet MSL)|
|Weight||Fits inside ALICE pack, approx. 5.5 lbs (2.5 kg) (includes payload, launcher and transport bag)|
|Launch Method||Self contained ground launch|
|Observables||Very small visual, thermal and acoustic signatures|
|Lethality||Precision strike with very low collateral damage|
|Optional Launch Platforms||Air vehicle, ground vehicle, water craft, etc.|
UAS: RQ-11B Raven®
The Raven is the most widely used unmanned aircraft system in the world today. The Raven B DDL® system, an enhanced version of the battle proven Raven B system, is a lightweight solution designed for rapid deployment and high mobility for military applications requiring low-altitude surveillance and reconnaissance intelligence.
Raven can be operated manually or programmed for autonomous operation, utilizing the system's advanced avionics and precise GPS navigation. With a wingspan of 4.5 feet and a weight of 4.2 pounds, the hand-launched Raven provides aerial observation, day or night, at line-of-sight ranges up to 10 kilometers. The Raven, now available with an optional stabilized gimbaled payload, delivers real-time color or infrared imagery to the ground control and remote viewing stations. AeroVironment’s common GCS interfaces with all of its tactical ISR air vehicles reducing the level of training required and decreasing the time and cost involved.
Raven RQ-11 B Video
The Raven® is the most widely used unmanned aircraft system in the world today. The Raven B DDL® system, an enhanced version of the battle proven Raven B system, is a lightweight solution designed for rapid deployment and high mobility for military applications requiring low-altitude surveillance and reconnaissance intelligence.Watch Now More Videos
|Payloads||Dual Forward and Side-Look EO Camera Nose, Electronic Pan-tilt-zoom with Stabilization, Forward and Side-Look IR Camera Nose (6.5 oz payloads)|
|Speed||32-81 km/h, 17-44 knots|
|Operating Altitude (Typ.)||100-500 ft (30-152 m) AGL, 14,000 ft MSL max launch altitude|
|Wing Span||4.5 ft (1.4 m)|
|Length||3.0 ft (0.9 m)|
|Weight||4.2 lbs (1.9 kg)|
|GCS||Common GCS with Puma and Wasp® AE|
|Launch & Recovery Method||Hand-Launched, Deep Stall Landing|
UAS: Wasp® AE RQ-12A
The Wasp AE Micro Air Vehicle (MAV) is the all environment version of AeroVironment’s battle proven Wasp III. With special design considerations for maritime and land operations, Wasp AE delivers, in a man packable asset, exceptional features of superior imagery, increased endurance, encrypted video, and ease of use that is inherent in all AeroVironment UAS solutions.
Operating virtually undetected, Wasp AE’s mechanically stabilized EO/IR gimbal payload transmits advanced imagery in high wind conditions for mission effectiveness. It also features hand-launch capabilities, with a deep-stall landing in confined areas on land or water. Wasp AE can be operated manually or programmed for autonomous operation, utilizing the system’s advanced avionics and precise GPS navigation.
The UAV is operated from AeroVironment’s battle proven ground control system (GCS) with a communications range of 5 km and flight endurance of 50 minutes. AeroVironment’s common GCS interfaces with all of its tactical ISR air vehicles reducing the level of training required and decreasing the time and cost involved.
Wasp RQ-12A Video
Wasp AE is the all-environment version of the battle proven Wasp III Micro Air Vehicle (MAV). With special design considerations for maritime and land operations, Wasp AE delivers exceptional features of superior imagery, increased endurance and ease of use that is inherent in all AeroVironment UAS solutions.Watch Now More Videos
|Payloads||Gimbaled payload with pan and tilt stabilized high resolution EO & IR camera in a compact aerodynamic modular payload.|
|Range||5 km Line-of-Sight, 5+km with DDL relay|
|Speed||20 knots cruise, 45+ knots dash|
|Operating Altitude (Typ.)||500 ft (152 m) AGL|
|Wing Span||3.3 ft (102 cm)|
|Length||2.5 ft (76 cm)|
|Weight||2.85 lbs; 1.3 kg|
|GCS||Common GCS with Raven® and Puma|
|Launch Method||Hand-launched in a confined area with remote launch capability|
|Recovery Method||Deep-stall landing in a confined area|
UAS: RQ-20B Puma™ AE
When the Pentagon needed a small unmanned aircraft system (UAS) designed for both land and maritime operations, they had to be certain. When the U.S. Coast Guard's Polar Star wanted a better solution to chart the Antarctic ice ahead–and when a firefighter was lost in California's rugged coastal mountains, they too had to be certain of their choice. The same choice for them all–AeroVironment's Puma AE (All Environment).
Capable of both ground and water landings, Puma AE's innovative fuselage provides an operational flexibility never before available in the small UAS class. On the ground, Puma AE is man portable. Its powerful propulsion system and aerodynamic design make launch efficient and easy. But it's in the air where Puma AE quietly and effectively gets to work.
Equipped with both an electro-optical (EO) and infrared (IR) camera and illuminator, Puma AE keeps the operator's "eyes on target". While the precision navigation system with secondary GPS insures positional accuracy up to its 20 km range. An optional under wing transit bay easily integrates third party payloads such as communication relay, geo-location, or laser marker to meet the diverse needs of military or civilian applications.
Operated from AeroVironment's battle-proven ground control station (GCS)–the same that drives our Raven and Wasp UAS platforms–the GCS allows the operator to control the aircraft manually or program it for GPS-based autonomous navigation. Puma AE can deliver 3.5+ hours of flight endurance while versatile smart battery options support diverse mission requirements. A provided plug and play power adapter also makes for easy integration of extended endurance options such as solar wings.
Whether it's on the battlefield or the ice field, on land or at sea, Puma AE provides persistent, intelligence, surveillance, reconnaissance and targeting data (ISRT) so that our customers can proceed with certainty.
|Payloads||Gimbaled payload, 360 degree continuous pan, +10 to -90 degrees tilt, stabilized EO, IR camera, and IR Illuminator all in one modular payload|
|Endurance||3+ hours with an LE battery|
|Operating Altitude (Typ.)||500 ft (152 m) AGL|
|Wing Span||9.2 ft (2.8 m)|
|Length||4.6 ft (1.4 m)|
|Weight||14 lbs (6.3 kg)|
|GCS||Common GCS with Raven® and Wasp® AE|
|Launch Method||Hand-launched, rail launch (optional)|
|Recovery Method||Autonomous or manual deep-stall landing| | aerospace |
https://spacemascotuk.wordpress.com/tag/education/ | 2018-07-20T23:50:08 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592001.81/warc/CC-MAIN-20180720232914-20180721012914-00504.warc.gz | 0.956158 | 197 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__44119049 | en | I have goose bumps! My launch has been arranged for Saturday 11th July 15 (this Saturday). I’m going to launch from Queen Mary’s Grammar School grounds in Walsall. I should get some stunning views of the Midlands and the Peak District.
The initial prediction for Saturday looks great! I’ll launch at 2:00am and fly to an altitude of ~36km. Sunrise should begin once the probe reaches an altitude of 25km. This will mean I get to see the two hours leading up to sunrise as well as about 50 minutes after sunrise. The balloon should burst just south of the Peak District and the probe should land near Ollerton, Nottinghamshire.
The initial weather prediction for Saturday looks good. At 2:00am there will be little, if any cloud and it should be quite mild at 11oC. The only difficulty will be the wind speed which is a little higher than the team would like. | aerospace |
https://www.crowell.com/Practices/Aviation/Airport-Airspace-Access | 2017-04-24T05:22:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119080.24/warc/CC-MAIN-20170423031159-00498-ip-10-145-167-34.ec2.internal.warc.gz | 0.929377 | 238 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__38724336 | en | Crowell & Moring represents airlines in securing operating authority at airports and overflight rights. We also advise them on the array of legal and competitive issues associated with airport operations. Our lawyers represent airlines in slot proceedings at slot-controlled airports, and advise clients on the acquisition of slots and other operating rights. In addition, we handle airport environmental claims involving airline operations.
- Representing a commuter affiliate of a major U.S. airline in Department of Transportation (DOT) and federal appellate court proceedings to confirm the right of airlines to operate aircraft with fewer than 56 seats between Dallas Love Field and any U.S. point and the commuter affiliate's right to offer connecting service at its hub for passengers on flights serving Dallas Love Field
- Representing a U.S. airline in DOT and Federal Aviation Administration (FAA) proceedings to secure new slots at LaGuardia Airport and John F. Kennedy International Airport
- Representing an airline trade association before DOT and the U.S. Court of Appeals for the First Circuit to oppose a new landing fee scheme for Boston-Logan International Airport
- Advising airline clients on overflight restrictions and other operating restrictions on aircraft | aerospace |
https://www.pakistanchristian.tv/guardian-astronauts-resort-to-wearing-diapers-because-of-a-leak-in-the-spacex-toilet/ | 2022-07-02T09:07:40 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103989282.58/warc/CC-MAIN-20220702071223-20220702101223-00350.warc.gz | 0.958993 | 363 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__45486400 | en | The British Guardian newspaper reported that astronauts who will leave the International Space Station will have to wear diapers on their way back after a break in the toilet of their SpaceX capsule.
NASA astronaut Megan MacArthur described the situation as suboptimal but tolerable, and MacArthur and three of her colleagues will spend 20 hours in the capsule from the time the gates close until Monday morning.
And MacArthur explained at a press conference from space that space flights are full of many challenges, and this is another challenge that they will face and take care of the station, so they are not too worried about it.
After a series of meetings on Friday, mission managers decided to bring MacArthur and her crew back to Earth before they dispatched replacements, and the launch of SpaceX was delayed by more than a week due to bad weather and an undisclosed medical problem involving a crew member.
SpaceX now aims to take off on Wednesday night at the very least.
French astronaut Thomas Pescoe, who will be assisting with MacArthur, told reporters that the past six months have been intense, and the astronauts conducted a series of walks in order to modernize the station’s power grid, were exposed to unintended lightning strikes by docked Russian vehicles, and hosted a special Russian camera crew, for the first time. once in space.
They also had to deal with a leaky toilet, pulling the panels in their capsules to detect puddles of waste water. The problem was first noticed on a SpaceX special flight in September, when a pipe broke and sewage spilled under the floorboards. SpaceX fixed the toilet on the waiting capsule. take off, but considered that the toilet could not be used in orbit.
“Proud twitter enthusiast. Introvert. Hardcore alcohol junkie. Lifelong food specialist. Internet guru.” | aerospace |
https://deskgram.co/explore/tags/takeoff | 2020-02-21T04:01:57 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145438.12/warc/CC-MAIN-20200221014826-20200221044826-00451.warc.gz | 0.960843 | 223 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__30951407 | en | Though some may not admit it, many people have a bit of trepidation in the tenuous moments of flights during a Rocky take off, in flight turbulence, or a skipping stone landing.
When I was ten years old my father and I were in a small plane Cessna crash on the island of Kauai.
Before that day I always thought airplanes were fun and were bringing me one step closer to becoming an astronaut.
After that day the next year was a bit difficult so I endeavored to learn how to fly.
That was a great decision because understanding everything that goes on when an aircraft is in flight was the key to unlock the return to the sense of wonderment in being on my way to a new adventure. ✈️ ✈️✈️✈️✈️✈️✈️✈️✈️✈️ #improviseadaptovercome #catchflightsnotfeelings #airplane #takeoff #flying #martialartslife #aviation #astronaut #curiousgeorge - 12 minutes ago | aerospace |
http://www.ignitedthoughts.mitindia.edu/index.html | 2022-06-28T23:41:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103619185.32/warc/CC-MAIN-20220628233925-20220629023925-00493.warc.gz | 0.946874 | 144 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__157372549 | en | We, "Majestians" are the members of the Association of Aeronautical Engineers (AAE).
Pioneering in the field of Aviation in India, MIT was the first technical instituition to provide formal education in the field of aerospace. It's the birthplace of some of the best Aerospace engineers, including late former President of India, Dr. APJ .Abdul Kalam.
Continuing the trend, MIT continues to produce quality engineers who contribute to the development of Aeronautics.
On his birthday, We are moving a step forward to make his dream as a reality.We welcome aerospace community from all over the country for highly professional technical conference in the Aerospace domain. | aerospace |
http://roboticsblog.org/2014/space-nasa-robots/ten-years-on-mars-for-nasa-rovers-spirit-and-opportunity/ | 2016-08-29T16:26:08 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982964275.89/warc/CC-MAIN-20160823200924-00051-ip-10-153-172-175.ec2.internal.warc.gz | 0.966949 | 374 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__38013429 | en | Ten years ago this month, NASA Mars rovers Spirit and Opportunity landed on Mars for 90 day missions. Much to the surprise of everyone, Spirit’s mission lasted nearly seven years, and Opportunity is still operational and making scientific discoveries to this day!
On June 10th and July 7th 2003, Spirit and Opportunity each rode their Delta II rockets into space and started their seven month journey to mars!
After their seven month trip, the world anxiously monitored their landings onto the surface of mars and awaited their first photos of the Martian landscape.
The two rovers traveled great distances and made many discoveries.
Unfortunately for Spirit, one of its wheels became stuck, forcing the rover to drag its dead wheel whenever it wished to move. The dead wheel on Spirit eventually revealed an important scientific discovery, however. A piece of ground dug up from dragging the wheel exposed a layer of fine silica dust. The discovery of silica dust shows us that Mars had an environment very suitable for bacterial growth, because the silica dust could only have been produced from one of two processes: a hot spring, or an acidic steam spout. Similar environments produced the first life on Earth.
In May 2009, Spirit rover accidentally drove into a patch of very soft soil which had appeared to be solid. After months of attempts to free the rover, NASA decided that Spirit would have to remain stuck and become a stationary science platform. A short time later, the rover ceased communicating and the mission was officially ended on May 25th, 2011 after over a year of unsuccessful communication attempts.
Opportunity, however, lived on. Ten years after it landed on Mars, Opportunity is still making scientific discoveries! Most recently, it found a donut shaped rock suddenly appear in front of it! Researchers are stunned and believe the rock may have been from a meteor impact! | aerospace |
https://www.gearbrain.com/anafi-fpv-drone-live-video-2640155094.html | 2024-04-13T10:01:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816587.89/warc/CC-MAIN-20240413083102-20240413113102-00532.warc.gz | 0.95921 | 533 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__155072836 | en | Anafi FPV has live video from a 180-degree camera
The new drone from Parrot goes on sale this month for $799
A new drone from Parrot, the Anafi FPV, with a 180-degree camera and 4K HDR video that can send live feeds to an included set of glasses. The drone is a quadcopter, with four rotors, and can travel up to 34 mph, and has a wind resistance of 31 mph. The camera itself has a 3X zoom and also 3-axis of stabilization.
First person view (FPV) is easy to switch to through what Parrot calls the Cockpit glasses, which can flip between FPV and something called See-Through View, which will show you where the drone is flying. The glasses work with a smartphone, which is snapped into the spectacles, and then paired to the FreeFlight 6.6 app.
While pilots can fly in FPV, they'll also be able to see, and operate, camera controls so they can shoot photographs as they fly. Camera settings can be adjusted including shutter speed, ISO, white balance and exposure, as well as other custom options.
The Anafi FPV drone comes with a backpack which can be used as a launch pad for the quadcopterParrot
In terms of flying, there are two presets build into FreeFlight 6.6. The first is Cinematic preset, which locks the horizontal axis of the camera to the drone's tilt, creating video that's banks smoothly. The second is a racing preset, which brings more speed to the drone — and creates faster movement, and speedier shots.
Pilots will also be able to a new flight mode called Arcade Mode, which controls the drone through a joystick, by pointing the camera in the direction they want the quadcopter to fly. There's also an autonomous flight mode, plus geofencing and return to home mode — all which make it safer and easier to fly the drone for beginning pilots.
A backpack comes with each drone, which can double as a launch pad, and also a carrying case for the quadcopter — and with a power bank, can charge up the drone for those who are traveling across different locations. The drone itself should be able to get 26 minutes of flight time per charge.
Each drone comes with a battery, controller, the Cockpit glasses, memory card, a USB-C cable for charging and an extra set of propellers. The Anafi FPV goes on pre-sale and appears in stores starting in early September 2019. | aerospace |
https://niapune.org/how-to-become-an-astronaut-in-usa/ | 2023-02-06T13:36:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500339.37/warc/CC-MAIN-20230206113934-20230206143934-00192.warc.gz | 0.944614 | 2,680 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__27906092 | en | How To Become An Astronaut In USA
Being an astronaut is a highly competitive selective career. Each year, qualified candidates compete in a rigorous application process to fill a very limited number of positions. Astronauts are professionals who specialize in human space exploration.
Although the most well-known and visible job responsibility is space travel, there are many behind-the-scenes activities that prepare astronauts for space travel.
Individuals who wish to become astronauts can ensure that intensive training and preparation prior to space travel fully prepares them to handle the high demands of being one of the few individuals to live and work in space.
In this article, we’ll explore what an astronaut does, how astronauts train, career requirements, and how to become one.
What is an astronaut?
The term “astronaut” translates as “sailor among the stars”. An astronaut is a specially trained and equipped person who travels into space as part of a space program. Since 1959, astronauts have been part of the American space program of the National Aeronautics and Space Administration, better known as NASA.
NASA uses the term “astronaut” to describe any crew member aboard a NASA spacecraft or members of the NASA astronaut corps. Out of the thousands of applications received, only a few are selected for the intensive training program for astronaut candidates.
Although there is no age requirement, American astronauts are typically between the ages of 26 and 46, with an average age of 34. The youngest candidate accepted is a 16-year-old girl training for a mission to Mars.
America’s first astronauts were military personnel who had experience flying jet aircraft and backgrounds in engineering. In 1964, scientist-astronauts joined, requiring a doctorate in medicine, engineering, physics, chemistry, or biology. Astronauts are typically trained by military branches such as the Air Force or Space Force, or civilian space agencies.
NASA astronauts are still required to have a master’s degree, but the field has been opened to hiring civilian teachers, doctors, journalists and others. Commercial astronauts are a recent addition as privately funded spaceflight is on the rise.
What do astronauts do?
Astronauts are highly trained individuals who can pilot and/or travel in spacecraft and perform activities related to human space exploration.
There are currently two main types of astronauts – pilot astronauts and mission-specialized astronauts.
They are responsible for conducting experiments, maintaining spacecraft and equipment, and launching satellites.
Astronaut pilots are the pilots of the International Space Station and Space Shuttle who are responsible for the mission, its success, the crew and the safety of the flight.
Keep in mind that most of an astronaut’s career is spent in extensive training.
An astronaut is trained to pilot or fly a spacecraft. They are usually selected and trained at the Johnson Space Center in Houston, Texas to serve on US or international space missions. Once you complete your training, you must be selected for a mission.
Mission duties may include:
- Command decisions
- Piloting a spaceship
- Conducting experiments
- Spaceship maintenance
- Provision of medical and emergency services to crew members
- Space walking to maintain a spaceship
- Running a space station
- Controlling robotic arms and machines
- Exercise daily
- Working as a team to complete tasks
Types of astronauts
There are three categories of astronauts at NASA. They contain:
- Astronaut Candidates: These individuals have been selected for NASA’s astronaut corps and are in training at the Johnson Space Center.
- Active Astronauts: Active astronauts are those who have completed astronaut candidate training and are fit for flight.
- Management Astronauts: These astronauts are employees of NASA but are no longer eligible for flight assignments.
Requirements For Astronauts
To ensure that the right candidates are selected, the requirements for astronaut positions are strict.
Astronauts are some of the most trained and educated professionals any industry has to offer.
Because flying into space involves a lot of risk and a huge amount of planning, individuals who want to become astronauts must go through several years of education and pass a series of physical tests to enter the field.
In addition, candidates who want to become an astronaut must also have some innate qualities to succeed in this profession.
Some sought-after qualities include attention to detail. This is extremely important because there is a high risk in this area that any small error or mistake can endanger the assignment and sometimes lives.
Individuals must also be trusted team players to be a good astronaut.
Being a good team player requires good listening skills and they are extremely important when working on Earth or in space.
Individuals who wish to become an astronaut must first complete college to obtain a bachelor’s degree in engineering, biological science, physical science, or mathematics.
Citizenship For Astronauts
Astronaut candidates must be US citizens. Dual citizenship is allowed.
Education For Astronauts
Astronaut applicants must have a master’s degree in a science, technology, engineering, or mathematics (STEM) program from an accredited university. This requirement can be met with 36 semester hours toward a doctoral program in a STEM field, such as a degree in science, technology, or mechanics; a completed Doctor of Medicine (MD) or Doctor of Osteopathic Medicine (D.O.) degree; or completion of a nationally recognized pilot school program
Professional Practice Requirements
Astronaut candidates must have at least two years or related professional experience after graduation or have at least 1,000 hours of flight time as a jet pilot-in-command. It must also undergo a long-duration flight by NASA astronauts.
Physical Requirements For Astronauts
- Vision: Distance and near visual acuity correct to 20/20 in each eye. Glasses are acceptable.
- Blood pressure: Resting blood pressure 140/90 or better
- Height: Usually between 62 inches (5 feet, 2 inches) and 75 inches (6 feet, 3 inches) in height
- Physical Fitness: Be in good physical condition for age and gender.
Astronauts must fit into the spacesuit and spacecraft, so specific physical limits may be imposed on height, weight, and body size.
Astronaut job description
When an individual is first hired as an astronaut, they spend the first two years of their new job in specialized training.
Interestingly, most astronauts spend more time preparing for space travel on Earth than on the actual missions.
This is to ensure that the mission can be completed as safely as possible.
In addition, they are mentally tested and required to complete tasks in extreme environments to ensure they can remain calm under pressure.
Because they work in a team, astronauts request and are assigned specific titles and tasks.
An astronaut may specialize as a commander, pilot, mission specialist, or payload specialist.
Before going into space, an individual must go through training and a number of physical and mental tests to determine if he is mentally and physically fit to undergo a drastic trip to an outer earth.
The specific details of the assignment will depend on the role the astronaut has.
During the assignment, the individual may be responsible for a variety of tasks including observation and research, performing basic maintenance on the aircraft, conducting operations in a safe manner and general maintenance of the aircraft as appropriate.
How is astronaut training conducted?
Astronaut applicants are first reviewed by NASA’s Astronaut Selection Committee. If selected as an astronaut candidate, they will spend two years training at the Johnson Space Center in Houston, Texas, to serve on US or international space missions. When not in space, astronauts work on the ground to support other NASA projects.
How to become an astronaut
If you want to become an astronaut, follow these steps:
1. School Study and Experiance
Based on the above requirements, both military and civilian astronauts should have a college degree in technical academics such as biological physical science, science, computer science, or engineering.
If you go the military route, you will be prepared to complete your education through the military. Higher education courses are offered through several federal programs, such as the Post-9/11 GI Bill, or educational institutions, such as the US Air Force Academy.
Civilian applicants can apply after a master’s degree in one of the above programs, have a medical degree, or spend two years as a PhD student in a science, technology, engineering or mathematics field.
After you’ve achieved your degree, you’ll need relevant work experience or pilot hours. Another advantage of entering the astronaut program after joining the military is that the military can account for your experience and education. Most astronaut pilots come from a military background where they log hours of training and completing missions.
2. Get into peak physical condition
Astronauts are required to meet strict physical demands, so they must keep in shape. If you are preparing to become an astronaut, you should make health and fitness a priority in your daily routine to prepare for the demands of the job and the requirements of the physical screening.
3. Apply for NASA candidate selection
Once you’re sure you meet the physical, educational, and experience requirements, ask NASA to select candidates. The application review process can usually take up to 60 days, according to NASA’s website, so don’t panic if you don’t hear back right away. NASA astronaut positions are highly competitive, so make sure you do your best in all tests and screenings.
4. Train to flight
If you are selected as an astronaut candidate, you will be required to undergo comprehensive mission training before entering a flight mission. Astronauts must also undergo survival training outside of the classroom, similar to military training.
In the second phase of training, a mission is selected and astronauts are paired with veteran astronauts. New astronauts are paired with their more experienced counterparts to learn how to successfully launch a mission, pre-launch activities, orbit entry and more.
Advanced training occurs when astronauts are given crew and mission assignments. It lasts 10 months and includes training for your specific role as part of a larger team.
Frequently Asked Questions About Astronauts
How much do astronauts get paid?
Astronaut salary will depend on your employment status in the military or civilian astronaut expertise. If you are a member of the military, you don’t get “paid” as an astronaut. You are paid according to your military rank. Civilian astronauts are considered government employees and their salaries are based on the Federal General Schedule pay scales for grades GS-13 through GS-15. A GS-13 can earn up to $103,309 a year, while a GS-14 can earn $122,077, according to FederalPay.org. The top GS-15 salary is $143,598 per year.
How long does it take to become an astronaut?
Approximately 10 years. It consists of four years for college, two years for a master’s degree, two years of professional experience, and then two years in the NASA Astronaut Corps.
How much does it cost to become an astronaut?
To become an astrophysicist, you would definitely need at least a bachelor’s degree in physical science, biological science, mathematics, or engineering.
A year at university can cost you anywhere between $8,000 and $45,000 (and more); costs depend on various factors (books, supplies and accommodation costs are not included).
However, a higher degree is preferred; a master’s degree can cost you between $30,000 and $120,000, while a PhD – around $30,000 per year.
Pilot candidates should ideally have at least 1,000 hours of pilot-in-command time in a jet aircraft (a private pilot’s license costs around $10,000).
What is the demand for astronauts?
The competition for an astronaut is perhaps one of the highest in the world.
There are only a few places available in the country and few can meet all the requirements and pass the tests.
There are currently 45 active U.S. astronauts and 28 other astronauts who are employed by NASA but are not eligible to fly.
Is flying experience necessary?
No flying experience is required, any aviation experience, military or private, is beneficial to purchase. Acquiring 1,000 hours of jet piloting meets NASA’s “professional experience” requirement. Experience with jet aircraft is usually gained through the military.
How do I sign up as an astronaut?
Active duty military personnel and civilians must also apply through USAJOBs. Military personnel are also required to inform their commanders of their interest in the space program.
What are some tips to increase your chances of being selected as an astronaut candidate?
- Earn one or more advanced degrees in aviation-related engineering/technology fields
- Teach or work in engineering/technology for several years
- Get your diving certification and experience
- Get Emergency Medical Technician (EMT) training. | aerospace |
https://thecoinshark.net/en/airbus-develops-environmentally-friendly-aircraft-for-100-passengers/ | 2019-12-11T19:32:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540532624.3/warc/CC-MAIN-20191211184309-20191211212309-00118.warc.gz | 0.956186 | 144 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__171825279 | en | Representatives of the largest manufacturer of aircraft in the world, Airbus, said they were working on the design of an environmentally-friendly 100-seat passenger airliner. Approximately, a unique flying vehicle will be ready by the beginning of 2030.
The company is working on several methods to reduce hydrocarbon emissions into the atmosphere: the introduction of more efficient engines, the development of hybrid systems, the use of alternative energy sources, the improvement of aerodynamics, etc.
Earlier this year, Airbus and Boeing said they would work to reduce the carbon footprint and halve their number by 2050. But it is important to understand that manufacturers of airliners are limited to development cycles that take decades, so this process cannot be fast. | aerospace |
http://www.aviationlawmonitor.com/articles/general-aviation/ | 2017-02-23T16:14:07 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501171176.3/warc/CC-MAIN-20170219104611-00618-ip-10-171-10-108.ec2.internal.warc.gz | 0.97142 | 29,462 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__259903736 | en | A courageous client speaks to Stephen Stock about the risks to the flying public.
A courageous client speaks to Stephen Stock about the risks to the flying public.
In the face of intense market rejection, Icon says it has heard its customers and is going to revise the rather onerous purchase contract it planned to require of its buyers. It hasn’t yet made the new contract public. But in a statement it says that one thing the new contract will keep is the requirement that anyone buying an A5 sign away their rights to sue Icon after an accident.
Another fundamental tenet of ICON’s approach to safe flight operations, personal pilot responsibility, and product liability-cost reduction is the agreement not to sue ICON for accidents that are not determined to be our fault. Unfortunately, the overwhelming majority of product liability lawsuits are filed against manufacturers even when the manufacturer was not found to be at fault. We must address this. While there is no silver bullet for guaranteeing safety and eliminating all product liability costs, we are working hard to improve it. This is one of those steps. We invite our customers to help us set a new precedent in our industry and to improve this situation by releasing ICON from accidents deemed not to be our fault by the NTSB. Reducing product liability costs is important because it reduces the cost of aircraft and allows manufacturers to spend that money on product development instead of legal fees and lawsuit settlements.
At first blush, all that sounds reasonable. Why should an A5 buyer be able to sue Icon after a crash if the NTSB places the blame for an accident elsewhere?
Well, for one thing, the NTSB is not a fair forum. After any accident, the NTSB “invites” the aircraft’s manufacturer to participate in the investigation, relying on the manufacturer and its experts to help pinpoint the accident’s cause. But the NTSB never allows the pilot or the pilot’s passengers to participate, nor does the NTSB allow experts hired by the pilot or the passengers anywhere near the investigation. The pilot and passengers are entirely excluded. If that sounds like a conflict of interest, it is. It’s no wonder the NTSB seldom finds the manufacturers at fault. Nor is it surprising that courts of law, after hearing from both sides, frequently come to conclusions different than those reached by the NTSB.
And in fact, it is because the NTSB’s investigations are so one sided that NTSB’s conclusions are entirely inadmissible in any court of law anywhere in the country.
Looks like Icon’s new contract will be as unfair as the one the market rejected back in April. It’s hard to believe that any buyer who has done his homework would sign it.
Perhaps what is most troubling is its language that seeks to allow Icon to dodge liability for any accident, regardless of its cause.
Founder and CEO Kirk Hawkins told AOPA that Icon believes in "extreme responsibility."
What we’re trying to do, in a nutshell fundamentally, is put the responsibility [for accidents] where it belongs. . . If it’s our fault, we’ll own it. If it’s your fault, you own it.”
Seems fair enough, except that’s not what the agreement says. It says that if the accident is Icon’s fault because, for example, Icon screwed up the design or manufacture of the buyer's aircraft, the buyer and his family owns it, not Icon:
Owner and Managing Pilot understand that participating in ground, water and air operations and related activities could result in injuries from a variety of factors, including but not limited to . . . defects in the aircraft or components. . . Owner and Managing Pilot knowingly assume these risks on behalf of themselves and their Successors in Interest.
If Icon would like buyers or pilots to "knowingly" assume the risks of defects in its aircraft, maybe it should come out and tell us what those defects are.
This is not about "extreme responsibility" It's about extreme irresponsibility. Icon is trying to dodge liability for any defects resulting from its own actions and shift it onto others.
Who would buy an aircraft from a manufacturer who wants it in writing that if we made a mistake that injures someone, its your fault?
Piper N36402 departed Reid-Hillview Airport for Las Vegas as it was getting dark. The pilot had his wife and three children on board. Though the weather was challenging, the aircraft was turbocharged, which would have allowed the pilot to climb above at least some of the clouds.
The plane's flight path, speed, and altitude changes can be followed on FlightRadar24. The radar track shows that the aircraft made at least one 180 degree turn, but then resumed its course.
It wasn't long too long after that the pilot found himself in trouble. The radar data shows the aircraft's speed building excessively and its altitude dropping fast. The made two mayday calls (recording below) before the aircraft crashed, killing all aboard.
The flight conditions were ripe for airframe icing. The Piper Lance lacked deicing equipment. Airframe icing changes the aerodynamics of the wing and tail and can bring an aircraft down in a matter of minutes. The loss of control can be especially dramatic when it is the tail surface that ices up first.
Experimental amateur-built aircraft crash more often than those assembled in a factory. The Australian Transport Safety Bureau found that, when compared to factory-built aircraft used in similar flight operations, amateur-built aircraft crash three times as often. Our own National Transportation Safety Board studied the amateur-built accident rates and made similar findings.
One might expect that, because they are built by an amateur, an experimental aircraft’s wings would tend to fall off more often than those of a factory-built aircraft. But that doesn’t seem to be the case. Most experimental aircraft are structurally sound. Rather, according to NTSB data, the biggest issue is engine failure, often because of fuel flow problems.
And that’s exactly what brought down an experimental Van’s RV-10 aircraft in Toledo, Oregon, in June 2014. The aircraft lost power on takeoff, killing the pilot and his 4 year-old passenger. The NTSB concluded the engine failed because it wasn’t getting fuel. Investigators found broken fragments of sealant in the aircraft’s fuel line where, of course, it wasn’t supposed to be.
There are no statistics on how often the companies who sell kits get sued, but it’s hardly ever. After all, who is responsible for the defect in the aircraft’s manufacture or design that caused the crash? The company who sold the kit? Or the guy who spent several years putting the kit together in his garage? While some builders follow the kit maker’s directions to the letter, many do not, taking it upon themselves to modify at least some portion of the aircraft. That's allowed by regulations and seems to be part of the fun of building the aircraft. For example, John Denver was killed years ago when the amateur-built aircraft he was piloting crashed off the California coast. The amateur who put the kit together thought he had a better way of doing it and installed the aircraft fuel valve in a place other than as recommended by the kit's seller. The NTSB ultimately determined that it was that modification that led to the crash.
But even if the victim’s lawyer proves it was the kit maker, and not the builder, who was responsible for the defect, few kit makers carry insurance. That means a verdict against the aircraft company may be impossible to collect.
Despite the hurdles, the family of the girl killed in the Toledo crash has filed suit against Van’s Aircraft Inc., blaming it for exploiting FAA “loopholes” that allow it to sell aircraft that have not been properly tested and are thus unproven and unsafe. The suit goes on to allege that
Not only are Van’s aircraft designs untested and unsafe, but its assembly instructions are also inadequate and unsafe.
The suit goes on to allege that the fuel flow transducer that Van's supplied with the kit was dangerous because it was not capable of dealing with a blockage, as would be required of on a fuel flow transducer mounted on a factory-built aircraft.
We can expect Van’s to argue that their experimental aircraft are just that – experimental. They are not intended to have all the safety features included with factory-built aircraft. That is why the word “experimental” is required by law to be prominently displayed inside each one.
Nicholas Baer was body boarding in Carlsbad on the Fourth of July when a plane towing a banner crash-landed on the beach and injured him. The twelve-year-old is now suing the pilot and the company that owns the Piper that struck him. The boy's attorney argues that even though the Piper's engine failed, the pilot shouldn't have landed on the beach where someone could be injured. The pilot should have instead attempted to land in the water. Though the pilot might not have fared as well had he landed in the surf, there would certainly have been less chance of injuring beachgoers.
Seems that the boy's attorney has a point. And this particular scenario - beachgoers being injured or even killed when a pilot attempts to put his plane down on the beach - is not entirely unheard of. It happened in Florida a year ago. The pilot in that case tried to land his Piper Cherokee, and in the process hit and killed a man and a daughter who were walking on the beach. And it happened in 2010 when a Lancair pilot landed on a beach in Hilton Head after his plane lost its propeller. In that case it was a lone jogger who was killed.
In each of the cases, the victims were innocents. The risk of being injured by an airplane was certainly the furthest thing from their mind.
Robinson Helicopters began installing crash-resistant fuel tanks in 2010. Robinson Helicopters with fuel tanks installed before then tend to catch fire during accidents that, but for the fire, would have been survivable.
The Australian authorities thought that the safer tanks were a good idea. Enough Robinsons had caught fire after minor accidents that in 2013 the Australian government grounded all Robinson R44 helicopters operating in Australia until their owners installed the new-style fuel systems.
The NTSB asked the FAA to follow suit and issue a similar order grounding R44 helicopters in this country. But the FAA refused. Even assuming the old-style Robinson fuel tanks were needlessly dangerous, the FAA thought they really weren't all that different from the fuel tanks installed in many other older helicopters. If the FAA grounded Robinsons until they were fixed, they'd have to ground a lot of helicopters produced by other manufacturers as well.
But the FAA has known about the trouble with old-style fuel systems for a very long time. In fact, since 1991, FAA regulations have required manufacturers to install in their helicopters fuel systems that are proven "crash resistant." Trouble is, those regulations apply only to helicopters designed after 1994. They do not apply to helicopters that are manufactured today, but were designed (or certified) before 1994.
Unfortunately, the majority of light helicopters manufactured in the US today were designed before 1994, and so in practice the regulations seldom apply. The NTSB thinks its time for that to change. The NTSB's latest safety recommendation asks the FAA to:
Require, for all newly manufactured rotorcraft regardless of the design’s original certification date, that the fuel systems meet the crashworthiness requirements of 14 Code of Federal Regulations 27.952 or 29.952, “Fuel System Crash Resistance.”
What will the FAA do in response to the NTSB's recommendation? If history is a guide, unfortunately, the FAA will do nothing.
We don't know much yet about the plane crash in Alaska that killed the pilot and 8 tourists from the MS Westerdam. But the crash looks eerily similar to the Alaskan crash that killed Senator Ted Stevens and three others in 2010.
Like the plane that was involved in the Westerdam crash, the plane that crashed with Stevens aboard was a de Havilland Otter retrofitted with floats and a turboprop engine. Both tour pilots encountered adverse weather that is common in Alaska: Low Ceilings. Fog. Gusty winds.
In the Steven's crash, instead of turning around when he encountered the low clouds, the pilot pressed on. Unable to see where he was going, he inadvertently flew into the side of the mountain. (The local papers were calling the pilot a "hero" because not everyone aboard was killed. I had to disagree.)
In last week's crash at Ella Lake, the weather conditions were similar. It looks as though the pilot, employed by tour operator Promech Air, inadvertently flew into the clouds and struck the side of a cliff.
This sort of accident is not uncommon, particularly in Alaska and Hawaii. The type of accident is called "controlled flight into terrain." It is almost always due to pilot error.
Blue Hawaiian helicopters was probably the last tour operator that flew a perfectly good aircraft into the side of a mountain due to low clouds. Compare the photo of the weather conditions that contributed to the Blue Hawaiian crash (left) with the photo of the weather conditions that the Promech Air pilot tried to fly through. Note how, in both photos, the clouds obscure the mountain tops.
The Andreini family gave their first interview since Eddie's death to KTVU's John Sasaki. John asks us about the lawsuit we filed today against the United States Air Force.
Eddie Andreini's plane slid to a stop at show center and caught fire. Eddie was trapped inside. The crowd watched, prayed, and waited for fire trucks to arrive. Some bystanders wanted to rush to the plane to help Eddie get out, but the announcer warned everyone to stay back and "let the firefighters do their job."
But the firefighters didn't do their job. By the time the trucks showed up, almost 5 minutes had passed and it was too late. Eddie survived the impact unharmed, but died of burn injuries.
The Travis Air Force base fire trucks were supposed to be positioned at show center so that, in case of a crash, they would have immediate access to the runway. Where were they? Those who were at last year's "Thunder Over Solano" air show want to know and so does Eddie's family. But within hours of Eddie's death the Air Force closed ranks. Since then, it has simply refused to explain itself to anybody.
So what is the Air Force hiding?
It looks as though there are three three things the Air Force doesn't want to talk about.
First, Travis didn't place its trucks at show center as it was supposed to. Instead, it parked them more than a mile away. 1.3 miles away, to be exact.
Second, Travis brass told the firefighters that, in responding to any fire, they could drive their trucks down the taxiways no faster than 25 miles per hour. That speed limit applied to all the fire trucks, including the Air Force's so-called "Rapid Intervention Vehicle," designed and built to get to the scene at top speed and start applying foam before the big trucks arrive.
Third, the Travis firemen may not have been in their station and ready to respond like they were supposed to be. Rather, it looks as though they may have been out across the field taking pictures of airplanes parked on the grass.
Today we filed suit against the Air Force on behalf of Eddie's family. The Air Force has 60 days to respond.
Dr. Ken Gottlieb’s Cessna 182 took off from Napa Airport with only Dr. Gottlieb aboard. As the Cessna climbed from the runway, it turned in the wrong direction. It collided with high terrain just north of the airport. Dr. Gottlieb was killed on impact. His body was ejected and the aircraft exploded and burned.
The family asked us to investigate. We learned that Gottlieb’s instructor had flown with Gottlieb a few days before the crash. The instructor found Gottlieb (pictured right) to be well-versed in the Napa departure procedure and otherwise meticulous in his flying. The instructor felt it unlikely that Gottlieb would become confused and turn in the wrong direction. As far as the instructor was concerned, whatever caused the crash was “out of Ken’s control.”
Faride Khalaf (pictured below) was the plane's mechanic. We learned that Khalaf began working on general aviation aircraft only after he was fired from United Airlines. We uncovered evidence that Khalaf had performed maintenance on Gottlieb's aircraft without properly recording the work in the aircraft’s logs. In fact, Khalaf performed undocumented repairs on the pilot’s seat just a few weeks before the crash.
We examined what little remained of the wreckage and found two things that were unusual. First, we saw evidence that, at the moment of impact, the pilot seat was in the full aft position. Second, the pilot’s seat belt was unbuckled.
Based on their forensic work, our experts testified that as Gottlieb climbed away from the runway, his seat suddenly and unexpectedly slid to its full aft position and jammed. Gottlieb’s hands and feet could not reach the aircraft’s controls and the aircraft flew off course, out of control. Gottlieb unbuckled his seat belt so that he could scoot on his knees up to the aircraft’s control wheel. But before Dr. Gottlieb could regain control of the aircraft, it crashed into the hillside.
The pilot seat slid back and jammed because Khalaf’s undocumented work was improperly performed. He charged the aircraft owners for new seat parts, but did not install them. Instead, he illegally jury-rigged the existing seat release mechanism. The faulty repair held up for a while, but failed just as Gottlieb took off, causing the seat to slide back and jam in place.
Making matters worse, we found emails from Khalaf on Gottlieb’s hard drive. Gottlieb had asked Khalaf to perform an annual inspection of the aircraft just days before the crash. Khalaf's emails confirmed that he had in fact "finished with the annual" and that the plane was "good to go." Based on Khalaf's confirmation that the plane was safe to fly, Gottlieb departed on his flight from Napa. But, in fact, Khalaf never inspected the plane at all. All he did was change the oil, to make it appear as though he had serviced the aircraft when in fact he had not. Had Khalaf performed the inspection, he might have learned that his previous improper repairs were about to fail.
Earlier this afternoon, the jury entered its verdict against Khalaf for $13,360,000. The verdict is believed to be a record amount in California for the death of someone over age 65.
Khalaf's attorney quit the case one year before the trial was set to begin. Khalaf elected to represent himself during the 7 day trial. Adbi Anvari of Air West Aircraft Engines testified as Khalaf's expert. Khalaf called Dr. John Kane to testify about medical issues that Khalaf contended afflicted the pilot, but the judge ruled the doctor to be unqualified and refused to allow him to take the stand.
Dr. Gottlieb was a prominent San Francisco forensic psychiatrist. He left his wife Gale, daughter Tamar, and son, Mike who is a lawyer and special assistant to President Obama.
Before trial, Gottlieb's family offered to drop the suit entirely if Khalaf agreed to surrender his mechanic’s license. Khalaf refused. That means despite the verdict, Khalaf is still legally entitled to work on aircraft and return them to service.
Here are six ways an aircraft owner can be found liable even if he was not on board when the plane crashed:
Airport fire trucks must get to a burning plane within three minutes if they are going to save any lives. That's the maximum response time allowed by the National Fire Protection Association, the organization that sets the standard for airport firefighters, including those working at U.S. Air Force bases.
The survivable atmosphere inside an aircraft fuselage involved in an exterior fuel fire is limited to approximately 3 minutes if the integrity of the airframe is maintained during impact. This time could be substantially reduced if the fuselage is fractured. . . rapid fire control is critical. . .
Aircraft flown in air shows are usually smaller and less fire resistant than transport category aircraft. At air shows fire trucks need to get to crash sites even quicker – within 60 seconds or less.
The key to getting fire trucks to a crash quickly is to station the trucks near to where an accident is most likely to occur. Normally, that might be the end of the active runway. But most air show crashes occur at “show center” rather than the end of the runway. As one Travis Air Force witness put it, show center is where ‘the majority of dangerous events focus.” At air shows, that's where fire trucks should be waiting.
On May 4, Eddie Andreini was flying a routine at the Travis Air Force Base open house. He was attempting a stunt known as an inverted ribbon cut. Something went wrong. Eddie's Stearman slid upside down along the runway, coming to a stop at smack dab show center. Eddie was uninjured but was trapped inside. A fire started almost immediately. Air Force personnel say that they saw Eddie struggling to get out as he waited for the fire trucks to save him. One minute passed, then two, then three. But the crash trucks didn't come. When they finally did, it was too late.
The Air Force refused to explain why it took so long for its fire trucks to reach Eddie. So we sued it under the Freedom of Information Act. We now have internal Air Force documents showing that the brass didn’t understand the Air Force’s own regulations. They mistakenly believed regulations prohibited them from stationing fire trucks near show center. So instead, the Air Force positioned the fire trucks more than a mile and a half away.
The Travis speed limit for fire trucks is 45 mph. So it took the first fire truck (a “Rapid Intervention Vehicle”) more than four minutes to get to Eddie. Had the Air Force positioned even one truck at show center--as it was supposed to--firemen would have gotten to Eddie within a minute and Eddie would have been saved.
Regulations can be confusing. Was the Air Force’s mistake understandable? Not really. The manual that Travis show organizers had in hand--and agreed to follow--makes clear that fire trucks belong at show center. According to that manual, the personnel who were permitted in the “aerobatic box” (the area in which performers fly) included “demonstration teams and fire/rescue.” (Page 28.) The manual goes on to direct that fire trucks should be located “with immediate access to the show line” (page 34) – not a mile and a half away.
To the extent the Air Force brass was confused, the FAA cleared things up for them when, a week before the air show, it told Travis that crash trucks did indeed belong “in the box” near show center.
Our team, specifically the air ops staff, was led to believe that we could not put an emergency vehicle (or anything else) inside the Show Box at Show Center, because it was sterile and protected. We learned that this was not correct about a week before the show after [name redacted] discussed it with [name redacted] of the FAA. We learned that we could place airshow official vehicles or people in the aerobatic box."
Travis had time
The Air Force's own documents prove that Travis officials had a week before the show was to begin to correct their mistake and arrange for the trucks to be stationed at show center. But the Travis officials had already decided that the fire trucks were going to be positioned where they couldn't be of any use to a performer. Having made a plan, they weren't going to change, even if it put lives at risk unnecessarily.
"I'll say it again, I need the trucks on the runway! I need the trucks on the runway now!"
The Travis Command Post recording is difficult to listen to. After hearing it, it's hard to believe that Travis still tells the public that its fire department responded to the crash in an "exemplary" fashion.
(Notes: At 2:14, one of Eddie’s crew tried to fight fire with a hand-held extinguisher. The extinguisher was too small and was expended in seconds. By that time, the Rapid Intervention Vehicle had not yet even left its station. The Air Force documents do not explain why it took so long for the truck to roll. It finally arrives on scene after the 4 minute mark. The time stamps were placed on the photos by Air Force.)
USA Today ran Thomas Frank's story on the unnecessary risks posed by post-crash aircraft fires. According to Frank's article, small aircraft fires have killed at least 600 people since 1993, burning them alive or suffocating them after otherwise survivable accidents. Hundreds more have survived post crash fires but have been horribly burned.
I’ve written many times over the years that no one should be burned in an otherwise survivable aviation accident. The technology to prevent post crash fires has been around since the war in Vietnam.
The FAA has not required manufacturers to install such technology because it would be too costly – between $556 and $5,710 per aircraft. That doesn’t sound like much, but according to the FAA, it doesn’t pencil out when compared to the dollar value of the lives that would be saved. But the USA Today article points out that, in running the calculations, the FAA undervalued human life. For example, while the EPA used a value of $3.3 million per life when it justified regulation to protect the ozone, the FAA used a lower value -- just $1 million per life -- when it ran the numbers on post-crash fires. No wonder the costs didn’t pencil.
Of course, just because the FAA doesn’t require manufacturers to keep their aircraft safe from post-crash fires, it doesn’t mean that the manufacturers can’t do so on their own.
Today the manufacturers responded to the USA Today article, suggesting that it was inaccurate and one-sided.
GAMA’s Greg Bowles talked for more than three hours with Mr. Frank [the article’s author] about general aviation safety to include preventing post-crash fires through improved crashworthiness and manufacturers’ efforts to mitigate the effects of accidents for Mr. Frank’s previous series, “Unfit for Flight.” Unfortunately, Mr. Frank chose not to include the bulk of Mr. Bowles’ remarks that chronicled our industry’s successful efforts to continue to improve our safety record.
The GAMA response goes on to talk about all the things the manufacturers are doing to help prevent planes from crashing. It says nothing, however, about what it is doing to ensure that when they do inevitably crash, they don’t catch fire.
Hall of Fame Aerobatic pilot Eddie Andreini died during the "Thunder Over Solano" air show at Travis Air Force Base in May. There was a mishap during his routine, and his Stearman biplane slid to a stop on the runway. Eddie wasn't hurt, but he was trapped in the plane. He radio'd for help.
The Air Force had told the performers that its fire trucks would be positioned and ready to respond to such an emergency within seconds. But for some reason, the trucks were nowhere to be found during Eddie's routine. Instead of getting to Eddie in a minute or less, as they were supposed to, the trucks didn't get to Eddie for nearly five minutes. By then, Eddie's plane was engulfed in flames and it was too late. Eddie was gone.
Where were the firetrucks? What took them so long to get to Eddie? When the family asked the Air Force these questions, the Air Force closed ranks and went mum. So the family exercised its rights under the Freedom of Information Act. The family formally requested the Air Force to turn over to them the documents that would show why the Air Force fire trucks didn't come to Eddie's aid as it had promised, and instead let Eddie burn to death.
Under the law, the Air Force had 20 days to respond to the family's request. We had hoped that, out of respect for the family, it would have turned over documents right away. But that was not to be. The family made its request to the Air Force four months ago. Yet the Air Force has yet to turn over to the family even a single piece of paper.
We've just filed suit against the Air Force for violating the Freedom of Information Act. We want to know:
I just returned from the American Association for Justice's annual convention in Baltimore, where I spoke on the risks automation poses to the general aviation pilot. As luck would have it, my autopilot failed departing San Carlos, so I ended up hand flying coast-to-coast. No "deskilling" happening here.
Automation risk has become a popular topic over the past few years, but there's relatively little research on the subject. To prepare for the talk, I reviewed that research and summarized it below.
A few hours ago, USA Today published a lengthy investigative report devoted to small aircraft crashes. The conclusion: aviation manufacturers have long concealed the fact that their defectively designed products cause aircraft crashes and injures. And the investigating agencies, including the NTSB and FAA, let them get away with it.
The report covers many of the issues we’ve touched upon before on this blog, from defective carburetors, to defective pilot seats, to faulty ice-protection systems. The report also covered a subject we’ve covered on this blog extensively – post crash helicopter fires in otherwise survivable accidents:
One of the most gruesome and long-standing problems has caused scores of people to be burned alive or asphyxiated in fires that erupt after helicopter crashes. Such deaths are notorious because they can occur after minor crashes, hard landings and rollovers that themselves don't kill or even injure helicopter occupants. The impact can rupture helicopter fuel tanks, sending fuel gushing out, where it ignites into a lethal inferno.
Using autopsy reports and crash records, USA TODAY identified 79 people killed and 28 injured since 1992 by helicopter fires following low-impact crashes. In 36 non-fatal crashes, fire destroyed or substantially damaged helicopters after minor incidents such as rollovers, crash reports show.
The report didn’t mention the most recent Robinson fire that killed the R44's pilot at Birchwood Airport in Alaska just two weeks ago.
I've been saying for years that many crashes that the NTSB attributes to "pilot error" simply aren't. The USA Today report backs that up. The report discussed the fatal crash of a single engine Piper following engine failure. The NTSB chalked up the engine failure to pilot error. But, as it turns out, the crash was caused by a defective carburetor float. The judge handling the case noted that the carburetor manufacturer had received more than 100 warranty claims for similar problems before the crash. Yet none of that product history made it into the NSTB report.
Ruling against Lycoming [the engine manufacturer] and Precision [the carburetor manufacturer], Philadelphia Judge Matthew Carrafiello found evidence both might be culpable. Precision received more than 100 warranty claims concerning carburetor defects, the judge said, and Lycoming continued to use the carburetors even though it "knew of ongoing problems" with the carburetors "and of numerous plane crashes resulting from such problems.
None of that information was included in the NTSB investigation, which was aided by Lycoming and Precision and blamed Andy Bryan, the pilot, for "failure to abort the takeoff" and "failure to maintain adequate airspeed during takeoff."
According to the report, many of the crashes that the NTSB concludes are due to pilot error are actually due to defectively designed aircraft.
Federal accident investigators repeatedly overlooked defects and other dangers of private aviation as they blamed individual pilots for the overwhelming number of crashes of small airplanes and helicopters . . . The failure of crash investigators to find defective parts, dangerous aircraft designs, inadequate safety features and weak government oversight helped allow hidden hazards to persist for decades, killing or injuring thousands of pilots and passengers . . .
Manufacturers mislead the FAA
Part of the problem is that the NTSB does not travel to the site of many small airplane crashes, leaving the on-scene investigation to the FAA. Unfortunately, according to a former NTSB investigator, the FAA personnel don’t have the same investigative experience as the NTSB investigators and are easily duped by the manufacturers.
Many times what happens now is that when the accident occurs, the technical rep of the (manufacturing) company will call the NTSB and say we'll be party (to the investigation), we'll go out there and let you know what we see … the only people on scene would be perhaps an FAA guy and the field rep of the manufacturer," said Douglas Herlihy, a former NTSB investigator who now reconstructs crashes, often for plaintiffs in lawsuits against manufacturers.
"If you (the NTSB) are not there, you've got the representative from the company at the scene. His job is to skew the facts, to ignore the product difficulties and to remove the question of liability," Herlihy said.
Aircraft engine manufacturers recommend that owners overhaul their engines when the engines have accumulated a set number of flight hours. Depending on the make and model, the "Time Between Overhaul" ranges from 1200 to 2400 hours. No regulation requires the general aviation aircraft owner to comply with the manufacturer's recommended TBO. As far as the FAA is concerned, the owner is free to operate the engine indefinitely, as long as a certified mechanic has signed off the engine as airworthy within the preceding 12 months. And given recent advances in engine diagnostic equipment, more and more owners are feeling comfortable "busting" TBO.
I wrote about the practice years ago, in a post entitled "Running Past TBO: Smart Economics or Owner Negligence?" The NTSB recently came down on the side of "owner negligence," at least in the case of a Cirrus engine that was operated past Teledyne Continental's recommended 2000 hour TBO.
The National Transportation Safety Board determines the probable cause(s) of this accident to be: The inadequate servicing and maintenance of the engine and the airplane owner and maintenance personnel's disregard of the manufacturer's recommended engine overhaul schedule and service bulletins, which resulted in an in-flight internal failure and seizure of the engine.
In that case, the engine failed at 2978 hours. The NTSB also faulted the pilot for flying the aircraft with only 5 quarts of oil on board, instead of 6 quarts as recommended by the manufacturer.
Fortunately, no one was hurt. But an owner should think twice about running past TBO, regardless of whether an FAA-certified mechanic has pronounced the engine airworthy.
When the engine quits just after takeoff, the pilot has few options. One is to attempt to turn around and try to land at the airport. It's such a difficult maneuver that it's often referred to as "the impossible turn." I've written about the "impossible turn" before. AvWeb's Paul Bertorelli takes another look at the turn in the video below. Bertorelli suggests that the turn is an option that a pilot should not write off. But it does require practice.
My advice is to practice with plenty of altitude. I've had two cases involving fatalities resulting from turning back after simulated engine failures during flight training. One is here.
Some say that a properly designed aircraft should not catch fire in an otherwise survivable accident. We know this crash was survivable, because the pilot was able to walk away from the wreckage. If it weren't for the post-crash fire, the pilot likely would have survived.
The Cirrus Aircraft boasts many safety features, such as its rocket-propelled parachute. But the Bolingbrook crash is one more data point tending to show that the Cirrus seems to be unusually susceptible to post crash fires, especially when compared to other modern aircraft.
I really like the Avidyne PFD, MFD, and autopilot in my Cirrus.
In a nutshell, the Avidyne PFD and MFD tell the pilot flying in instrument conditions which way is up and how to steer a course that keeps you from hitting a mountain. The Avidyne autopilot is loaded with great safety features that can save your bacon if for some reason stuff hits the fan in the cockpit.
A few days ago, Avidyne offered me its new “AeroPlan” extended warranty for my equipment: pay $2000 per year and any repairs are free. If that sounds like a lot of money, keep in mind that without a warranty Avidyne charges a flat rate of $5900 to fix anything that might go on the fritz. (Ouch!)
Offer expires July 1.
All in all, it seemed like a deal that I couldn’t refuse.
Then I read the fine print.
Avidyne won’t sell owners the warranty unless they sign a “Waiver, Release and Indemnification.” At first blush, that document seemed like just another boilerplate form designed to protect Avidyne fromt frivolous suits. But when I read the form closely, I realized that by signing it, an owner puts his entire net worth on the line should Avidyne screw up and hurt someone that the owner may have never even met.
By signing, the owner agrees that he won’t sue Avidyne if he crashes, regardless of whether the crash was Avidyne’s fault. Hmmm. You’d think that if I could prove that I crashed solely because Avidyne’s product was defective, Avidyne would agree to at least pay my medical expenses
But it gets worse. By signing the agreement, the owner agrees that if one of his passengers is injured in a crash, and his passenger sues Avidyne, the owner will pay Avidyne’s attorneys fees in defending the case in court. Same goes for suits brought against Avidyne by anyone who is injured on the ground.
Furthermore, by signing the owner agrees to pay any court judgment that is awarded against Avidyne -- even though the accident turns out to be entirely Avidyne’s fault and not the owner's.
And there is no end date to the owner's obligation. So even after I sell the aircraft, I’m still on the hook. If the new owner crashes, and then sues Avidyne, I agree to pay for Avidyne’s attorneys and for any judgment that the new owner (or his passengers) obtain against it.
In short, anyone who signs this agreement becomes Avidyne’s insurance company. Forever. All to save a few bucks on repair work.
Who would agree to that? My understanding is that owners are rushing to beat the July 1 deadline. But I don’t think those folks know what they are getting themselves into.
A jury in Washington state handed down a $26 million verdict against Avco Lycoming as a result of a fatal Cessna 172 crash that killed three people in 2008. The jury's award included $6 million in punitive damages, designed to punish Lycoming for consciously disregarding the safety of the flying public.
It's the second time a jury has slammed Lycoming with punitive damages for its carb floats. In 2010, a jury awarded $89 million, including $64 million in punitive damages, as a result of 1999 Cherokee 6 crash that killed four and injured one.
This case, however, was a bit different. It was the judge who ruled that Lycoming was responsible for the crash before the case ever reached the jury. All that was left for the jury to decide was how much to include in its verdict. The judge ruled against Lycoming because it refused to turn over relevant documents in the case. Apparently, the documents were so incriminating that Lycoming felt it was better to suffer a certain jury verdict than to allow the documents to see the light of day.
[I]n December 2005, Lycoming participated in a series of emails discussing the leaking Delrin Float issue, none of which Lycoming produced during discovery. The series of emails informs Lycoming of the significance of the Delrin float leaking problem. In the emails, Lycoming employees state that it is clear that hollow plastic carb floats can leak, allowing fuel to enter the interior of the floats. The emails reflect that there was also a recent inflight [engine] stoppage. The email also recognized the danger of discussing the defects in writing: “It is too bad that we have to answer in writing on such a touchy issue.”
Plaintiffs asked Lycoming to turn over the rest of the emails on the subject, including those that went to upper managment. The emails would have been important evidence that Lycoming knew the floats leaked and could cause engine failure. But Lycoming refused. So the court ordered Lycoming to turn them over. Lycoming still refused.
Lycoming's willful and deliberate refusal to follow the court’s order prevented plaintiffs from proving their case. So the court did the only thing that was fair and ruled that the floats were defective and caused the accident.
The Judge's order is an interesting read.
An Fixed-Base Operator will sometimes tell the pilot to whom it rents an aircraft that, in the event of an accident, the pilot may be held responsible for the FBO's deductible. From that, pilots sometimes conclude that their liability will be limited to the amount of the deductible, and that everything else is "covered."
Not so. Not only can the FBO pursue the pilot for the deductible, but the FBO's insurance company can (and often does) pursue the pilot for the full amount it pays to the FBO for the damage to the aircraft. In other words, the renter pilot can be held responsible for the entire loss.
But more importantly, the FBO's policy doesn't necessarily cover the renter pilot for any injury or death he may cause to others. That was the recent holding in Knezovich v. Hallmark Insurance, an Illinois case arising from a fatal midair collision between a Cirrus and a Cessna in Wyoming. The families of those killed in the Cirrus sued the estate of Cessna pilot, claiming the Cessna pilot caused the crash. The court ruled that the FBO's insurance policy didn't protect the pilot at all (or, more accurately, his estate) and that the insurance company didn't even have to hire the renter pilot's estate a lawyer to defend against the wrongful death lawsuit brought against it. In short, the estate was on its own.
Aviation lawyer Greg Reigel sums it up:
Although this is an unfortunate situation for the deceased pilot's estate, this case serves as a reminder to anyone who rents aircraft to confirm that insurance coverage is in place that will protect the renter. It isn't enough to simply ask the FBO or aircraft owner whether they have insurance. You need to be sure that coverage is in place to protect you, the person renting the aircraft. If the aircraft owner's or FBO's insurance doesn't provide coverage, you need to know that so you can understand your risk and either obtain coverage elsewhere or go without.
Of course, not only was the situation unfortunate for the estate of the Cessna pilot, but it was unfortunate for the families of the others killed in the accident. Even assuming that they prove the crash was caused entirely by the Cessna pilot, unlike the FBO, its unlikely they will ever be fully compensated.
The NTSB has determined that the probable cause of the Galloping Ghost’s crash at last year’s Reno Air Races was flutter. No surprise there -- I wrote about flutter within hours of the accident. At its presentation, the NTSB even showed the same NASA video demonstrating flutter that I had posted last year.
Flutter can occur whenever an aircraft is flown faster than it is designed to fly. As it turned out, Jimmy Leeward, the pilot of Galloping Ghost, exceeded by nearly 40 mph the aircraft’s previous top speed without any previous testing to determine if the aircraft would be able to resist flutter at the new speeds. As it turned out, it couldn’t. Board member (and pilot) Robert Sumwalt was highly critical of Leeward’s decision to fly the aircraft in competition without first testing it at race speeds:
If you want to go out and fly fast and try to win, that's one thing. If you're modifying an aircraft without fully understanding how the modifications can affect the aerodynamics, you're playing Russian roulette.”
A loose trim tab assembly contributed to the flutter’s onset. The assembly came apart because the lock nuts that held it in place had been reused multiple times. That’s a no-no. Each time locknuts are removed and then re-tightened, they lose a bit of their ability to grip. That’s why once removed, locknuts should always be replaced with new.
What was surprising was the NTSB’s sentiments concerning “assumption of risk”. According to the NTSB board chair Deborah Hersman:
At the heart of the tragedy was the fatal intersection in transference of risks from participant to observers. One moment, spectators were thrilled at the spectacle of speed only to have it followed by inescapable tragedy. The pilots understood the risks they assumed. The spectators assumed that their safety had been assessed.”
Those sentiments echoed what I wrote here. Judging from readers’ comments to that post, many disagree.
Transcript of the NTSB presentation here.
All this blog's Reno Air Crash posts here.
Why doesn’t the FAA do a better job of promoting aviation safety?
1. The FAA’s Inherent Conflict of Interest. When the FAA was created, it was charged with both regulating aviation and promoting it. But most aviation regulations don't promote aviation -- they constrain it. The FAA’s inherent conflict of interest explains why the FAA so often ignores the NTSB’s aviation safety recommendations.
2. The Problem of the Captive Regulator. Putting aside the inherent conflict of interest, the FAA is simply too close to the industry it regulates to do an effective job. This problem is not unique to aviation. For example, the drug industry has tremendous influence over its regulating agency, the FDA. We saw that play out most recently last year, when we learned that a number of the FDA committee members who voted against requiring stronger warnings on a drug's label had economic ties with the drug's manufacturer. In California, we learned that the Public Utilities Commission was too cozy with the gas utility it was supposed to regulate. It let the utility slide again and again until September 2010 when a gas explosion in San Bruno killed 8 and damaged or destroyed more than 40 homes.
3. Bureaucratic Incompetence. Sometimes, it seems that bureaucratic incompetence is the simplest reason for the FAA’s failure to act in the face of a known ongoing hazard. What else explains the night vision goggle debacle?
At first glance, one might expect that high density altitude was the cause of last week’s fatal Comanche crash at Truckee-Tahoe airport. The pilot first attempted to depart with three aboard, but aborted the takeoff. He then offloaded his two passengers and tried again. It was on the second attempt that the pilot crashed into hangars.
No doubt about it: Because of its altitude, Truckee is a difficult airport, especially in the summer when the air is thinnest. In fact, last week’s crash was the ninth at the airport in the past four years. High density altitude played a role in a number of those crashes, including the Karen Trolan crash.
But the facts don’t quite add up on last week’s accident. The pilot flying the accident aircraft (Piper N8218P) was very experienced – he reportedly had in excess of 6000 flight hours. And though a departure with three aboard may have taxed the abilities of the plane and its pilot, with only the pilot aboard, there shouldn’t have been much of a problem.
Whenever an aircraft crashes on takeoff, the NTSB tests the fuel supply at the departure airport. It’s always possible that an engine failure contributed to the crash, and one possible cause of an engine failure is contaminated fuel.
Today word is out that the fuel supply at Truckee did not meet the standards.
From an email I received from San Mateo County Airport:
After a fatal accident at Truckee (KTRK) on the 2nd of August, the industry-standard practice of halting fuel service and testing the fuel in all tanks and trucks revealed that the 100LL fuel stored at KTRK did not meet the American Society for Testing and Materials (ASTM) standards for 100LL. As a result of these tests, 100LL fuel service at the airport continues to be suspended pending new fuel and testing of its quality.
Truckee Airport has been trying to get in touch with all pilots who purchased fuel between July 20th (the last fuel delivery) and August 2nd (the day of the accident) and have asked us to pass along this information to pilots at San Carlos/Half Moon Bay. Questions about the above-mentioned issue should be directed to World Fuel Service's area representative Mike Montalvo at: 510-604-6511.
The test results don't prove that bad fuel caused the Comanche crash but, at this point, bad fuel can't be ruled out.
Pilots have come to accept that aircraft fuel gauges just don’t work well. In fact, many pilots simply assume the fuel gauge is wrong, believing it’s safer to rely on their own calculations concerning the amount of fuel remaining rather than on the gauge. As the old saw goes, “never trust your life to a gauge.”
Good idea. Usually. But sometimes skepticism about fuel gauges can lead to an accident.
The pilot and one of his passengers were killed when the Cessna 172 crashed in Tennessee. The second passenger survived. The NTSB determined that the plane ran out of gas. How can this happen? According to the NTSB report, it seems the pilot may have miscalculated the amount of fuel necessary for the trip because he didn’t know the engine horsepower had been increased by an STC, and thus burned more fuel than an unmodified aircraft..
But still, the aircraft did have a working fuel gauge. What the NTSB’s report does not discuss is why the pilot ignored it.
The pilot and passengers were apparently from the U.K. Last week, the Welch coroner held an inquest, at which the surviving passenger testified. The passenger explained that he had been sleeping in the back seat. He woke up and:
I glanced over to look at the instruments and just noticed the fuel gauge had a low indication. I brought it to the knowledge of [the pilot]. He said ‘I’ve done a maths calculation about the distance and I trust my maths more than a 1969 fuel gauge’.
Was the pilot arrogant? Or was he just sucked in by the common belief that aircraft fuel gauges are seldom accurate?
More than 30 Cessna 208 and 208B Caravans have crashed when their wings iced up in flight. Victims’ families have filed many product defect lawsuits against Cessna, claiming that Cessna concealed from the pilots defects in the aircraft’s deicing system. Silvey v. Cessna is the first case to reach trial. At least the first that I know of.
Silvey, which is pending in federal court in Fort Worth, Texas, involves a Caravan that crashed near Parks, Arizona in November 2002. The pilot reported encountering light icing. According to the NTSB report, a short time later, a witness saw the aircraft come spinning out of the clouds with its nose pointed down. All four on board were killed on impact.
After that crash, the FAA issued at least three airworthiness directives against the Cessna Caravan, all concerning the aircraft’s deicing system. Cessna asked the Silvey trial judge, the Honorable Terry Means, to keep the airworthiness directives from the jury. Cessna argued that since the FAA didn't issue the airworthiness directives until after the accident, they are not relevant. The judge declined to rule whether the evidence will come in or stay out. Instead, he ruled that he’d have to see how the trials goes before deciding.
Three of the airworthiness directives at issue are:
No conclusion yet as to exactly what caused the Galloping Ghost to crash last September at the Reno Air Races. But the interim report the NTSB issued today disclosed that the Galloping Ghost experienced an “upset” 6 seconds before it lost its left elevator trim tab. That, in turn, caused the aircraft to go out of control. None of that information is really new, and was discussed shortly after the accident in this post and in the post's many thoughtful comments.
The NTSB also issued safety recommendations that specifically questioned whether the Galloping Ghost had been properly tested at race speeds or otherwise evaluated for resistance to “flutter;” an aerodynamic phenomenon that can destroy an aircraft in seconds. But that’s not news either -- flutter and its possible role in this crash was discussed the day after the crash here.
There is one fact, however, that we didn’t know before. Race officials inspected the aircraft just before the race and determined that the aircraft’s trim tab’s screws were too short. But the NTSB could find no documentation that the screws had been replaced and the discrepancy resolved before the race started. Though the race inspector stated that he verified that all the aircraft’s discrepancies had been resolved, the NTSB recommended that, in the future, race organizers develop a system that tracks discrepancies found during pre-race technical inspections and ensures that they have been resolved before an aircraft is allowed to race As the NSTB put it:
without a method to track discrepancies to resolution, conducting pre-race inspections is of limited value.
The NTSB’s interim report doesn’t say whether the screws were, in fact, replaced. For that, we’ll have to wait for the NTSB to issue its factual report. But even without a system for race officials to track discrepancies, whenever a mechanic performs any work on an aircraft, he is supposed to record that work in the aircraft’s maintenance logs. If there’s no entry in the Galloping Ghost’s logbooks showing that the screws were changed, that’s evidence that the work wasn’t done, or at least wasn’t done properly.
Besides recommending that race officials establish a better system of ensuring that aircraft discrepancies are repaired before race time, it issued recommendations that would, among other things:
Can any question remain about the R44's tendency to roll over and catch fire? It happened again yesterday, in Glendale Arizona. This time, the helicopter had barely gotten off the ground.
Fortunately, no one was hurt. But the story is becoming all too familiar. According to the Arizona Republic:
A mechanic was testing the engine of the Robinson R-44 helicopter when he lost control and it came down on its side and caught fire.
Helicopters aren't supposed to catch fire in survivable accidents. But Robinsons do just that because their fuel tanks are defectively designed. This latest fire happened little more than a few weeks after an R44 accident killed filmmakers Mike deGruy and Andrew Wight. That crash led well-known aviation attorney Ladd Sanger to call the Robinson R44 the "Ford Pinto" of helicopters.
Seems as though there may be something to that.
Foreign countries routinely bring criminal charges against pilots after an accident. But in the US, criminal charges are very rare. And that's a good thing because "criminalizing negligence" usually does little to promote safety.
But perhaps there are exceptions.
Pilot Steven Fay bought his 1960 Cessna in June 2010. He crashed it after dark on New Year's Day 2011. He survived with minor injuries but, sadly, his 35 year-old daughter -- the passenger on the plane -- did not.
A Massachusetts grand jury has now indicted him for involuntary manslaughter, which carries a possible 20 year prison term.
Fay's Cessna, a Cessna 310, was a "multi-engine, complex, high-performance airplane." Trouble is that:
According to the NTSB report, neither weather nor mechanical problems played a factor.
The pilot says he warned Lauren Scruggs away from his propeller. According to the NTSB's preliminary report:
After [the pilot] opened the door, [Scruggs] started to get out of the airplane. Upon noticing that she was exiting in front of the strut, the pilot leaned out of his seat and placed his right hand and arm in front of her to divert her away from the front of the airplane and the propeller. He continued to keep his arm extended and told [Scruggs] that she should walk behind the airplane. Once he saw that [Scruggs] was at least beyond where the strut was attached to the wing, and walking away, he dropped his right arm and returned to his normal seat position. The pilot then looked to the left side of the airplane and opened his window to ask who was next to go for a ride.
The pilot then heard someone yell, "STOP STOP," and he immediately shut down the engine and saw [Scruggs] lying in front of the airplane.
While the pilot apparently tried to keep Scruggs from the propeller, it wasn't enough. Sadly, the accident likely would have been avoided had the pilot followed the the general safety guidelines set forth here.
The NTSB says that during tomorrow’s hearing, it will be looking to industry leaders to give it a “deeper understanding of regulations” bearing on the operation of the nation’s air shows. Of course, the only regulatory body that has the authority to control air shows is the FAA. But what the Board will find -- if it asks the right questions -- is that for the most part, the industry regulates itself. According to one veteran air racer, Howie Keefe, the FAA is more or less “hands off” when it comes to air show safety. From Martha Bellisle’s article in the Reno Gazette-Journal:
Keefe said the industry is largely self-regulated because the pilots and engineers are the most qualified to determine whether another pilot can handle a certain race or course or whether a certain design can handle the stress of a trick or race. ‘The classes themselves can say yes or no to a person who wants to race — if they can’t do a roll, they can’t race,’ Keefe said. ‘The FAA can’t do that. We rely on the expertise of the people in the industry to make the decisions.’
Perhaps a “hands off” policy is fine for the participants. But not so much for the spectators, who expect that if the FAA approves an event, it is overseeing the event’s safety in some meaningful fashion, and not merely turning the reins over to the event sponsors.
This Board says that the purpose of tomorrow’s public hearing is to help it investigate future air show accidents. But this Board is more assertive than past boards. There’s little doubt that it will find the FAA’s oversight lacking. The question is whether it will do anything about it.
Some say that Cirrus aircraft are improperly designed because they tend to catch fire on impact more frequently than other aircraft, such as those manufactured by Cirrus competitors, like Diamond or Cessna. And there are plenty of examples of post-crash Cirrus fires to talk about. Critics argue that those fires prove that the aircraft is unduly dangerous and defective.
An aircraft should be designed such that no one is burned to death in an otherwise survivable accident. At least, that’s the design standard in the auto industry. It became the standard when, during the 1970's, Bell Helicopters showed that some simple engineering enhancements could virtually eliminate post-crash fires in survivable Huey helicopter accidents. That technology has been around now for 40 years. The technology works in helicopters and cars, so there’s no reason for a properly designed, modern airplanes to catch fire either.
But the key is that the crash must be otherwise survivable. If the crash is not otherwise survivable, the post-crash fire is irrelevant to the fate of the occupants. To date, the Cirrus fires that critics point to (like this one, and this one) were accidents that likely would have been fatal regardless of whether there was a post crash fire. So from those accidents, no conclusions about the fuel system's safety can be drawn.
But this morning, everything changed. A Cirrus crashed in Phoenix while on approach to land at Scottsdale Airport. Both the pilot and the passenger survived the impact. But then a fire broke out. The fire killed one occupant and badly burned the other.
Unlike other Cirrus crashes, the Scottsdale crash was undeniably survivable. The post - crash fire raises legitimate questions about whether the Cirrus fuel system is as crashworthy as it should be.
“Investigators aren’t sure why Scruggs didn’t see the propeller” she walked into last night.
Um, maybe because a spinning propeller is pretty much invisible? Especially at night?
News reports are that incidents such as Lauren Scruggs', who is a model and fashion blogger, are rare. Maybe, but it would depend on what one means by “rare.” Seems that someone is killed or seriously injured by a spinning prop every year. Some reports of incidents from my local area alone are here and here.
During the day, spinning propellers have a mesmerizing effect. People have been known to see them, yet walk right into them.
Of course, at night, propellers can be virtually invisible.
In almost all prop-strike cases, pilot error plays a role. A pilot needs to think carefully before allowing a passenger to deplane with the engine running. Here, apparently, the pilot allowed Scruggs to exit the aircraft with the engine running so that another passenger could take her seat. Certainly it would have been safer to shut down the engine of the Aviat Husky he was flying before allowing passengers to leave or approach the aircraft. “Hot loading” – allowing passengers to get into the aircraft with the engine running -- is safe only when the passengers have been carefully briefed on procedures. Even then, it's best permitted only with the help of a trained spotter who walks one passenger away from the aircraft and then walks the next passenger in.
Here are some common guidelines for propeller safety:
It looks as though it was the twin-engine Seminole that caused the mid-air collision between it and a Beech Bonanza near Newberg, Oregon. The crash killed the the 58-year old Bonanza pilot. The Oregonian quotes sources saying that:
the larger Piper PA-44 Seminole was executing training maneuvers in the area, making a series of rapid ascents and descents shortly after 4 p.m., when it came down upon a Beech Bonanza V35. . . [cutting it in two].
The Seminole (N3062H) was owned by Hillsboro Aviation, a flight school in Hillsboro, Oregon. As it turns out, the crash was not the flight school's first. In fact, in recent years the school has been plagued with training accidents. The most serious of those was in September, 2009, when both a Hillsboro Aviation flight instructor and his student were killed while training in a Robinson R22 helicopter.
In August 2010, the FAA indicated its intent to fine Hillsboro Aviation $580,000 for numerous safety violations, including improper maintenance of its aircraft. Though the FAA investigation looked into the September 2009 fatal helicopter crash, the FAA ultimately decided to levy the fine for violations unrelated to that crash -- specifically for what it found to be Hillsboro's intentional falsification of various aircraft maintenance records.
Of course, Tuesday's crash may be entirely unrelated to the previous Hillsboro Aviation training crashes and the conduct for which the FAA cited the flight school. Nonetheless, the school's safety record is abysmal.
Yet, Hillsboro Aviation remains in operation.
The NTSB excludes family members from its accident investigations. But it allows those who may have caused or contributed to a crash to participate. That's an obvious conflict of interest. As a result, NTSB probable cause findings are not always impartial. Instead, they tend to favor the industry players.
The industry players have long argued that, while they may be allowed behind closed doors to assist the NTSB in their investigations, they would never seek to influence the investigation's outcome.
The Reno-Tahoe Airport Authority, which owns Reno-Stead Airport, has dropped the pretense of "just wanting to help the NTSB find out what happened." Rather, it has gone whole-hog in seeking to actually influence the investigation of the Reno Air Race Disaster. In fact, it has hired professional help from a Washington lobbying firm.
You won't find that information on the Airport Authority's website. But you will find it in papers filed in Washington, DC. According to The Hill:
The Reno-Tahoe Airport Authority has hired Gephardt Government Affairs to lobby on the “government investigation of crash at Reno Air Races,” according to new lobbying forms released this week.
An NTSB investigation is not supposed to be a political process. It's hard to imagine anything more inappropriate than hiring lobbyists to influence its outcome.
But that is what it has come to.
Thankfully, we still have the jury system. No lobbying allowed there. Everything has to be done in open court, for all to see.
There are obvious dangers inherent in events such as the Reno Air Races. The victims of the disaster were undoubtedly aware of those dangers and attended the event anyway. Does that mean they should not be able to file lawsuits to obtain compensation for their loss?
Not at all.
Granted, Life is Full of Risks
There are risks involved in most everything. We take a chance every time we cross the street. But it’s nonetheless reasonable for us to believe we will be safe when we are in the crosswalk. When we use the crosswalk, we are where we are supposed to be.
If an SUV hits someone in the crosswalk, we may all agree it was “just an accident.” Yet, we require the driver to compensate the pedestrian for his injuries. If the driver couldn’t see the pedestrian because the crosswalk was poorly designed, we might require the city to compensate the pedestrian. In either case, we don’t tell the pedestrian that he is out of luck because he assumed the risks of getting hit by a car.
It doesn’t matter that the driver had a very good driving record up to that point in time. While we don’t punish those responsible for an accident, we do hold them accountable and require them to compensate the person who, through no fault of their own, is seriously hurt.
The victims at Reno undoubtedly understood that there were risks associated with the Air Races. But they were exactly where they were supposed to be. Sure, the crash was an accident. But that doesn’t mean whoever is responsible for the injuries – whether that is a mechanic or a course designer -- shouldn’t compensate the victims for their losses.
The Race Sponsors Were Supposed to Provide Patrons with a Safe Viewing Area
Some say that Nevada law lets sponsors off the hook for injuries to spectators. And it's true that, in Turner v. Mandalay Sports Entertainment, the Nevada Supreme Court said that a baseball stadium was not responsible for serious injuries a fan sustained when she was struck by a foul ball. But in that case, the fan was not in the viewing area. Had the fan been injured in a viewing area, the result might have been different. That’s because the court recognized that a ballpark has a duty to provide the patrons with at least some designated safe seating.
Once a stadium owner or operator complies with the rule's requirements by providing sufficient protected seating, the owner or operator has satisfied the legal duty of protection owed to its patrons.
The Reno Air Race victims were in the designated viewing area. They were exactly where they were supposed to be. But it appears that the sponsors failed to ensure that the area was safe. Turner v. Mandalay would thus seem to support the victims’ claims for compensation, not undercut it.
The Language on the Ticket Is Not a Contract
A reader of this post noted that, according to the tickets sold for the event, the spectators voluntarily assumed all the risks and released the event sponsors from liability for any injuries. Isn’t that the end of the matter?
Sure, a spectator can, by contract, agree ahead of time not to sue if he is injured, even if the person who caused the injury was negligent. But for there to be a contract, there has to be an agreement. If the spectator actually signed something, then that would be one thing. Without the victim’s signature, the fine print on the ticket won’t be binding on anyone.
Hall of Fame aerobatic champion Patty Wagstaff says that it was just bad luck that Jimmy Leeward's accident involved spectators.
At the speeds Leeward was moving, had the malfunction occurred four seconds earlier or later, or almost anywhere else on the course, it would have terminated in the desert. This was not an accident waiting to happen – this was a freak accident.
Patty, this was not the first time that flutter sent a highly modified warbird out of control during the Reno Air Races. It happened in 1998, when flutter ripped a trim tab from a P-51 called "Voodoo." Bob Hannah, the pilot, immediately found himself heading straight up, just as Jimmy Leeward did. Hannah lost consciousness from the high g-loading, but regained his senses as the aircraft rolled over the top. Unlike Leeward, Hannah landed safely.
So, though it's too early to say for certain, it looks like Leeward's precise airframe failure -- or something pretty darn close -- actually happened before. And sure, Leeward's failure could have just as easily occurred somewhere else along the nine mile course, and not at show center. But that doesn't make it a "freak accident," any more than losing at Russian Roulette can be considered a freak accident.
Nope. This was an accident waiting to happen.
The warbird pilots push their aircraft to their limits and beyond. That's why it's called "Unlimited" racing. No one would deny pilots, fully aware of the risks they are taking, the right to fly their aircraft to the point of destruction. It is, after all, their own lives that they are risking over the Nevada desert. But they should not be permitted to place spectators at risk. Pilots might be willing to flirt with death. But that's not what spectators bargain for.
Sorry, Patty. Leeward's crash was no "freak accident." And suggesting it was is not fair to the victims.
Related content on this blog:
Three Mooneys have crashed in two weeks. Each aircraft crashed on takeoff. Sadly, seven people were killed. Two of the accidents may have involved the "impossible turn."
First Crash: On July 5, a 1974 Mooney M20F (N7759M) crashed shortly after taking off from Watsonville, California. All four aboard were killed.
At first glance, the Watsonville crash and the Winslow crash seem eerily similar. The same model aircraft was involved in each. Each crashed just moments after takeoff.
But the two accidents are entirely different. The Watsonville crash is consistent with the pilot climbing too steeply to avoid a fog bank. There doesn't appear to be any evidence of an engine problem, at least at this point. Rather, as the pilot pitched the nose up, his airspeed bled off, and the wings (not the engine) stalled. According to one witness:
He was heading toward the coast and tried to climb . . .From the time he took off, he was going too steep, too slow. ... He spun to the left and you can see where the impact was.
In contrast, the pilot in the Winslow crash appears to have attempted to turn around and glide back to the runway after his Lycoming engine quit.
A Mooney departed then called with engine problems [saying he was] returning to the airport [from the] opposite direction. My friend circled giving the Mooney the right of way. . Later he asked the Mooney for a position, no response to a couple of calls. He circled for a while longer then landed. Rolling out he saw the Mooney off the departure end of the runway on its back. He said it looked like the typical return to the airport stall spin accident.
The attempt to return to the airport after an engine failure is often called "the impossible turn," because it so frequently ends in the aircraft stalling during the turn and spinning in, with fatal results.
Plots are trained never to turn back to the runway after an engine failure unless they have adequate altitude. Instead, land straight ahead, or slightly to the right or to the left. Better to land in the trees, but under control, then lose control of the aircraft and spin in. While a crash landing in rough terrain may result in serious injury or even death, spinning into the ground is almost always fatal. Losing control of the aircraft after engine failure must be avoided at all costs. Unfortunately, the temptation to try the "impossible turn" and make it to the runway can be irresistible.
This video shows a Mooney pilot attempting the impossible turn after engine failure near Sacramento, California in 2009. Both he and his passenger were killed when the aircraft spun in.
Third Mooney Crash: Finally, on July 18, a 1979 Mooney 20K (N777CV) crashed at Augusta Regional Airport while taking off, killing the pilot and sole occupant, a Mooreville doctor. That aircraft also came to rest within the airport boundaries. It appears this pilot also experienced engine failure, and also may have attempted to turn back to the airport, stalled, and spun in. Too early to tell.
Running out of gas is a leading cause of piston aircraft engine failures. So you'd think that pilots would have zero tolerance for the shoddy fuel gauges installed in many aircraft, such as the ones installed in the Cirrus SR22. But instead, they tend to make excuses for the manufacturers. "It would be too expensive to make gauges that work." Or, "you shouldn't trust a fuel gauge anyway." Or, my favorite:
Well, you know, the regulations require that the gauge be accurate only when reading empty."
That last one makes the least sense of all. A pilot doesn't need a gauge to tell him his tanks have just reached "empty." The aircraft has another way of informing the pilot the very moment that happens.
I don't know how this stuff about the regulations started. But I've heard it from dozens of pilots over the years. Even from those who work for manufacturers, and so should know better.
The Regulations Do Not Say that the Fuel Gauge Must be Accurate "Only When Reading Zero"
Most aircraft carry "unusable fuel." For example, perhaps there are three gallons that sit in a fuel line that can't be pumped to the engine. So while the aircraft carries 53 gallons of fuel on board, only 50 are "usable." The federal aviation regulations, not surprisingly, require that the gauge read "zero" when there are three gallons left on the aircraft, since that's when the engine will stop.
Each fuel quantity indicator must be calibrated to read "zero" during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply . . ."
Put another way, the gauge must read "zero" when there is no usable fuel on board. But it doesn't follow that when there is usable fuel on board, the gauge need not be accurate.
The Gauge Must Be Accurate At All Fuel Levels.
The regulations require the gauge to show the quantity of usable fuel in each tank "during flight." It doesn't matter whether there is a quarter tank, a half tank, or a full tank of usable fuel. The gauge must indicate the quantity accurately. The only time the gauge need not be accurate is when the aircraft is sitting on the ground.
If a fuel indicating system does not comply with the regulations, it is defective. Plain and simple.
The relevant part of the aviation regulations is as follows:
§ 23.1337 Powerplant instruments installation.
Fuel quantity indication. There must be a means to indicate to the flightcrew members the quantity of usable fuel in each tank during flight. An indicator calibrated in appropriate units and clearly marked to indicate those units must be used. In addition: Each fuel quantity indicator must be calibrated to read "zero" during level flight when the quantity of fuel remaining in the tank is equal to the unusable fuel supply. . .
Senator Leahy of Vermont is pushing for a law that would insulate volunteer pilot organizations (such as Angel Flight West) from liability for injury the organization's pilots cause to its passengers. If the bill passes, it means that those injured by the negligence of an organization's pilot would have no recourse against the organization. Rather, the passenger would be limited to seeking compensation against the pilot -- regardless of how minimal the pilot's insurance.
The trouble is that those who decide to fly with a charitable organization usually do so because they are impressed by the organization, not by the pilot. The passengers don't select the pilot who, in some cases, they may not even meet the pilot until arriving at the airport for the flight. They have no way of checking out the pilot's qualifications or competence level. Instead, they trust the organization to do that.
It doesn't seem right for an organization to turn its back on an injured passenger or his family after an accident. Yet, that's what the bill would allow.
The text of the proposed law is as follows:
Liability Protection for Volunteer Pilot Nonprofit Organizations
A volunteer pilot nonprofit organization that flies for public benefit, the staff, mission coordinators, officers, and directors (whether volunteer or otherwise) of such nonprofit organization shall not be liable for harm caused to any person by a volunteer of such nonprofit organization while such volunteer--
(A) is operating an aircraft in furtherance of the purpose of such nonprofit organization;
(B) is properly licensed for the operation of such aircraft; and
(C) has certified to such nonprofit organization that such volunteer has insurance covering the volunteer's operation of such aircraft."
The EMS helicopter was returning to Shenandoah Valley Regional Airport in Virginia, having dropped off a patient in nearby Charlottesville. Reports differ on whether the Cessna was departing the airport or returning to the airport for landing. The Cessna and the helicopter collided. Though the helicopter landed safely, both occupants in the Cessna were killed.
No Control Tower
There’s no control tower at Shenandoah Airport. The primary means of preventing collisions at airports like Shenandoah is called “see and avoid.” That means that pilots are supposed to look out their windows, see other aircraft, and avoid them.
Helicopters and Airplanes Don’t Mix Well
Though the "see and avoid" method may sound primitive, over the years it has worked well, and mid air collisions are relatively rare. But helicopters don’t mix well with airplanes in a "see and avoid" environment. Helicopters tend to fly slower than airplanes and, because they have a small cross section, they are hard for airplanes to spot -- especially when viewed from directly behind.
Because of that, when near an uncontrolled airport, helicopter pilots are supposed to "avoid the flow" of airplane traffic. In other words, as best they can, helicopters are supposed to stay out of the way of airplanes. Sometimes that’s easy enough. For example, if the airplane traffic flies on one side of the airport (see below), the helicopters generally should fly on the other side. Or, the helicopter can fly at an altitude that is lower than the altitude at which the airplanes are flying.
The above diagram depicts a left-hand traffic pattern for fixed-wing (airplane) traffic similar to the pattern used at Shenandoah Airport. Airplanes typically fly the traffic pattern at 1000 feet. To avoid the flow of that traffic, helicopters might fly a right-hand traffic pattern on the other side of the runway, and fly no higher than 500 feet.
One question will be whether the Cessna was operating within the "flow" of fixed wing traffic when the collision occurred and, if so, why the EMS helicopter did not avoid that flow.
Steve Wilson argues that there are safety issues with Cirrus airplanes. First, Wilson feels that the Cirrus is more prone than your typical Beechcraft to crashes in which the pilot loses control of the aircraft while maneuvering. Second, Wilson feels that the Cirrus is more susceptible to crashes involving inadvertent encounters with icing conditions.
Of course, the NTSB chalks up both of these types of accidents to pilot error, not to a fault in theContinue Reading...
The NTSB hasn't yet released its probable cause finding concerning the Pilatus crash at Butte, Montana that killed the pilot and his 13 passengers. But it has just made public its “docket.” The docket sheds some light on what may have been happening in the cockpit in the minutes leading to the crash.
The flight was bound for Bozeman. Suddenly, the pilot diverted to Butte, which was only marginally closer. Though the pilot never explained the reason for the diversion, the docket suggests that theContinue Reading...
We've filed suit against Los Gatos real estate broker Karen Trolan (pictured), her husband Steve Trolan, and their company, Trolan Enterprises, as a result of the September 2009 plane crash that left the Trolans' passenger, 14 year-old Marilyn Mitchell, seriously injured.
The Trolans were headed from Truckee Tahoe airport to San Jose. They needed very little fuel for the short flight. But fuel was a few pennies per gallon cheaper in Truckee than in San Jose. The Trolans decided to fill the tanks of their single-engine Cessna 206 to the tops.
When departing a high altitude airport such as Truckee, that's a very dangerous thing to so. As discussed here, the combination of thin air and a heavy aircraft can dramatically compromise the aircraft's ability to climb. After takeoff, the aircraft will ride briefly on the cushion of air that exists between the plane's wings and the runway, and then crash. And that's exactly what happened.
The NTSB's preliminary report confirmed that the Trolans' tanks were indeed full when they attempted to take off.
The crash was caused by pilot error, plain and simple. Yet, the Trolans have turned their back on Marilyn and her family, leaving them to fend for themselves. The Trolans have yet to pay any of Marilyn's medical bills, which continue to mount.
It’s not uncommon for three or four pilots to share ownership of an aircraft. For years, owning an aircraft as “partners” was the norm. That form of ownership, however, carries with it some liability considerations.
Many pilots seeking to share an airplane now form a limited liability company. They arrange it so that the company, and not the individual pilots, own the aircraft. The pilots own shares in the company only. Because the pilots do not themselves own the aircraft, they avoid some of the liability that comes with aircraft ownership generally and with the partnership relationship in particular.
But here’s where people often get confused: no form of ownership allows the pilot who is flying the aircraft to avoid responsibility for his own negligence. If a pilot error kills or injures someone, that pilot may be held accountable to the victim or his family regardless of whether the aircraft is owned by his partnership or by his limited liability company.
An aircraft owner loans his plane to a friend. The plane crashes and a passenger is injured. It turns out the crash was caused by the negligence of the aircraft's mechanic. Can the crash victim hold the aircraft owner liable for the mechanic’s faulty work?
This question comes up a lot. In fact, it comes up in almost every case where the mechanic doesn't have adequate insurance to cover the passenger's medical expenses.
Ask the owner’s insurance company whether the owner can be held liable, and they will always say “no.” Their argument is that the owner didn’t perform the work and, in fact, without a mechanic's license was legally prohibited from doing so. The owner trusted the mechanic, as the regulations required him to, and so did nothing wrong. According to the owner’s insurance company, the passenger must look to the mechanic for compensation, and not to the owner.
In California, unlike in some other states, an owner of a machine that can seriously injure someone if not properly maintained is responsible to those injured as a result of faulty maintenance. It doesn’t matter that the owner didn't actually perform the faulty maintenance.
Why does this make sense? Because, according to the Supreme Court's opinion in Maloney v. Rath, it is the owner who decides who the mechanic will be.
the owner selects the [mechanic] and is free to insist upon one who is financially responsible and to demand indemnity of him.
In other words, the injured party had no say in what mechanic did the work, or whether the mechanic carried insurance. But the owner who selected him did. So the accident victim can hold the owner financially responsible, and leave it to the owner to try to obtain reimbursement from his mechanic.
The Maloney case didn’t involve airplanes. It involved a car crash caused by improperly maintained brakes. But the reasoning applies to airplanes too. After all, improper aircraft maintenance is just as dangerous as improper car maintenance. Maybe even more so.
The federal aviation regulations make the owner responsible for maintaining the aircraft in airworthy condition. The owner can’t necessarily avoid that responsibility by hiring a good mechanic. Despite what the insurance company says, the owner may still be on the hook. At least in California.
An instrument rating entitles a pilot to legally navigate an aircraft when the weather is bad enough that he can't see outside. A pilot who is not instrument-rated must always stay out of the clouds. If the weather is such that he can't do that, he must stay on the ground.
The training required to obtain an instrument rating is extensive. In most cases, it takes a pilot longer and costs him more to obtain the rating than it did for him to get his pilot's license in the firstContinue Reading...
According to the NTSB, most aviation accidents are caused by pilot error. But aviation lawyers know that as many as half the cases that the NSTB says were the result of "pilot error" simply weren't.
The NTSB does its best to get an accident's probable cause right. The trouble is that, in almost every one of its cases, the NTSB turns to the manufacturer of the aircraft for help in figuring out what happened. In other words, the NSTB asks one of the entities who may have caused the crash for help investigating it. The NTSB calls this method of investigation the "party system." It presents an unavoidable conflict of interest. It's like asking the fox for help in figuring out what happened to the chickens.
More often than not, the "party system" results in the pilot taking the blame, even when the accident may really have been the manufacturer's fault. I've seen this happen dozens of times. I've written about it here and here and here.
NTSB investigators don't disagree. Well, at least one doesn't. From an anonymous email:
[W]e rarely, if ever, can exclude the manufacturers' representatives from access to every part and detail of an investigation. We (NTSB investigators) are open and forthright with these people. Unfortunately, such a candid exchange is rarely a two-way communication...And the process gets pretty cloudy when we send the wreckage, or part, to that manufacturer for teardown and examination. Sure, we're there 'in-charge' of the process...but that's just a formality.
But isn't the NTSB watching everything that the manufacturer is doing?
NTSB investigators 'observing' may be more like a dog watching television when it comes to the latest technology that is known only by those experts who made it in the first place. And it's even worse if an FAA Inspector stands in for the NTSB investigator. Then our 'eyes' may be almost an in-house friend of the manufacturer...
Predictable Probable Cause Findings
So, what do you expect as a result? 'Nothing wrong with our engine! (or accessory) (or special part)'...and that's what goes down in the report...That's the simple reason that 'statistics' cite 80% pilot error...This high rate is simply not accurate, it's far more often a system failure... but the NTSB cannot buck industry when we have to use the 'party system.'
The Cirrus aircraft is loaded with advanced safety features lacking in older "legacy" aircraft. Yet, the Cirrus safety record appears to be no better -- and perhaps even worse -- than that of the legacy fleet. How can this be?
I've written before that "risk homeostasis" may be one factor at work. I suggested here and here that pilots might tend to use the advanced features of the aircraft to fly into more challenging conditions than they otherwise would. While using the features in that fashion might increase the utility of the aircraft, it necessarily undercuts many of the features' safety benefits.
It turns out that that three human factors experts have published a short article (see below) on riskContinue Reading...
I was sitting in my aircraft at the approach end of the runway at San Carlos, waiting to be issued an instrument clearance. A Beech BE65 Queen Air taxied down to the runway and took off ahead of me. Sadly, it crashed 30 seconds later into a lagoon north of the airport, killing the three aboard.
Some questions raised in the various news accounts:
Why was the aircraft headed north on the “Bay Meadows” departure, when its ultimate destination was to the south?
I heard the pilot – or whomever was handling the radios -- tell the ground controller that he was going to fly along the ridge line west of the airport and then to South County airport. TheContinue Reading...
Vice President of Business Administration
Duluth, Minnesota 55811
I own one of your aircraft. There are some nice things about the Cirrus. But a few things, from a safety standpoint, really suck. First, the doors don’t stay closed. Second, too many pilots and passengers are getting killed when pilots try to land the thing. Third, the fuel gauges don’t work.
I read your comments on each of these issues in today’s Duluth News Tribune. Considering that they come from a company that prides itself on “celebrating safety,” I found some of the comments disturbing.
Bill, they pop open. A lot. It’s always a distraction when it happens. If they pop open at a bad time, it can spell real trouble. More on that here.
I read how you flew from one airport to another a few weeks ago with a door that wasn’t shut, andContinue Reading...
The pilot of the Otter that crashed in Alaska on Monday, killing Senator Stevens and three other passengers, encountered some very bad weather. Low ceilings. Fog and rain. Gusty winds.
Rugged terrain only complicated things. Fortunately, the pilot had tons of experience -- tens of thousands of hours. According to the Alaska Dispatch, had any less talented pilot been at the controls, the death toll surely would have been higher.
The fact there were four survivors is testament to [the pilot's] skills. [He] maneuvered that plane like no other mere pilot to save lives.
So is the pilot a hero? No. Not quite.
There's an old saying in aviation: "a superior pilot is one who exercises superior judgment so as to avoid having to exercise his superior skills." In this case, a pilot exercising superior judgment might have turned around before tangling with the worst of the weather. Or, better yet, never left the comfort and safety of the lake lodge in the first place.
The Weather was Bad
When the pilot took off from the lake where the lodge was located, the weather was bad. It was bad at nearby Dillingham airport. It was bad at the river camp that was to be their destination. And it was bad everywhere between.
A pilot who flew the same valley where the crash occurred confirmed to the LA Times that it was bad there too. "It was just awful weather. . .I came through that valley at about 100 feet off the ground with about a mile of visibility."
Now, bad weather doesn't mean a good pilot must stay on the ground. For example, the airport at Dillingham has various instrument approach procedures that will allow planes to land safely in some pretty crappy weather. No undue risk. No sweat.
But this pilot wasn't headed to Dillingham. He was headed to a fishing camp on a nearby river. No instrument approach procedure would guide him through the clouds. If this pilot was going to get there, he’d have to do it without instruments. He’d have to do it by looking out the window. Seat of the pants stuff. All perfectly safe, as long as the weather is good enough for you to see where you are going.
Controlled Flight into Terrain
So what exactly happened? What we know about the accident is consistent with "controlled flight into terrain." Opting out of the instrument flight system, the pilot had to stay under the clouds. He couldn't go through them because once inside, he wouldn't be able to see and might bump into something hard and pointy. So he had to stay in the clear and visually pick his way around the terrain in his path. But as he maneuvered under the low clouds and around the fog, he suddenly came upon a mountain's steep up-slope. He shoved the throttle forward, pulled the nose up and began a climb. But the terrain rose faster than could his aircraft. He bellied onto the rising slope while in full control of a perfectly functioning aircraft.
At least that how it looks.
According to John Bouker, the pilot who found the wreck:
The Otter had plowed into the hill. He bounced up the mountain. He looked like he was in a full-power climb. . the plane appeared mostly intact.
That’s a classic "controlled flight into terrain” scenario.
Poor Decision Making
This morning a pilot who used to fly search and rescue out of Dillingham called me to talk about the crash. He pointed out that the state of Alaska accounts for more than a third of all commuter and air taxi crashes in the entire country. That's right: one state accounts for a third of all the nation's crashes. And more than 80 percent of those crashes are due to poor decision-making.
Alaskans seem to accept aviation tragedies as part of life in the wilderness. My caller suggested that poor decision making seems to be not just tolerated, but sewn into the very fabric of Alaskan aviation community.
The question is not the whether the pilot had the skills to “maneuver” the aircraft around difficult terrain. Or whether he had the experience necessary to pick his way around the obstacles along the route. Or whether he brought the aircraft down with the least impact possible. The question is whether, given the weather, he should have attempted the flight at all.
I can easily imagine that a nice fire was burning in the lodge fireplace when the pilot loaded up his passengers. If ever there was ever a flight that didn't need to be made, it was this one.
Yet it was.
Cirrus N146CK crashed on August 4 at Deer Valley, Airzona. The pilot was killed. Just before the accident, the aircraft's door popped open. We know that because the pilot reported to air traffic control that his door was open and that he needed to return to the airport to close it. Plus, surveillance cameras confirmed that the pilot's door was indeed ajar.
The plane's door popped open? What's with that?
The Cirrus doors are poorly designed. It's that simple. They just don't stay shut in flight.
The plane flies okay after a door pops open. But the distraction can be dangerous, and can lead to a loss of control, as demonstrated by this 2009 Cirrus crash. Following the 2009 accident, JohnContinue Reading...
An FBO is not supposed to rent an aircraft to a pilot who the FBO knows isn't competent to complete the planned flight safely. If it does, and a passenger is hurt or killed by the pilot's mistake, the victim or his family can hold the FBO responsible. That's the law of "negligent entrustment."
A pilot who doesn't hold the proper license or rating to operate the aircraft he is seeking to rent is probably not competent to complete the planned flight safely. But what if the pilot is properly licensed and meets all the FAA's other requirements? If the FBO rents the aircraft to the pilot, can the FBO still be held responsible for what turns out to be the pilot's mistakes?
Sometimes, the answer is yes.
The landmark case is White v. Inbound Aviation. A young pilot had just recently received his private pilot's license. He was comfortable flying the FBO's Piper Archer in which he had been "checked out" by one of the FBO's instructors. The FBO felt the renter was a good pilot. It felt, however, that the pilot should obtain some additional instruction in "mountain flying" before flying to an airport in the mountains nearby. The FBO felt that without the instruction, the pilot might not be able to handle the special challenges presented by "high density altitude" airports.
One day the pilot showed up to rent the Archer. He told the FBO that he wanted to fly two friends to Lake Tahoe airport, an airport in the mountains. The pilot hadn't obtained the mountain-flying instruction, but the FBO rented the aircraft to him anyway.
The pilot landed at Lake Tahoe airport without incident. But he wasn't prepared for the effects of the altitude, heat, and weight of the aircraft on takeoff. When he attempted to depart, he crashed, killing himself as well as his two passengers.
The family of one of the passengers sued the FBO, arguing it should never have rented the plane to the pilot for this particular trip. The jury agreed and held the FBO liable.
The FBO appealed. It argued that the pilot held a license that legally entitled him to fly anywhere he wanted, including mountain airports like Lake Tahoe. That, the FBO argued, should have been the end of the matter. If the pilot was competent in the eyes of the FAA, he should have been deemed competent in the eyes of the court.
The court of appeal disagreed, and affirmed the jury's verdict against the FBO. Though the young pilot may have been a competent pilot generally, that wasn't the issue. The FBO knew that, notwithstanding his license, the pilot wasn't competent for the particular flight he had planned. As the court of appeal noted:
[The issue as plaintiffs framed it] was not whether [the pilot] was competent in general to pilot an aircraft but whether [he] was competent to 'operate the aircraft that he operated on the day he operated it and in the manner in which he operated it under the conditions he experienced ... on July 3rd with three people on board going to Lake Tahoe.'
The FBO knew that, even though he was properly licensed, the pilot was not competent to conduct the particular flight he had planned under the conditions that existed on the day of the accident. The court of appeal ruled that, therefore, the jury properly held the FBO liable for the accident under the law of negligent entrustment.
When Cory Lidle's widow sued Cirrus Design, it caused a bit of an uproar in the aviation community. Her suit alleges that it was a defect in the aircraft's flight controls that caused the Cirrus SR-20 to slam into a Manhattan hi-rise. That claim led many to call the suit frivolous. After all, the NTSB determined the accident was caused by pilot error, plain and simple. Right?
Cirrus asked the federal judge who is hearing the case to toss it out as being based on "junk science." Cirrus argued that under legal precedent known as Daubert v. Merrell Dow Pharmaceuticals, the judge must act as a "gatekeeper." That means she must review the expertContinue Reading...
Many airports in the western United States are located at altitude. In the thin air, a departing aircraft's propeller and wings are less aerodynamically efficient. And without a turbocharger, the aircraft's engine won't be able to produce full power. All of that hurts the aircraft's ability to climb. Unless the aircraft is handled properly, after lifting off the runway it may travel for a distanceContinue Reading...
A passenger injured in an aircraft accident can't sue the aircraft manufacturer if the part that caused the crash is older than 18 years. Any such suit would be barred by the General Aviation Revitalization Act, or GARA.
What if the accident was caused by a mistake in one of the aircraft's manuals rather than a defect in the aircraft itself? If the manual is older than 18 years, does GARA protect the manufacturer from liability for its error?
It depends. The manufacturer is off the hook if the manual is properly considered a "part" of the aircraft. Some manuals are. Some aren't.
A flight manual (sometimes called a "pilot's operating handbook" or "flight handbook") is properly considered "part" of the aircraft, and so GARA protects the manufacturer. For example, in Caldwell v. Enstrom Helicopters, the pilot's family blamed a helicopter crash on the flight manual's failure to say that the last two gallons of fuel in the helicopter were unusable. As a result, the pilot believed he had sufficient fuel but in fact did not. He crashed just minutes from his destination.
The Caldwell court said that manufacturers are required by regulation to provide a flight manual when it delivers the aircraft to the customer. The manual must be carried in the aircraft at all times thereafter. Therefore, the manual was properly considered to be an aircraft "part." Because the manual at issue was more than 18 years old, GARA applied to protect the manufacturer from liability for any errors.
But the situation is different when the manual is a maintenance manual. A manufacturer can sell an aircraft without providing to the buyer a maintenance manual. Thus maintenance manuals, unlike flight manuals, are not a "part " of the aircraft, and GARA doesn't apply. At least according to Rogers v. Bell Helicopters Textron, a case decided earlier this month by a California appellate court.
In Rogers, the pilot claimed the accident resulted from faulty instructions in a maintenance manual for balancing the helicopter's tail rotor. The court ruled that, despite the fact that the manual was more than 18 years, GARA didn't apply and so the pilot was entitled to sue.
Unlike a flight manual that is unique to the aircraft, used by the pilot, and necessary to operate the aircraft, a maintenance manual applies to different aircraft models, is used by the mechanic, and only for troubleshooting and repairing the aircraft.
According to Rogers,, GARA won't protect a manufacturer from liability for mistakes in its maintenance manuals, regardless of how old the manuals are.
The plaintiff in Rogers was represented by Louis Franecke of San Rafael.
The General Aviation Revitalization Act immunizes aircraft manufacturers from liability for defects in their products once those products turn 18 years old. GARA was enacted in 1994. Back then, more than half the general aviation fleet was older than 18 years.
In other words, in 1994, the manufacturers were allowed to "walk away" from the majority of the fleet they had produced, as well as any defects that they had built into them. But once relieved of that financial responsibility, the manufacturers were supposed to spring into action and start cranking out new aircraft at more affordable prices.
True, anyone injured by a defect in an older aircraft would be left without a legal remedy against the manufacturer that caused the injury. But GARA proponents argued that the flood of new piston aircraft would lead to the older aircraft being removed from service. In short order, GARA proponents argued, the average age of the aircraft in the fleet would drop and manufacturers wouldContinue Reading...
A Philadelphia jury has determined that a defective carburetor caused the 1999 crash of single-engine aircraft that killed four and injured one. The aircraft, a Piper Cherokee Six, was manufactured in 1968. The jury’s verdict included $25 million for compensatory damages and $64 million as punitive damages against the engine manufacturer Avco Lycoming, a division of Textron.
Since the Aircraft was Older than 18 Years, Why Didn’t the General Aviation Revitalization Act Protect Lycoming from Liability?
There are a number of exceptions to the General Aviation Revitalization Act (known as GARA). In particular, GARA doesn’t apply when the manufacturer, in obtaining FAA certification of its part, conceals from the FAA information about defects in the part's design. The jury in this case determined that Lycoming did just that. Thus, GARA was no defense.
The NTSB Determined the Cause of the Crash was Pilot Error. Its Report Didn’t Say Anything About a Defective Carburetor. Why Wasn’t the Jury Bound by the NTSB’s Findings?
The NTSB’s accident reports almost always favor the manufacturers. That’s because the NTSB relies on the manufacturer for help in determining the cause of the crash it is investigating. The NTSB calls this method of investigation the “party system.”
Of course, asking the manufacturer for help in figuring out if there was a defect in its engine is much like asking the fox for help in determining what happened to the chickens. There’s a built-in conflict of interest. The NTSB is aware of the conflict, but continues using the party system anyway.
Here, after consulting with Lycoming’s experts, the NTSB decided not even to examine the carburetor. Since the NTSB never tore down this critical component, it’s no surprise that the NTSB did not discover any problems with it.
Fortunately for the victims’ families, the NTSB’s conclusions are by regulation inadmissible in court.
Why Did the Jury Award Punitive Damages?
A jury cannot award punitive damages simply because the defendant was negligent, or justContinue Reading...
The NTSB has released its preliminary report of the off-airport landing of Lancair IV-P N9JE at Hilton Head. The accident killed a jogger but left the plane’s two occupants uninjured. According to the preliminary report,
Further examination of the airplane revealed that the propeller assembly separated from the crankshaft flange and was missing.
In other words, the crankshaft failed.
One wouldn’t expect a crankshaft to break absent some sort of defect. If that proves to be the case, could the manufacturer of the crankshaft be held liable to the jogger’s family?
The aircraft was built from a kit and was thus "experimental." The engine, however, was not. Rather, according to FAA records, it appears that the engine was an FAA-certified, turbocharged piston engine manufactured by Teledyne Continental Motors, a company that has had its share of lawsuits related to its engines coming apart in flight.
The General Aviation Revitalization Act, or GARA, protects aircraft engine manufacturers from liability for defective engine parts older than 18 years.
We don’t know how old the engine was in this case. However, the Lancair builder had reportedly taken the engine from a Piper Malibu. Piper stopped using the Teledyne Continental TSIO-520 engine in its Malibus due to reliability problems. In 1988, it switched and began installing Avco Lycoming engines instead. Thus, if it turns out that the engine was an original equipment Malibu engine, then it had to be at least 20 years old -- 2 years beyond GARA's age limit.
So is Teledyne Continental Motors off the hook, regardless of whether the jogger's family can prove that the engine was defective?
There is one important but little-known exception to GARA. Regardless of the defective part's age, GARA doesn’t protect its manufacturer from lawsuits brought by the families of those killed on the ground.
That's the number one question I've been asked about this accident. Not "why did the accident happen," but "why didn't the pilot use the parachute?"
As I note here, most Cirrus pilots would say that the parachute should be deployed in the event of engine failure, unless there is a long, paved runway beneath the aircraft such that a safe on-airport landing is assured. But that doesn't mean that, if there is no airport within range, a pilot who opts to glide to a field rather than pull the chute is negligent.
Pulling the parachute has serious risks. The aircraft's rate of descent under the parachute is high. Ground impact forces are severe. Cirrus warns that the decision to deploy the parachute shouldContinue Reading...
A Cirrus SR-22, N224GS, crashed yesterday in Washington state. The pilot was killed. The passenger was critically injured. The aircraft departed Concord, California (CCR) in good weather, bound for home. It crashed in Morton, 60 miles from its destination, which was presumably Renton (RNT).
The accident appears to have been the result of engine failure:
Facts suggesting that the engine failed because it ran out of gas:
Only modifications that carry a Supplemental Type Certificate may be legally installed on an aircraft. The Supplemental Type Certificate guarantees that the FAA has thoroughly tested and reviewed the modification. And it's the Supplemental Type Certificate that insures that the modification is safe and compatible with the particular model aircraft on which it’s being installed. Right?
Maybe not. Owners really shouldn't place too much stock in an STC. Or so says one former NTSB accident investigator. The investigator, now retired, explained to me that most owners might be surprised by how little work the FAA does before issuing an STC. Sure, the STC process is a huge paperwork shuffle for the modification's manufacturer. But it's little more than that. The process seldom entails any real independent engineering cross-check on the FAA's part.
"Give me an example", I asked. "OK,' he said. "Let's talk tip tanks."
A popular modification for many models of Cessna single-engine aircraft are wingtip extensions thatContinue Reading...
Most general aviation aircraft manufactured today come with "glass cockpits." Instead of being equipped with mechanical gauges and indicators, they are equipped with computer screens. The screens integrate and display all sorts of useful flight information. The information displayed may include satellite weather, synthetic vision, infrared vision, terrain awareness information, trafficContinue Reading...
The NTSB released its preliminary report on the Pine Mountain Lake crash. As usual, the preliminary report contains no conclusions concerning the cause of the crash. For that, we'll have to wait up to 4 years. The preliminary report does, however, hint that the NTSB's investigation will focus on whether the pilot pressed on into weather beyond what the regulations allowed.
The full text of the report is here. Some excerpts:
Instrument night meteorological conditions prevailed at the accident site, and no flight plan had been filed.
Instrument weather conditions are those that require a pilot to fly by reference to his instruments rather than by looking out the window. To fly in instrument conditions, a pilot must be instrument-rated, his plane must be properly equipped, and he must have a clearance from air traffic control. He is not necessarily required to file a flight plan. For example, instead of filing a flight plan, theContinue Reading...
Lisa Krieger of the San Jose Mercury News writes on a variety of issues related to this crash:
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The runway at Pine Mountain Lake is oriented east-west, and is surrounded by rugged terrain. In poor weather, pilots are permitted to execute instrument approaches to the airport. The approach procedures guide pilots as they descend through the clouds to the runway. The procedures, flown properly, will place the pilot in a position to land straight ahead without having to maneuver. When the pilot pops out of the clouds after flying the instrument approach to Pine Mountain Lake, his view out of the windshield should be something like this:
The procedure the pilot must follow when approaching from the east is set forth below. A pilot may descend in the clouds no lower than 770 feet above the runway. To descend further, the pilot mustContinue Reading...
The initial investigation was conducted by local law enforcement in conjunction with the FAA. Now the National Transportation Safety Board will take over.
The NTSB’s job will be to examine the wreckage and attempt to determine if the crash was caused by a defective aircraft part, negligent maintenance, or pilot error. The NTSB concedes, however, that it lacks the manpower, the technical expertise, and the funding to do that job properly on its own. Therefore, as a matter of long-standing policy, it will seek engineering assistance from the companies that manufactured the aircraft components in question. In this case, the NTSB will recruit the help of Cessna Aircraft, which manufactured the aircraft involved in the accident, Cessna N5225J, and Teledyne Continental Motors, which manufactured each of the aircraft’s two 260 horsepower engines. The NTSB will exclude members of the victims’ families and their technical representatives from the investigation, feeling that they have nothing to offer. (Sad but true.)
Of course, the NTSB’s practice of asking the manufacturers for help – a practice it calls “the party system” -- presents a conflict of interest. After all, the manufacturers themselves might be the ones responsible for the accident. Some say that the NTSB’s party system is akin to asking the suspects for help in solving a crime. Nonetheless, the conflict – discussed further here – is ingrained in all NTSB investigations.
It’s no surprise that most NTSB final reports often favor the manufacturers who have “assisted” the NTSB investigators in their work. But perhaps it doesn't make any difference because, by federal regulation, the NTSB’s probable cause findings are not binding on anyone. The families are free to conduct their own investigation, and in the event of a lawsuit, the NTSB’s conclusions are given no deference whatever. In fact, in the event of litigation, the NTSB conclusions are not even admissible. Aviation attorneys who conduct their own independent investigations find that the NTSB’s conclusions are wrong about 50% of the time.
In one recent example, a Teledyne Continental engine similar to those installed on N5225J quitContinue Reading...
One might think that a twin-engine aircraft is safer than a single-engine aircraft. After all, if one engine fails, you still have the other to bring you home safely. That's the whole point of the second engine, right?
If one of the twin engines fails in cruise flight, maybe that's true. But if it quits right after takeoff, the twin can be extremely difficult to handle. When the aircraft's landing gear is down, its flaps set, and its airspeed just above the minimum flying speed, the asymetric thrust generated by the operating engine can flip the aircraft onto its back and out of control. A "Vmc roll", as it is called, isContinue Reading...
Cirrus aircraft are now available with "flight into known icing" (FIKI) capability. That's a great feature. I've written before, however, that Cirrus is asking for trouble with its marketing. Cirrus sells the feature as one that both enhances safety and increases the aircraft's utility. But Cirrus can't have it both ways. If a pilot uses the FIKI capability by, for example, flying in conditions that would otherwise keep him on the ground, he necessarily undermines that feature's safety benefits. I discuss why Cirrus' marketing is a problem here.
Steve Wilson, who is an air safety investigator (among other things), now slams Cirrus' marketing even harder. According to Wilson, some aspects of Cirrus' marketing encourage pilots to use the FIKI capability to take risks that are simply foolish.
Some say that Wilson's criticisms should be discounted because he sells Cessna aircraft and Cessna competes with Cirrus. But Wilson isn't criticizing Cirrus' product, just its marketing. It seems hard to argue with him.
Updated February 12:
A Cirrus SR-20 single engine aircraft collided with a Pawnee tow plane that was pulling a glider. The Cirrus reportedly ran into the Pawnee's tow line. The Pawnee crashed and the pilot was killed. The occupants of the Cirrus were also killed. The glider pilot, however, recognized the impending collision, released his aircraft from the tow line, and landed without injury to himself or his twoContinue Reading...
The FAA has instituted new rules designed to keep sightseeing helicopters from colliding with airplanes that are transitioning the Hudson River Corridor near the Statue of Liberty. The San Francisco Daily Journal, California's largest legal newspaper, published this column on how the new rules came to pass, and why they aren't enough.
The NTSB's preliminary report on the crash contains little more than what was in the news accounts. The report does, however, offer one bit of new information. The helicopter impacted on a magnetic heading of 230 degrees. That heading is not in line with the route from Reno to Susanville. While that might ultimately prove to be important, little can be made of that information without a careful examination of the layout of the terrain near the accident site and the roadway that the pilot might have been using to aid in his navigation.
Though the information in the NTSB's official report is sparse, an NTSB spokesman did offer his expanded comments to Mary Pat Flaherty, a reporter for the Washington Post who has been following the poor EMS safety record during the past months. The NTSB's Ted Lopatkiewicz told Flaherty that the Mountain Lifeflight helicopter didn't have certain important safety equipment. Lopatkiewicz was referring to the helicopter's lack of an autopilot, a ground proximity warning system, night vision goggles (discussed in this post), and other equipment necessary to navigate in poor weather.
But in this case the pilot was flying in good weather. He did not collide with the ground because he could not see it. Rather, as discussed here, it appears that the pilot crashed because of some type of mechanical problem with the helicopter. It's unlikely the helicopter's lack of advanced equipment played any role in the accident at all.
Aircraft engine manufacturers recommend that owners overhaul their engines when they accumulate a certain amount of operating time, usually between 1200 and 2400 hours depending on the engine's make and model. For example, Teledyne Continental Motors suggests that owners overhaul its IO-550 model engine at 2000 hours. Textron Lycoming suggests that owners overhaul its O-235 engine, like the one pictured, at 2400 hours.
Overhauls are expensive. Some can cost $40,000 or more. An increasing number of owners opt to run their engines 200, 400 or more hours past the manufacturer's recommended "time between overhauls," or TBO. Once past TBO, they may take extra precautions by, for example, regularly sending out engine oil samples for spectrographic analysis, checking the engine’s compression, and looking inside certain parts of the engine with a boroscope to insure that things look good. They feel the manufacturer's TBO recommendations are somewhat arbitrary. By running their engines past TBO they are squeezing more life out of them, and that just makes good economic sense.
The FAA does not require private owners to comply with the manufacturer’s stated TBO interval. The manufacturer's TBO is therefore advisory only. As long as a properly certified mechanic hasContinue Reading...
Burdett v. Teledyne Continental Motors involved the forced landing of a Beech Bonanza after the Teledyne Continental IO-550 engine installed in the aircraft came apart in cruise flight. The passenger was severely injured.
The National Transportation Safety Board blamed the engine failure on the mechanic who last worked on the engine, and cleared the engine manufacturer, Teledyne Continental, from any liability.
We suspected that the NTSB's determination had been influenced by Teledyne's engineers, who the NTSB had allowed to assist in the investigation, despite the obvious conflict of interest that presented. We thus conducted our own, independant investigation. We concluded that, contrary to the NTSB's findings, Teledyne Continental was to blame. After a six-week trial, the jury agreed.
At its annual convention in San Francisco, the California Trial Lawyers Association, known as the Consumer Attorneys of California, honored aviation accident attorney Mike Danko as a Trial Lawyer of the Year finalist for 2009 in recognition of our work in the Burdett case. The Trial Lawyers Association showed this video presentation during the ceremony.
An A-Star AS350B air ambulance helicopter crashed November 14 at Doyle, California, killing the three crew members on board. According to an article in the Reno Gazette Journal, the pilot made a distress call before the crash. That indicates that the pilot was likely experiencing a mechanical emergency. The photographs accompanying the article show that the wreckage was spread over a fairly large area. That indicates that the pilot lost control of the helicopter well before he was able to attempt an emergency landing.
Under the circumstances, the NTSB will be looking at the helicopter'sContinue Reading...
This past April, the NTSB called upon the FAA to ground the entire fleet of Zodiac aircraft because their wings tend to fall off in mid-flight. As it turns out, a defect in the Zodiac's design induces an aerodynamic phenomenon known as flutter. Flutter can destroy a wing or other control surface in a matter of seconds. This well-known, dangerous, but rare condition is shown occurring in the tail surfaces of other aircraft types here and here.
When the NTSB's issued its "urgent recommendation," a total of ten people had already been killed in Zodiacs due to flutter-induced failures. Back then, the NTSB was under heavy fire for sitting on a long list of NTSB recommendations pertaining to a number of different aviation industry sectors while lives were being lost. Because of that, I figured that this was one recommendation the FAA would act on, and fast.
The FAA will see Zodiac's manufacturer as an easy target and move against it -- if for no other reason than to quiet its critics.
I was wrong. The FAA refused to ground the aircraft. Even I was surprised.
Of course, it was just a matter of time. On November 6, another Zodiac crashed in Arkansas. It looks like another flutter-induced failure. That brings the death toll to 11. On November 13, the NTSB issued an official "I told you so."
The Safety Board's urgent recommendation to the FAA was to "prohibit further flight of the Zodiac CH-601XL, both special light sport aircraft and experimental, until such time that the FAA determines that the CH-601XL has adequate protection from flutter." The FAA replied in July that they lacked "adequate justification to take immediate certificate action to ground the entire fleet."
The NTSB's unstated question: Just how many deaths are required before the FAA finds "adequate justification" to act?
The families of the victims of the Zodiac crash near Oakdale, California, have filed suit against the aircraft's maker, Zenith Aircraft, alleging that the Zodiac's design is defective. The Zodiac is the two-seat aircraft whose wings tend to break off in flight due to a design-induced aerodynamic phenomenon known as flutter. That appears to be exactly what happened in the Oakdale crash. The design has caused at least 10 deaths so far.
According to the Modesto Bee, Zenith Aircraft is blaming the pilot and passenger for getting into the airplane it designed.
Zenith Aircraft said the crash was caused by the "negligence" of [the pilot and his passenger]. The company said both had "full appreciation" of the risks involved.
As discussed here, months ago the NTSB called upon the FAA to ground all Zodiacs. The FAA, however, has yet to do so. Unfortunately, the NTSB has no power to ground an aircraft on its own. It doesn't matter how bad the design of the aircraft is; only the FAA can ground a fleet.
The FAA refuses to act, and Zenith Aircraft won't accept responsibility for the fatal flaws in its aircraft's design. Lawsuits brought by aviation accident lawyers like the families' lawyers in this case seem to be the only way to prevent others from being killed in the Zodiac.
Maintenance manuals tell the mechanic when to perform an inspection or service, and how to perform it. Many mechanics believe that the regulations require them to follow the book exactly. But in an excellent column on this murky subject, mechanic and aviation author Mike Busch sums up the regulatory requirements nicely:
The manufacturer's “how-to” instructions are compulsory, but the manufacturer’s “when-to” instructions are not.
Let's say, for example, that the manual requires the aircraft’s spark plugs to be removed and regapped every 100 hours. If a mechanic decides to service the aircraft’s spark plugs, he must do it exactly as instructed in the aircraft manual. The regulations, however, do not require the mechanic to follow the manufacturer's instructions at all concerning when or how often to service the plugs, regardless of how much time the engine has accumulated. As Busch explains:
No manufacturer can mandate any maintenance requirement on a part 91 aircraft owner; only the FAA can do so.
There is another part of the story, however, that Busch's column doesn't address. The FAA regulations are bare minimum requirements only. If an accident occurs because the mechanic failed to comply with the manufacturer’s recommendations, questions can arise as to whether the mechanic was negligent – that is, not reasonably careful -- and thus liable to those injured as a result. A jury may conclude that, though the regulations didn't require him to, a reasonably careful mechanic would have followed the manufacturer's recommendations anyway. After all, does a reasonably careful mechanic believe he knows better than the manufacturer?
The NTSB has now given us further reason to question whether it deserves the confidence we place in it. On Friday, the NTSB came out with a block-buster press release condemning the Teterboro air traffic controller who had cleared the Piper airplane for takeoff. According to the NTSB's report, the Teterboro controller could see on his radar screen that the Piper pilot was on a possible collision course with the Liberty Tours helicopter. In fact, according to the NTSB, the controller could see the conflict before the Piper pilot switched off from the Teterboro controller’s frequency. Yet, according to the NTSB, the controller failed to warn the Piper pilot.
At 1152:20 the Teterboro controller instructed the pilot to contact Newark on a frequency of 127.85. . . At that time there were several aircraft detected by radar in the area immediately ahead of the airplane, including the accident helicopter, all of which were potential traffic conflicts for the airplane. The Teterboro tower controller, who was engaged in a phone call at the time, did not advise the pilot of the potential traffic conflicts.
That was wrong. True, the controller was on the phone when he should not have been. But the helicopter did not appear on the controller’s radar screen until after the Piper pilot was supposed to have switched to a new frequency. Of course, by then it was too late for the controller to advise the pilot of anything. In other words, it appears that there was nothing the controller could have done -- whether he was on the phone or not.
Over the weekend, the air traffic controllers’ union privately asked the NTSB to correct its error. The NTSB refused. So today the union issued its own press release setting the record straight. The press release claims that the NTSB's account, which implies that the controller should have prevented the accident, is "outright false" and "misleading." Worse, it charges that the NTSB knows it, but refuses to correct its error.
This afternoon, after the controllers' union went to the press, the NTSB finally conceded that it was, in fact, wrong. It thus issued a new press release, explaining that the controller could not have seen the helicopter after all.
The accident helicopter was not visible on the Teterboro controller's radar scope at 1152:20 [when the controller instructed the Piper to change frequencies]; it did appear on radar 7 seconds later - at approximately 400 feet.
The NTSB offered no apology for its error. Nor did it offer an explanation. Rather, despite that the union was right, and the NTSB was wrong, the NTSB’s only reaction was to kick the union off the investigation.
The NTSB’s blunder was a whopper. It laid blame for the accident where it does not appear to belong. The NTSB's only interest is supposed to be in getting the facts right. If that’s so, why did it not correct its error when the union asked it to? Why did it require the union to force the issue?
Compared to pilots in other countries, pilots in the US have extraordinary freedom. Of course, to keep commercial airliners safe from collisions, pilots of small aircraft are excluded from certain airspace near major airports unless they have first obtained a clearance from air traffic controllers. If a pilot obtains the necessary clearance, controllers will dictate the pilot's path and use radar to monitor the pilot's every move.
But that still leaves many places where pilots are permitted to fly without being supervised or controlled in any way. One such area, appropriately enough, is near the Statue of Liberty. As long as the pilot stays below 1100 feet -- outside the airspace used by airliners -- the pilot doesn't need a clearance, doesn't need to have filed a flight plan, and doesn't need to communicate with any tower or other air traffic control facility. The pilot is totally on his own.
Many non-pilots are surprised to learn that the method used to prevent collisions in such uncontrolled areas is called "see and avoid." The pilot is supposed to look out his window, "see" the other aircraft, and "avoid" them. Pilots talk about having to "keep their head on a swivel" when flying in uncontrolled airspace. Though this method of collision avoidance may sound primitive, over the years it has worked well.
There is one problem. Helicopters and airplanes don't mix well in a "see and avoid" environment. Helicopters fly slower than airplanes. And because they have a small cross section, they are hard to spot -- especially when viewed from directly behind. That puts them at risk of being rear-ended. It doesn't help matters that helicopters tend to manuever in a fashion that most airplane pilots find to be unpredictable.
Because of all that, helicopter pilots are supposed to "avoid the flow" of airplane traffic. In other words, as best they can, they are supposed to stay out of the way. Unfortunately, when both a helicopter and airplane are headed to the same spot, or are both looking at the same feature on the ground, that can be difficult to do.
We don't know what factors combined to result in the midair over the Hudson. But the NTSB has long recognized that when it comes to uncontrolled airspace, helicopters -- especially tour helicopters -- don't mix well with airplanes.
The G36 Bonanza's closest competitor is probably the Cirrus SR22. Would the outcome of this accident have been different had the Beechcraft been equipped with a ballistic parachute system, like the system installed in the Cirrus, depicted here? Probably not. For the Cirrus' ballistic parachute to work, the plane needs at least 400 feet of altitude. Although we don't know how high N618MW climbed before its engine quit, it's unlikely it reached 400 feet. That's an altitude the aircraft probably wouldn't have achieved until well after crossing the end of the runway. As this illustration shows, the Bonanza never made it that far.
The NTSB has now released its Preliminary Report. The report can be found here. There's no new information in the report, and certainly nothing that causes us to rethink the analysis we wrote about here.
As usual, the NTSB report contains no conclusion concerning the cause of the crash. For that, we have to wait until the NTSB issues its Probable Cause report. Some news sources, such as the one here, are reporting that the probable cause report will be issued in the next 6 to 9 months. That's doubtful. Except in the simplest of cases, it takes the NTSB at least 18 months to issue its probable cause report. Sometimes, it can take as long as four years.
Bonanza N618MW, a Beechcraft like the one pictured below, was doing "touch & goes" at Jack Northrop field in Hawthorne. "Touch and goes" are practice landings where the pilot does not stop on the runway. Instead, after the wheels touch down, the pilot advances the throttle, takes off again, and then circles around for another landing. Everything appeared to be fine until, on one ofContinue Reading...
Special rules protect careless health care providers in California. The rules, collectively known as MICRA, were designed to make it harder for medical malpractice victims to sue the doctors who injure them. For example,
But what do the MICRA rules have to do with helicopter crash cases?
In March 2008, a California court of appeal ruled that the medical malpractice rules apply to the claims of a someone injured in an ambulance. In that case, called Cannister v Emergency Ambulance Service, the court ruled that a negligent ambulance company that injures a patient en route to the hospital was entitled to all the protections of MICRA, because the ambulance company was properly considered a “health care provider.” The ruling extended the umbrella of MICRA's protection from doctors to ambulance drivers, at least when those drivers are licensed as EMT’s.
An EMS air ambulance company will undoubtedly argue that Cannister -- regardless of how unfair -- applies not just to road-bound ambulances, but to air ambulances as well. The aviation lawyer must keep the MICRA rules in mind in handling EMS helicopter accidents in California, and he should be familiar with the strategies that medical malpractice lawyers use to minimize MICRA's unfair impact on his clients.
The pilot's original destination was Bozeman, Montana. But the pilot amended his flight plan and diverted to Butte. The pilot did not tell air traffic control why he was diverting. About 25 minutes later, as the aircraft approached for landing at Butte, it went out of control and crashed.
Some possible explanations for diverting include:Continue Reading...
The General Rule
Mechanics are required by regulation to follow the instructions set forth in the manufacturer's maintenance manuals when working on an aircraft. The mechanic is not allowed to deviate from the instructions covering the work he undertakes. If he does deviate, and someone is injured as a result, the mechanic is liable.
Sometimes, a manufacturer learns of a problem with the way its product is performing in the field.Continue Reading...
Cory Lidle's wife and Tyler Stanger's family are suing Cirrus Design, alleging that a problem with the plane's flight controls caused Lidle and Stanger's plane to crash into a Manhattan hi-rise.
Miles O'Brien, a former CNN correspondent, calls the lawsuit frivolous, because the NTSB concluded the cause was pilot error. According to O'Brien, "in our litigious society, the facts don't matter for much."Continue Reading...
The Cirrus is a “new generation” aircraft loaded with safety features. For example, if a pilot flying after dark gets too close to a ridge line, the Cirrus' on-board Terrain Awareness Warning System generates a voice urging him to “Pull Up! Pull Up!” The plane’s wings secrete fluid that helps prevent them from icing up in poor weather. The cockpit has airbags, and its seats protect the passengers in a crash by absorbing 26 times the force of gravity. The Cirrus is the only aircraft of its kind that comes with a rocket propelled parachute that can shoot out of the back of the plane in an emergency. Partly as a result of all its safety features, the Cirrus has become the most popular general aviation aircraft, with sales surpassing long-time industry leaders Cessna, Beechcraft, and Piper.
Critics, however, say that the aircraft has a lousy safety record, with a fatal accident rate significantly higher than the “old style” Cessnas and Beechcrafts. They say that the Cirrus, made mostly of fiberglass rather than the traditional aluminum, is not crashworthy. Not only does theContinue Reading...
The General Aviation Revitalization Act, known as “GARA,” immunizes general aviation manufacturers from lawsuits for defectively designed or manufactured aircraft that are more than 18 years old. Regardless of how serious the defect, if the aircraft is more than 18 years old, an injured victim cannot sue its manufacturer.
There are exceptions. An injured party can sue the manufacturer regardless of the defective aircraft's age if:
Today the NTSB issued an "urgent" safety recommendation, asking the FAA to immediately ground all Zodiac CH-601XL aircraft. The reason: their wings tend to fall off. So far, six have broken up in flight, causing 10 fatalities. The NTSB suspects that the design of the aircraft induces "flutter"-- an aerodynamic phenomenon that can destroy an aircraft in seconds. This short NASA video depicts flutter nearly destroying the tail on a Piper Twin Comanche.
Will the FAA act on this recommendation or, like it has with regard to so many other NTSB recommendations, simply ignore it? I'm betting that this is one the FAA will act on. As I've noted before, the FAA has been under increasing fire for sitting on NTSB recommendations while lives are lost. The FAA will see Zodiac's manufacturer as an easy target and move against it -- if for no other reason than to quiet its critics. | aerospace |
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https://encyclopedia.pub/entry/36870 | 2023-12-05T21:08:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100568.68/warc/CC-MAIN-20231205204654-20231205234654-00721.warc.gz | 0.968505 | 2,392 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__308449962 | en | AFVG (standing for Anglo-French Variable Geometry) was a 1960s project for supersonic multi-role combat aircraft with a variable-geometry wing,[N 1] jointly developed by British Aircraft Corporation in the United Kingdom and Dassault Aviation of France. The project was borne out of ambitions to produce a viable combat aircraft that made use of the variable-sweep wing, as well as to promote wider cooperative efforts between France and the United Kingdom. However, neither Dassault not the French Air Force were particularly keen on the AFVG; the project was further impacted by repeated specification changes and indecision for what roles that the AFVG was to be tasked with on the part of Britain. In mid-1967, British requirements settled upon adopting the AFVG for the Royal Air Force (RAF) for the strike role in the place of the cancelled BAC TSR-2 strike bomber. The project was cancelled in June 1967, when the French Government withdrew from participation. However, the cancellation was not the end of work on the proposed design. BAC modified the specification to solely satisfy Royal Air Force (RAF) needs, reconfiguring the design as the UKVG and sought out new partners to procure the aircraft, which ultimately emerged as the Anglo-German-Italian consortium-funded MRCA (Panavia Tornado), a variable-geometry wing fighter/strike aircraft.
From 1945 onwards, Britain conducted a number of studies into the properties and use of variable geometry wings. The noted British engineer and inventor Sir Barnes Wallis began exploring the concept during the Second World War and became an early pioneer and advocate for the variable geometry wing, conceiving of an aircraft consideration that lacked conventional features such as a vertical stabiliser and rudder, instead using variable geometry wings to provide primary controllability in their place. In 1946, Wallis published a paper upon this research, which was quickly hailed as being a major scientific breakthrough in the aviation industry. Wallis proceeded to advocate for the production of an aircraft, military or civil, that would take advantage of a variable geometry wing. The Ministry of Supply and Ministry of Defence arranged for a series of tests to demonstrate the application of the technology to projectiles, both for research purposes and a potential form of anti-aircraft defence; while Wallis worked upon this research programme, he continued to promote the concept of a manned variable geometry aircraft.
In 1951, the Ministry of Supply issued Specification ER.110T, which sought a piloted variable geometry aircraft that would be suitable for research flights; however, ER.110T would be cancelled without an order due to urgent demands for more conventional transonic combat aircraft. At one point, Wallis examined the prospects of producing a variable geometry submission for Specification OR.330, which sought a supersonic aerial reconnaissance/strategic bomber aircraft. He conceived of a large aircraft equipped with a moveable delta wing configuration, which he dubbed Swallow; however, midway through scale model free-flight testing, the funding for Wallis' studies was terminated by the Ministry in June 1957. In 1958, research efforts were revived in cooperation with the Mutual Weapons Development Programme of NATO, under which all of Wallis' variable geometry research was shared with the Americans.
During the mid 1950s, multiple British aircraft manufacturers had become interested in harnessing variable geometry wings in their proposed designs. Amongst these design studies were a supersonic-capable derivative of the Folland Gnat, and a project by Vickers to design a large variable geometry strike aircraft in response to Specification GOR.339 for a nuclear-armed supersonic bomber. In 1964, the newly formed British Aircraft Corporation (BAC) decided to harness Vicker's earlier variable geometry work on a new design study, designated as the BAC P.45. The conceptual BAC P.45 was designed as a 'light strike' and two-seat trainer aircraft. BAC had strongly advocated for a government order for the type to equip the Royal Air Force (RAF), being one of a number of proposed designs that were produced by several rival manufacturers to meet Specification AST.362. According to aviation author Derek Wood, in spite the P.45 design being "the obvious choice", the Secretary of State for Defence Denis Healey dismissed it in favour of a prospective cooperative arrangement with France for a joint-project based on the Br.121 ECAT ("Tactical Combat Support Trainer") proposal from Breguet Aviation instead.
Starting in 1964, a series of in-depth discussions took place between the governments of France and Great Britain on prospective collaborative military aviation programs; these involved talks between Handel Davies, the co-chairman of an Anglo-French committee, and his French counterpart, Ingénieur-General Lecamus, negotiating the launch of two new military combat aircraft. According to these negotiations, the French would take the lead role in developing a new light ground-attack/trainer, while the British was to assume the leadership of a multirole fighter project. This multirole aircraft was to be equipped with a variable geometry wing and was intended to perform the strike, reconnaissance, and interceptor roles.
On 17 May 1965, following on from the cancellation of the BAC TSR-2 supersonic bomber, the British and French governments announced the signing of a pair of agreements to cover the two joint projects; one based on the Breguet Aviation Br.121 ECAT ("Tactical Combat Support Trainer") proposal; this would later evolve, after the cancellation of the AFVG, to become the SEPECAT Jaguar. The other was the AFVG, a larger, variable geometry carrier-capable fighter aircraft for the French Navy (Aéronavale) as well as fulfilling interceptor, tactical strike and reconnaissance roles for the RAF. The AFVG was to be jointly developed by BAC and Dassault Aviation, the proposed M45G turbofan engine to power the aircraft was to also be jointly developed by SNECMA/Bristol Siddeley.
On 13 July 1965, the specification for the AFVG feasibility study was issued; according to Wood, the specification greatly resembled that which had been earlier issued for the cancelled TSR-2. The AFVG was to have a maximum speed of 800 knots at sea level and Mach 2.5 at altitude. It was required to possess a minimum combat radium of 500 nautical miles, a ferry range of 3,500 nautical miles, and the nose-mounted airborne interception radar was to have a minimum range of 60 nautical miles. Armanment was to include a pair of 30 mm cannons and a 2,500 lb tactical nuclear bomb. However, the specification would be repeatedly re-drafted, the issuing of a definitive specification by Whitehall was delayed until April 1966.
Wood observed that the requirements of the specification were of a multi-role nature, akin to the Hawker Siddeley P.1154 and variable geometry General Dynamics F-111K. In RAF service, the AFVG had originally been intended to serve as a fighter, replacing the English Electric Lightning in the interceptor mission. However, following the decision to procure the American-built McDonnell Douglas F-4 Phantom II instead, the AFVG's expected role was changed in 1966 to supplementing the F-111K strike aircraft in replacing the English Electric Canberra and the V bomber force.
The AFVG was to be powered by a pair of SNECMA/Bristol Siddeley M45G turbofans, which were to be fed by Mirage-style half-shock cone inlets. The engine development programme contract was to be issued by the French government to a SNECMA/Bristol Siddeley joint venture company registered in France.
For Marcel Dassault, the founder of the firm that bore his name, relinquishing leadership on a major project, essentially taking a subordinate position to BAC on the AFVG threatened his company's long-term objective of becoming a premier prime contractor for combat aircraft. After less than a year, Dassault began to actively undermine the AFVG project, working on two competing "in-house" projects: the variable geometry Mirage G and the Mirage F1. According to Wood, both Dassault and the French Air Force had been unenthusiastic for the project from the start, the latter wanting to pursue its own indigenous aircraft equipped with variable geometry wings, while the former had determined that the AFVG did not confirm with any of its future equipment plans. While Britain was keen to procure a capable strike aircraft, France wanted interceptor aircraft; these design requirements of these different roles were relatively exclusive of one another.
Britain's own set of requirements for the AFVG were complicated by the effort of trying to fit the requirements of both the RAF and the Royal Navy onto a single airframe. Accordingly, as a measure to achieve reasonable performance, two different versions of the AFVG were called for, one being a multirole fighter equipped with pulse-Doppler radar and air-to-air missiles while the other was to be a strike aircraft with limited capability as an interceptor.
In June 1967, the French government announced their withdrawal from the AFVG project ostensibly on the grounds of cost. The collapse of the AFVG programme was considerably troubling to the British position, having chosen to rely on Anglo-French collaboration and American-designed combat aircraft to meet its needs.
The unilateral French decision led to a censure debate in the House of Commons. By 1967, when the French decided to withdraw from the AFVG programme, the Air Ministry was faced with a dilemma stemming from the imminent prospect of cancelling the F-111K, a decision that was taken in November 1967, to be formalized on 20 March 1968. Up to this point, Britain had spent £2.5 million on the AFVG for practically no gains. In order to justify the absence of any new strike aircraft following the failure of multiple projects to develop or procure one, Healey decided to entirely dismantle the requirement for one. Thus, in 1968, Prime Minister Harold Wilson, alongside Healey, announced that British troops would be withdrawn in 1971 from major military bases in South East Asia, the Persian Gulf and the Maldives, collectively known as 'East of Suez'.
With the prospect of no operational aircraft being available to fulfill the RAF's strike role, BAC decided to revamp the AFVG design, eliminating the carrier capabilities that were no longer necessary, into a larger, more strike-oriented variable geometry aircraft. Holding contracts were issued to BAC to support the project, which had been re-designated as the United Kingdom Variable Geometry (UKVG) aircraft. In November 1967, BAC issued a brochure on the UKVG proposal; various proposals would be issued to cover the use of multiple different engines. The quick production of a demonstrator aircraft, powered by a pair of Rolls-Royce/MAN Turbo RB153 turbofan engines, was also mooted.
While funding for the UKVG in the United Kingdom was seriously restricted, the British government sought to find partners in the form of NATO members, promoting the concept of creating and procuring a common NATO strike aircraft. In July 1968, a memorandum of understanding was signed between Britain, West Germany, Italy, the Netherlands, Belgium, and Canada . This memorandum eventually led to the launch of the multinational Multi-Role Combat Aircraft (MRCA) project, which in turn went on to produce a variable geometry aircraft to perform strike, reconnaissance, and interception missions in the form of the Panavia Tornado.
Data from Project Cancelled: The Disaster of Britain's Abandoned Aircraft Projects
Ground Mapping Radar + TFR | aerospace |
http://kathmandupost.ekantipur.com/printedition/news/2014-11-01/30-domestic-flights-cancelled-as-fog-blankets-tia-runway.html | 2019-05-26T10:11:22 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232259015.92/warc/CC-MAIN-20190526085156-20190526111156-00194.warc.gz | 0.969535 | 381 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__133994000 | en | Print Edition - 2014-11-02 | MONEY
30 domestic flights cancelled as fog blankets TIA runway
Nov 1, 2014-
Domestic airlines were forced to cancel at least 30 flights on Saturday morning as fog blanketed the Tribhuvan International Airport (TIA) runway.
Visibility on the ground was below 500 meters until 10:00 am, according to the airlines. Almost all Mountain View flights were called off due to the poor visibility, while half of the scheduled flights on the Kathmandu-Lukla sector were cancelled, they said. A few flights on the Kathmandu-Pokhara sector, among other remote sectors, were also cancelled.
Meanwhile, cracks have reoccurred on the TIA runway. The airport authority said there were few cracks on the runway due to which many domestic flights faced at least an hour’s delay on Friday morning.
According to an airline official, the runway repair work, which need to be carried out during the night time, was done in the morning, causing delays to large number of domestic flights.
Domestic carriers were forced to cancel one-third of their scheduled flights last year because of heavy rain, high winds or blinding fog, the Ministry of Culture, Tourism and Civil Aviation said. Airlines cancelled 12,675 flights, most of them due to bad weather conditions, which led to millions of losses. Of the 39,128 scheduled flights, only 26,453 took off.
Operators estimate a cancellation of a long-haul flight causes a loss of Rs 300,000 to Rs 400,000, depending on the number of passengers. On an average, a 19-seater aircraft earns $3,000 from a round trip on the Kathmandu -Lukla sector, the most lucrative sector for domestic carriers.
Published: 02-11-2014 09:40 | aerospace |
http://sciencenetlinks.com/science-news/science-updates/mars-hotel/ | 2021-10-27T12:50:31 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588153.7/warc/CC-MAIN-20211027115745-20211027145745-00671.warc.gz | 0.942789 | 1,090 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__45364932 | en | When the Apollo astronauts went to the moon, the trip took only about three days. A trip to Mars, on the other hand, would take many months—and space travel isn’t known for its luxuries. In this Science Update, you’ll hear about an ambitious project that might make that long journey more pleasant.
Resting up for the Red Planet. I'm Bob Hirshon and this is Science Update.
Astronauts are used to having relatively few creature comforts during their missions in space. But one group envisions that people traveling to Mars will have a hotel to stay in during their nine-month journey.
The space hotel is part of a mars transportation system being designed by the share space foundation -- a research team led by Apollo astronaut Buzz Aldrin. Team Member James Longuski of Purdue University says the hotel would orbit the sun and periodically fly by Earth and Mars. Astronauts would take smaller rockets to get to the hotel and back.
Because the space hotel never stops, and so we need these taxis to get onto the hotel and when we leave it to land on Mars.
Longuski says artificial gravity would be created by spinning part of the hotel. That way, passengers wouldn’t have to float around weightless.
The benefit of this is that weightlessness is fairly destructive to the human body. You begin to lose calcium, and there are various physical problems, which weaken the system.
So by staying in the hotel, astronauts could keep their strength -- which would certainly be needed to explore and work on the Red Planet.
For the American Association for the Advancement of Science, I'm Bob Hirshon.
Making Sense of the Research
Let’s be clear: A space hotel probably won’t include a swimming pool, hot tub, fitness room, and a gourmet restaurant. But in space, you take whatever luxuries you can get. In this case, there are two big luxuries: space (as in breathing room, not outer space) and gravity.
The gravity part is key. Although weightlessness looks like one of the most exciting things about being in space—and some astronauts might agree that it is—it gets old after several months. There are a lot of inconveniences to being weightless: it takes practice to move from one place to another, it’s tricky to use the bathroom, and forget about opening a bag of potato chips. Plus, it’s unhealthy. Your body wasn’t designed for a weightless world, and as Longuski points out, too much time without gravity can produce dangerous physical side effects.
That’s why the space hotel would rely on artificial gravity to create an environment more like home. By constantly spinning a piece of the hotel, the engineers plan to create a centrifugal force (an apparent force that pushes outward when an object rotates—like the “force” that keeps you pinned to your seat when a rollercoaster turns upside down). That force will substitute for the force of gravity, and keep the astronauts’ feet on the ground.
Although the astronauts’ comfort and safety is most important, there’s another good reason to build a space hotel: the cost. Any long trip like the one to Mars will require lots of food, supplies, and storage space. And all that stuff is expensive to launch. That’s why Longuski’s team wants to shuttle the astronauts to and from the hotel on smaller rockets (or “space taxis”): because they’re relatively cheap to send into orbit. That way, NASA doesn’t have to launch a huge floating apartment building for every future Mars mission.
Another bonus of the space hotel is that it won’t need fuel to propel itself. Once it’s launched, it will get pulled back and forth by the competing gravitational fields of the Earth and Mars. It’s tricky to figure out what path the hotels will follow, because Mars’ orbit isn’t as neatly circular as the Earth’s—so the distance between Earth and Mars changes constantly. That’s one of the many problems Longuski’s team is trying to solve before the hotels open for business.
Now try and answer these questions:
- Why build a “space hotel” instead of sending rockets all the way to and from Mars?
- Why create artificial gravity?
- What are some potential challenges in building a spacecraft of this size?
- Why send humans to Mars? What are the advantages, compared to sending robots and unmanned spacecraft? Do you think it’s worth the trouble and expense?
- Some scientists have discussed the idea of “terraforming” Mars: creating an artificial atmosphere that makes it possible for humans to live there permanently. What would be the purpose of this project? Do you think it would be useful?
Mars Exploration Program has news and information about NASA’s Mars exploration projects.
In this lesson, students will use Internet resources to write a mock Wikipedia entry on the many ways technology is central to traveling to, working, and living on Mars.
Eye in the Sky: Mars, also by National Geographic, tells the history of Mars exploration. | aerospace |
https://ifpnews.com/tag/aviation-industry | 2020-08-03T09:38:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735792.85/warc/CC-MAIN-20200803083123-20200803113123-00599.warc.gz | 0.930623 | 416 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__152730883 | en | The latest news and views about aviation industry
Home Tags Aviation Industry
Tag: Aviation Industry
Iran’s Civil Aviation Organization (CAO) says Syria has launched an investigation into the US warplanes’ harassment of a Beirut-bound Iranian airliner in the Syrian airspace.
A senior Iranian official says the harassment of an Iranian passenger plane by US warplanes in the Syrian airspace was an “unwise” move which shows Washington’s weakness and desperation.
The Iranian president has dismissed as “air terrorism” the US jet fighters’ harassment of an Iranian airliner in the Syrian airspace which endangered the lives of its passengers.
The Iranian government spokesman says Tehran will not stand idly by and watch the United States’ “unjustifiable provocations.”
Tehran has pledged that it will take necessary action to make Washington regret the recent harassment of an Iranian passenger plane by two US fighter jets.
A senior Iranian official says the Islamic Republic has no intention of retaliating in kind for the harassment of an Iranian airliner by two US warplanes in Syrian airspace.
Iranian Foreign Ministry Spokesman Seyyed Abbas Mousavi has strongly condemned the adventurist and dangerous move by US jet fighters against Mahan Air's Beirut-bound passenger plane, saying Tehran will not leave any hostile move unanswered.
Iranian Foreign Minister Mohammad Javad Zarif has called on the international community to stop the US' lawlessness, the latest case of which was witnessed in the harassment of Iran's Beirut-bound civilian flight, before it causes a huge disaster.
Iran’s Minister of Roads and Urban Development Mohammad Eslami says the recent dangerous and aggressive maneuvering by two US warplanes close to an Iranian airliner over Syria was an “act of terror”.
Iranian Minister of Culture Seyyed Abbas Salehi has described the US jet fighters’ interception of an Iranian passenger plane over the Syrian airspace as the latest instance of Washington’s “state-sponsored terrorism”. | aerospace |
https://www.nature.com/naturecareers/job/49427-physicist-geopysicist-mathematician-electrical-engineer-or-similar-development-and-implementation-of-new-optical-remote-sensing-techniques-german-aerospace-center-dlr-727060 | 2020-07-11T18:52:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655934052.75/warc/CC-MAIN-20200711161442-20200711191442-00496.warc.gz | 0.898144 | 413 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__156885040 | en | Institute for Solar-Terrestrial Physics
Area of research:
Scientific / postdoctoral posts,Other
The Institute for Solar-Terrestrial Physics develops and investigates new systems and methods for the observation and modelling of near-Earth space weather. Disturbances in the ionosphere can cause operational disturbances of satellite missions and modern communication, navigation and remote sensing systems. For this reason, the global ionospheric weather has been observed, investigated and modelled in Neustrelitz for years. Due to the complex coupling mechanisms between the thermosphere, ionosphere and magnetosphere and the sparse data coverage in the thermosphere and magnetosphere, the prediction of ionospheric disturbances is a particularly challenging task. A core element of the work is the determination of the state of the upper atmosphere with suitable measurement systems.
Your mission is to develop and implement new optical remote sensing techniques for probing of the neutral upper atmosphere (200-1.500 km altitude). Your work will contribute to improving the measurement capabilities applicable to this region of earth’s atmosphere, which so far are mostly limited to in situ observations performed by satellites and sounding rockets.
During the first 1.5 to 2 years you will be working at the DLR Institute of Atmospheric Physics (IPA) in Oberpfaffenhofen. As a first step, you will use existing equipment and infrastructure at IPA to test various methods and techniques in close collaboration with IPA scientists and engineers. In further steps, you will design and build a prototype instrument at IPA. After the successful demonstration, you will relocate the instrument to the Institute for Solar-Terrestrial Physics and commence regular observations in Neustrelitz. In addition, you will organize and conduct measurement campaigns at various locations both domestic and abroad. You will analyze the acquired data, discuss science questions with the experts at the Institute for Solar-Terrestrial Physics, and publish results in international scientific journals. It is also your responsibility to maintain the instrument and keep its capabilities at the forefront of remote sensing through continuous upgrades and improvements. | aerospace |
http://szief.blogspot.com/2010/09/west-bengal-kerala-170-flights.html | 2018-07-17T07:32:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589618.52/warc/CC-MAIN-20180717070721-20180717090721-00208.warc.gz | 0.970093 | 204 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__204233629 | en | West Bengal, Kerala: 170 Flights Cancelled
Last Updated: 2010-09-07T14:52:38+05:30
More than 170 flights going to and from West Bengal and Kerala were cancelled due to the strike called by central trade unions.
Private airliners which include, Jetlite, Jet Airways,Kingfisher, Spicejet and Indigo cancelled almost 177 flights to Kolkata and Kerala. Many passengers were stranded at Kolkata airport because of unavailability of public transport.
However, the Air India flight operations reportedly remained normal and its aircraft flew from Kolkata even after the strike started at 6 am which includes flights to Port Blair, Silchar, New Delhi, Mumbai and Aizwal and also international flight to Singapore.
It has been reported that 29 King Fisher flights going from Kolkata and coming to Kolkata have been cancelled and also 70 Jetlite and Jet flights were cancelled. Also, 27 Spicejet flights and 51 Indigo flights have been cancelled. | aerospace |
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