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https://www.isodyneinc.com/ | 2023-11-28T16:52:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00740.warc.gz | 0.893444 | 280 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__291367015 | en | |Isodyne’s connector backshell Tool-less Braid Termination System was specifically designed to provide better mechanical and electrical performance for wire harnesses requiring shielding protection for EMI/RFI, HIRF and lightning. Both the individual shields and the overbraid are terminated at the backshell with one band. Our spring band can be installed and removed thousands of times with no tools allowing for easy re-entry of the cable assembly for repair or re-pinning and no degradation of spring force. The Isodyne backshell system has been in use since 1990 on land, sea, air and space platforms requiring a higher performance connector backshell.
For Quotes or Questions Call – 316-682-5634
The Isodyne Tool-less Braid Termination Systems also provides numerous benefits in the communications fields supporting applications in radios, Satcom, UAV market, military fixed and rotary wing aircraft. The Isodyne Tool-less Braid Termination system is widely recognized for consistently high quality and superior performance.
|The Isodyne connector system is made up of an EMI backshell with a spring banding area populated with slots to allow the individual drain wires direct contact with the backshell body. The Isodyne system allows for assembly and disassembly of the over braid to the backshell without the need for a tool. | aerospace |
https://www.museum.msu.edu/msu-museum-included-in-nasa-grant-awarded-to-collaborative-michigan-state-university-mars-project/ | 2021-05-15T17:04:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243990551.51/warc/CC-MAIN-20210515161657-20210515191657-00265.warc.gz | 0.926948 | 399 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__204492728 | en | The Abrams Planetarium, Michigan State University’s School of Journalism, and the MSU Museum have been selected to receive a NASA TEAM II Remote Opportunities Rapid Response grant. The project, “World Building on Mars,” will engage middle school students in urban planning and designing communities for living on Mars.
Denice Blair, Education Director at MSU Museum and key personnel on the grant, remarked, “The collaborative environment design will create a truly problem-based experience for middle school students, which will challenge them to integrate knowledge about Mars, history of the NASA Mars program, urban planning, and multiple grade-level STEM skills. We are very excited about this new NASA-funded partnership. The MSU Museum, the University’s science and culture museum, provides our visitors powerful interactions with science content. We have a great opportunity here to go even further by creating an amazing, Mars-focused STEM learning experience for middle school students and their teachers. We look forward to working with all the partners to develop this unique education program.”
The project aims to create virtual programming, based on an earlier program collaboration between the Abrams Planetarium and the MSU Museum called “The Martian Design Studio”. The program worked with a local non-profit to work with middle school girls to develop human settlements on Mars, by providing programming on the science and exploration of the planet and also on urban planning. This resulted in a temporary MSU Museum exhibition, where students displayed their projects for public view.
The NASA Grant will fund the next phase of this project, leading to the development of an interactive, immersive 360 simulation of the Mars environment. It will feature augmented reality components, such as 360 virtual and 3D renderings, bringing to life the student designs for human settlements on the planet Mars. It will be realistic and detailed, using NASA’s images from its rovers on Mars and the students’ conceptualizations for structures to sustain life. | aerospace |
https://www.ofly.in/blogs/general-aviation-in-india | 2023-03-31T00:48:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949506.62/warc/CC-MAIN-20230330225648-20230331015648-00017.warc.gz | 0.964123 | 706 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__76555676 | en | General Aviation, Not So General in India
Civil aviation in India is considered as only scheduled airlines. People in general not know much beyond scheduled airlines or Air force when it comes to Aviation. Whereas fact is as per latest DGCA data i.e. of 2018-19, only one-third of total aircraft registered in India belong to Scheduled airlines. Remaining two-third are distributed primarily among General Aviation. General Aviation refers to part of civil aviation that exclude scheduled commercial airlines. World over, General Aviation also known as GA supersedes scheduled airline by few times in terms of aircraft numbers. Since it is not a bulk passenger carrier, it is not much known to public at large.
General Aviation in India primarily includes:
Charter Aircraft: Aircraft involved in charter operations under non-scheduled operations permit.
Private Aircraft i.e. non-commercial use
Charter Aircraft are involved in commercial operations without a published schedule. Primarily, they are in to business of Air Ambulance, Point to Point luxury transport, joyrides and the like. In this category, small, medium and large aeroplanes, helicopters, survey aircrafts are included.
Private Aircraft are like our personal cars. They are used for personal usage. Private aircraft in India are very limited due to heavy taxation on import of aircraft and high airport usage charges. Further, this particular segment has not been promoted by administration. Usually, such aircraft are owned by big corporations in India and are not within reach of even upper middle class.
Training Aircraft: In India a small percentage of demand for ab-initio Pilot training is catered. Presently, close to 32 flying training institute exist. Out of these few are not operational due to various reasons. Most of civilian pilots are trained outside India due to cheaper cost and quality of training.
Government Aircraft: are those owned and operated by various state governments. Most of the states in India have their own aircraft for VIP movements of CM, Governor and other ministers and government staff. Some states have fleet of aircraft and helicopters whereas some are empty handed.
Aero-Sports: these include hot air balloons, light sport, ultra-light aircraft, and the like.
PRESENT STATE OF GENERAL AVIATION IN INDIA
General Aviation condition in India is not a healthy state as of now. It seems all systems and infrastructure are designed and operated to support scheduled airlines or VVIP travel. Substantial policy level changes are essential to grow this important segment of aviation.
Charter Aircraft business in not a very performing one in Pre-covid situation. The pandemic has pushed this business a little with Government usage of the same for transporting medical samples and vaccines. Also, Air Ambulance business has increased due to pandemic. However, Charter aircraft attract heavy airport charges like landing & parking fee. Relaxation in taxation and airport charges are something that administration should do to help grow this service segment.
Private aircraft numbers in India is a meager one. The number primarily includes aircraft belonging to big corporate houses. People with passion for flying cannot easily afford to own and operate even a small aircraft in India. Presently, tax on import on an aircraft for private use is very high making it completely nonviable to have one. Ironically, India do not have manufacturing capability to make one indigenously. Additionally, private aircraft attract higher charges at major airports operated by Airport authority | aerospace |
https://recompr.de/flyegypt-is-back-in-germany/ | 2022-10-06T10:31:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337803.86/warc/CC-MAIN-20221006092601-20221006122601-00028.warc.gz | 0.918964 | 475 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__99786219 | en | Cairo, Dec. 21. 2018 – FlyEgypt is preparing for a quick take off in Germany again. Just in time for Christmas holidays the airline is resuming its wide operations between Germany and Egypt´s most famous holiday destinations Hurghada and Sharm-el-Shaik.
After an intensive dialogue with the National Aviation Au-thority LBA (Luftfahrt-Bundesamt) the airline received back full flight approvals. First flights from Germany to Egypt are scheduled for Dec. 23 up from Erfurt to Hurghada followed by daily operations connecting all German airports in our network.
FlyEgypt was infected by a temporary revocation of its flight approval in Germany for the last 15 days due to regrettable disagreements in our catering logistics.
It has always been our goal to fulfil the strict but understandable safety requirements of all National Aviation Authorities in our global network and we regret that we missed this goal for a short period of time in Germany causing confusion both for our flight guests and for our partner network. And we thank all our trusted partner in the German travel industry helping us reducing damages both for our customer and our airline group down to the minimum.
Safety in operations always on highest standard
Our safety in flight operations has not been a topic in the now completed examinations of LBA. Excellence in safety has always been key for FlyEgypt operating with a fleet of five modern Boeing 737-800 Next Generation and matching the highest safety standard in the global aviation industry: FlyEgypt is voluntarily certified according to Iata Operational Safety Audit (IOSA) since 2016.
With a modern fleet of five modern Boeing 737-800 FlyEgypt is connecting Berlin Düsseldorf, Erfurt, Frankfurt, Hannover, Köln-Bonn, Münster-Osnabrück Leipzig, Nürnberg, Rostock and many other European Airports with Egypts favority holiday destinations Hurghada and Sharm-el-Shaik. In 2019 our fleet will get expanded up to ten aircraft inclucing two brandnew Boeing 737-800 Max.
Adress: FlyEgypt SAE, 1 Gad el Haq Street, Block No.1226, Masaken Sheraton, Heliopolis, PO:11799,Cairo, Egypt | aerospace |
http://vimeo.com/44082945 | 2014-07-14T13:14:34 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1404776440593.58/warc/CC-MAIN-20140707234040-00053-ip-10-180-212-248.ec2.internal.warc.gz | 0.95328 | 90 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__28214067 | en | Zephyr's maiden flight occured on May 19th 2012. This video is a short demonstration of the performance of the parachute ejection system, as required by IREC 2012 official rules.
Zephyr is Oronos Polytechnique's rocket for the IREC 2012 competition hosted by ESRA in Green River, Utah.
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Hmm…it looks like things are taking a while to load. Try again? | aerospace |
https://fluttr.in/web-stories/best-fpv-drones-for-beginners/ | 2022-09-25T01:01:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334332.96/warc/CC-MAIN-20220925004536-20220925034536-00126.warc.gz | 0.968896 | 211 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__270298158 | en | (Handpicked by Fluttr)
It comes with a 12 MP 4K camera which is capable of taking footage at 4K 60 fps/ 1080p 120fps. it comes with amazing features like GPS return to home & much more.
It comes with a 2.1 mm lens & a 1/1.8" sensor and many hand features for racing. If you're looking for a beginner FPV racing drone then this should be your choice.
It's a super lightweight drone that weighs just 27 grams & has a 300 mAh battery. If you want to experience a FPV drone for the 1st time then it's the one for you.
It comes with a Runcam Nano 2 FPV camera and can fly up to the speed of 50km/h. It's a pretty decent drone for beginners as well as experienced flyers.
It's a well-built drone with all the accessories. It certainly is an all-round performer as it has a pretty good range, battery backup & flying speed | aerospace |
https://nkshopi.com/product/udi-u46-mini-drone-for-kids-2-4ghz-rc-drones-with-auto-hovering-headless-mode-nano-quadcopter-blue/ | 2023-01-30T04:05:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499801.40/warc/CC-MAIN-20230130034805-20230130064805-00466.warc.gz | 0.895713 | 414 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__184025368 | en | Awesome Starter Drone! Amazingly Fun and Durable Little Drone for Beginners and your Kids!
UDI U46S mini drone is specifically designed for children and newbies’ flying coaching!
It’s blades are full protected by it is protecting body! Make it extra sturdy and anti-collision.
Drone Weight: 0.44 lbs
Drone Size: 3.12″x3.54″x1.25″
Flight Time: 6-7mins (Each Battery)
Controller Operating Frequency: 2.4GHZ
Controller Battery: 3×1.5V AA Batteries(not included)
1 x U46S Mini Drone
1 x Controller
3 x Drone Batteries
1 x USB Charger
4 x Extra Propellers
1 x User Manual
Beginners Real Experience: Equipped with one key taking-off / touchdown, headless mode and altitude maintain operate, flying isn’t loud in any respect and really secure. Super sturdy and low-cost worth drone for children and newbies flying coaching.
Three Batteries, More Flight Time: With 3 additional batteries, you possibly can expertise triple enjoyable of our mini drone, flight time as much as 15-21 minutes in whole. Low battery alarm removes worries concerning the miniature drone getting misplaced.
Three Speed Mode: With 3 completely different flight speeds, low/center/excessive velocity mode, our micro drone makes positive pilots with completely different talent ranges to have completely different flying experiences.
Safety and Durable Design: The 4 propellers are totally coated with full safety guards, guaranteeing them not being broken in a collision and completely defending children from the spinning propellers.
Pocket Sized Helicopter Drone: With its light-weight and sturdy design, our indoor drone is appropriate for varied events, comparable to events, faculty, fishing, and mountain climbing. Great rc toy present for Christmas/vacation/birthday for children or buddies. | aerospace |
https://defence.gov.au/AircraftNoise/NFPMS/Default.asp | 2023-01-29T13:17:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499713.50/warc/CC-MAIN-20230129112153-20230129142153-00104.warc.gz | 0.908298 | 815 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__222882995 | en | Defence operates Noise and Flight Path Monitoring Systems (NFPMS) to provide the community with information about aircraft noise associated with military operations at three RAAF bases. Defence is conducting noise assessment at some childcare centres on RAAF Bases.
The NFPMS provides information in a format that is easy to read and understand, and helps Defence to manage community aircraft noise exposure.
The Department of Defence has engaged Bruel Kjaer EMS (Australia) to install, maintain and operate an NFPMS at RAAF Bases Amberley, Townsville and Williamtown. Quarterly reporting from the NFPMS can be accessed by following the links at the bottom of this page.
An NFPMS is a computer based system that correlates aircraft noise with aircraft flight track data from an air traffic control system. The NFPMS operated by Defence is the same system used to monitor noise near major airports in Australia (such as Brisbane, Melbourne and Sydney) and overseas (at Denver, Heathrow, San Francisco).
Aircraft noise levels are measured by noise monitors installed near Defence bases. The monitors are very sensitive (for example, it can sometimes measure buses, trucks, and loud cars), so the information from the noise monitor is compared to radar flight paths.
If the timing of a noise event matches the radar track made by an aircraft, that noise is attributed to the aircraft and will appear in our NFPMS reports. Sometimes, the noise cannot be matched to radar tracks, so the noise is treated as background noise and is not included in our NFPMS reports. reports
For detailed information, download our factsheet on the measurement of aircraft noise.
Airports around Australia use NFPMS to provide local communities with noise and flight track data recorded by automated terminals. Defence has reported NFPMS data to local communities since 2005 and, in 2013, introduced an innovative new webpage report to replace paper-based reporting.
The new interactive NFPMS webpages can be accessed by following the links in the tables below. These webpages are updated every three months and provide detailed flight track and noise information. By clicking on the various drop-down menus, or on the noise monitoring terminals, it is possible to explore the local noise environment and flying activities.
A video demonstrating the new NFPMS reports and explaining how to use it is available here (45.3mb).
The below table contains links to the interactive and accessible monthly reports from July 2017 onwards for RAAF Amberley, RAAF Townsville and RAAF Williamtown and from November 2021 onwards for RAAF Darwin and RAAF Tindal.
|Base||Monthly Reports 2017-2022|
|RAAF Base Amberley||Interactive||Accessible|
|RAAF Base Darwin||Interactive||Accessible|
|RAAF Base Tindal||Interactive||Accessible|
|RAAF Base Townsville||Interactive||Accessible|
|RAAF Base Williamtown||Interactive||Accessible|
The below table contains quarterly reports for the 1st half of 2017 (January to March and April to June).
|Base||Quarter 1 - 2017||Quarter 2 - 2017|
|RAAF Base Townsville||Interactive||Accessible||Interactive||Accessible|
|RAAF Base Amberley||Interactive||Accessible||Interactive||Accessible|
|RAAF Base Williamtown||Interactive||Accessible||Interactive||Accessible|
Historical quarterly and annual reports for all Defence NFPMS sites from 2005 to 2016 sites can be downloaded here.
|Quarter 1||Quarter 2||Quarter 3||Quarter 4||Annual|
Temporary community noise monitoring was conducted during Exercise Pitch Black 2012. The key results of the two week monitoring project are available at the link below.
Information about Australian Super Hornet conditions of consent and monitoring are located on the environment pages. | aerospace |
https://www.pilot-expo.com/vacancy/trainee-aircraft-mechanic-pik/ | 2024-02-26T02:14:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474649.44/warc/CC-MAIN-20240225234904-20240226024904-00070.warc.gz | 0.928148 | 299 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__193922012 | en | - Location:Prestwick, United Kingdom
- Employment type:Full-time
Prestwick Aircraft Maintenance Ltd (PAML) is one of six heavy aircraft maintenance providers for our client Ryanair, carrying out maintenance on Ryanair’s entire fleet of New Generation Boeing 737-800 series aircraft, at our Hangar facility located at Prestwick International Airport, Ayrshire, Scotland.
As part of our continuous growth plan, we are seeking to recruit Trainee Aircraft Mechanics for our 16-week training program with intakes throughout 2024.
Responsible for carrying out maintenance tasks as required and allocated with minimal supervision
Maintain a high standard of work in all tasks
Complete the appropriate documentation
Comply with all company procedures, policies, regulations and MOE
Maintain a safe and clean working environment
Ensure the company Health and Safety policy is adhered to
Any other tasks as directed by Supervisor / Manager
Note: This job description is intended to convey information essential to understanding the scope of the job and its general nature. This job description is not intended to be an exhaustive list of duties and should not be assumed as such.
Candidates who show a keen interest in engineering and a willingness to learn including school leavers will also be considered.
All successful candidates must provide a clean Disclosure Scotland certificate and have the unrestricted right to work in the UK before commencing employment.
Structured career growth
Supported learning and training
Dynamic work environment | aerospace |
https://www.fundgates.com/news/story/unisa-smartsat-crc-and-partners-commit-7-million-to-develop-ai-enabled-spacecraft-that-operate-autonomously/5161 | 2023-09-22T11:40:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506399.24/warc/CC-MAIN-20230922102329-20230922132329-00589.warc.gz | 0.897091 | 703 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__323140624 | en | 04 July 2023
Australian researchers have launched a $7 million project to build smarter spacecraft that are not reliant on ground communications.
The University of South Australia (UniSA), funded by Australia’s leading space research centre, the SmartSat Cooperative Research Centre (CRC), today announced plans to develop new autonomous spacecraft using artificial intelligence (AI).
The three-year UniSA-led project will involve eight SmartSat university and industry partners, including Airbus, Asension, Deakin University, Defence Science and Technology Group, Leonardo Australia, Saab Australia, and Swinburne University of Technology.
The research project aims to create a set of autonomous algorithms that will enable small and distributed spacecraft to make decisions independently, optimise the use of available resources and capabilities, adapt to changing conditions, and handle critical situations, without intervention from Earth.
The project will focus on high impact areas of spacecraft autonomy and onboard AI as identified and prioritised with the industry and defence partners, including:
- Onboard processing and actionable intelligence
- Small spacecraft and constellation resilience
- Dynamic optimisation of constellation resources
- Real-time tasking and resource allocation
SmartSat CRC Chair of Artificial Intelligence, UniSA STEM Professor Ryszard Kowalczyk, who is leading the project, says spacecraft autonomy will be a key feature of the next generation space systems.
“Spacecraft that can operate independently of ground contact will be able to respond to unexpected events in real time without needing to wait for commands from Earth. This autonomy will improve Australia’s remote sensing capabilities and other vital services undertaken in space, allowing us to push the boundaries even further in orbit,” Professor Kowalczyk says.
“It will help increase the responsiveness and continuity of space-based observations, minimise communication and data access delays, and reduce the costs for both space and ground operations."
SmartSat CRC CEO Professor Andy Koronios, says that, to date, onboard processing has been limited to data collection, but researchers hope the algorithms they develop will allow spacecraft to perform many tasks with less intervention from human operators.
“As autonomous technologies advance and are embraced, their place in space will expand and present new opportunities for applications here on Earth,” Prof Koronios says.
“The next generation of satellite communications and earth observation will be achieved using integrated systems of satellite constellations operating autonomously and performing multiple tasks in real time.
“Such AI-enabled technologies promise to transform major sectors of our economy such as agriculture, farming and mining and to better serve our defence and national security objectives.
“This investment is possible through the great support of the Federal Government CRC Program Australia and has the opportunity to develop leading technologies in space autonomy.”
The project team will also invite world-leading researchers to lend their expertise to the project, such as Professor Hanspeter Schaub, an expert in spacecraft astrodynamics, who is currently being hosted by UniSA under SmartSat's Visiting Research Fellow Scheme.
Contact for interview:
Professor Andy Koronios and Professor Ryszard Kowalczyk.
Candy Gibson, University of South Australia M: 0434 605 142 E: [email protected]
Alison Bowman, SmartSat CRC, M: 0481 273 462 E: [email protected] | aerospace |
https://www.oklahoman.com/story/news/1981/11/20/e-3as-assist-in-exercise-two-tinker-planes-in-egypt/60365077007/ | 2023-01-30T01:18:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499790.41/warc/CC-MAIN-20230130003215-20230130033215-00161.warc.gz | 0.948229 | 292 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__39036627 | en | E-3As assist in exercise Two Tinker planes in Egypt
Two E-3A Sentry radar planes from Oklahoma City have been deployed to Egypt on a previously unannounced training mission, the Air Force revealed today.
A spokesman for the 552nd Airborne Warning and Control Wing at Tinker Air Force Base said the planes will participate in a military exercise with other nations.
They also will assist a round-trip practice bombing mission there by a Strategic Air Command B-52 operating from a U.S. base.
The Sentry planes will be assigned to the Bright Star 82 exercise involving a U.S. military force of 5,000 in cooperation with forces in Egypt, Sudan, Somalia and Oman.
The first airmen from Tinker left Wednesday aboard a C-141 transport. The two radar planes departed Thursday and arrived early today.
The announcement said approximately 90 persons from Tinker are involved in the mission, including five members of the 3rd Combat Communications Group which is providing ground support.
Sentry planes from Tinker have been dispatched to Egypt twice in the past two months. Earlier, they were deployed there briefly after the assassination of the late president Anwar Sadat.
The unarmed E-3As provide computerized airborne radar surveillance of vast areas. They also are linked directly to combat planes and furnish target information to the strike planes' weapons-directing computers. BIOG: NAME:
Archive ID: 40373 | aerospace |
https://dronemann.blog/2016/04/01/tea-leaves/ | 2022-09-29T20:36:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335365.63/warc/CC-MAIN-20220929194230-20220929224230-00066.warc.gz | 0.946999 | 339 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__191191144 | en | Everyone wants to know, “when will the Part 107 rules be published”?
Anyone who says they know is just guessing, and anyone who knows won’t say.
But, here’s my reading of the tea leaves: soon.
- When the FAA opened the online sUAS registration system, they said that operators flying for non-hobby use will be able to register their aircraft online beginning in “March 2016”.
Well, they are on-time. Here’s the FAA news release.
Thursday, March 31 – Starting today, owners of small unmanned aircraft systems (UAS) used for commercial, public and other non-model aircraft operations will be able to use the FAA’s new, streamlined, web-based registration process to register their aircraft. The web-based process will significantly speed up registration for a variety of commercial, public use and other users. Registration for those users is $5, the same low fee that model aircraft owners pay.
2. In a recent phone call to my local FSDO, I asked for the sUAS expert. I was told that he was in Washington getting training on the new rules.
So, if I were a betting man I would say “soon”.
Update: 4/21/16 – At the Unmanned Aircraft Systems (UAS) Symposium in Daytona Beach, Fla., FAA Administrator Michael Huerta said that the final small UAS rules will be out in late spring – and will thus bring forward “routine commercial drone operations and eliminate the need for most Section 333 exemptions.” | aerospace |
https://www.tmt-ipe.com/single-post/2019/04/04/tmt-joins-space-tech-expo-2019 | 2023-12-01T13:15:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100287.49/warc/CC-MAIN-20231201120231-20231201150231-00619.warc.gz | 0.918977 | 174 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__174179742 | en | TMT Joins Space Tech Expo 2019
Pasadena, California – April 4, 2019 – TMT will be returning to exhibit at Space Tech Expo at the Pasadena Convention Center in California from May 20-22, 2019. We invite you to join us at America’s meeting place for space technology and engineering. Space Tech Expo is the leading showcase of space technology and services for spacecraft, satellite and launcher systems, sub-systems, components and materials for civil, military and commercial space.
Attending the exhibition is completely free; your pass includes access to 250+ spacecraft manufacturers and suppliers, free sessions in the expo hall, networking receptions and much more! Register for your free pass by following this registration link.
Visit us at booth #6025 all three days. Learn more about the expo at spacetechexpo.com. | aerospace |
https://koura4u.com/2022/07/02/cbmiawh0dhbzoi8vd3d3lnvuaxzlcnnldg9kyxkuy29tlze1nju0my90agutdw5pdgvklxn0yxrllwfubm91bmnlcy1hlxn0b3atdg8tdgvzdgluzy1hbnrplxnhdgvsbgl0zs13zwfwb25zl9ibaaoc5/ | 2023-03-30T05:01:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949097.61/warc/CC-MAIN-20230330035241-20230330065241-00473.warc.gz | 0.952212 | 1,089 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__257473022 | en | The United States Government has stated that it does not run longer tests of anti-satellite (AST) weapons. In a public statement during a visit to Vandenberg Space Force Base, Vice President Kamala Harris confirmed that the primary purpose of this policy is to set an example for other countries. It is an important step towards establishing “space standards” that all countries must follow.
ASAT weapons go as far back as the early years of the Cold War. According to the Naval Institute Guide to World Naval Weapons Systems, ASAT weapons were designed for strategic and tactical military purposes. Satellites have long been used by the military for navigation, communication and gathering information about enemy movements and activities through advanced satellite imagery: spy satellites.
While ASAT weapons have never been used in actual warfare, China, India, Russia and the US have all proven their capabilities. These weapons have so far only been used by these countries in tests against their own targets, such as decommissioned satellites.
If you’re wondering why it would even be necessary to shoot your own satellites out of the sky, it might help to remember that this reminds everyone that they can destroy a satellite at will. It’s a threat: “If you threaten our infrastructure, we can retaliate.” But each successful test throws thousands of new pieces of debris into orbit.
The risks of space debris may not seem so obvious at first. After all, the space is huge, and you might not think it’s very likely that a few bits and pieces can hit something important† But it’s worth remembering that every single object in space, from the International Space Station (ISS) to the tiniest speck of paint, is whizzing around Earth at tremendous speed, and we keep putting more and more stuff there.
The United Nations Office for Outer Space Affairs (UNOOSA) maintains an index of objects launched into space. At the end of January 2022, this list contained 8,261 individual satellites, an increase of almost 12% over the previous 10 months. And as Starlink and its rivals settle to building their mega-constellations of communications satellites, this growth will only accelerate. In fact, satellite collisions have already occurred and it is no longer uncommon for satellite owners to dodge each other’s satellites.
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So as harmless as it may seem to detonate your own gear in space, there is a very real threat looming. Every time a satellite is destroyed, whether it’s attacked by ASAT weapons or just crashed into something, it results in thousands of tiny pieces of debris scattered across the orbit of the original satellite. On Earth, this would simply mean a lot of litter to clean up, but in space and orbit, it means thousands of shards of metal, plastic and ceramics orbit the planet many times faster than a rifle bullet.
A prime example of this was when Russia conducted its most recent ASAT test in November 2021. Debris from the destroyed satellite came dangerously close to the International Space Station, and emergency measures were needed to keep it out of danger. This is the crux of the problem. Most of the larger debris from such tests can be tracked with ground-based radar, which can give satellite operators advance warning, but the smaller stuff is basically invisible. Depending on how high it is, it can stay in orbit for a very long time.
Addressing this issue was the main goal of VP Harris’s announcement. By setting such standards, it is hoped that other countries will follow suit. According to Robin Dicky, principal analyst at the Aerospace Center for Space Policy and Strategy, “There are countless conversations about different standards going on – there is no one-size-fits-all solution for developing them. The approach you choose will likely be very different depending on the content and context.”
The global astronomy community and scientists around the world fully support the idea of: eliminate space junk, including the use of anti-satellite testing, but it could be some time before this becomes a reality. Russia and China have disengaged from the European and US space programs, making the prospect of a “universal protocol” difficult at this stage.
It may take longer than we hope, but the circumstances are not as bleak as they seem. Projects such as ClearSpace1 are underway to manage “space debris” by collecting it and performing controlled atmospheric burns. And if we can reach a global agreement to end ASAT, it will lay the foundation for long-term sustainable management. This landmark announcement by VP Harris is an important step in the right direction.
With the pace at which we get things into orbit, it will become critical to reach consensus among all private companies and space agencies. According to the MIT Technology Review, by 2025 there could be as many as 1,100 satellites launched every year† As Dicky puts it, “Setting these common expectations of what is and isn’t acceptable in space is a critical step to ensure space is safe and usable for everyone in decades to come.”
More information: Carnegie Institution
#United #States #announces #halt #antisatellite #weapons #testing | aerospace |
http://www.goflying.net/go-flying-australia-podcast-007-matt-hall-raaf-top-gun-and-red-bull-air-race-pilot.html | 2017-11-19T16:07:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805687.20/warc/CC-MAIN-20171119153219-20171119173219-00143.warc.gz | 0.964397 | 756 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__252133235 | en | Summary: On todays episode I talk with Matt Hall who is a Red Bull Air Race Pilot and former RAAF FA-18A fighter pilot, Fighter Combat Instructor, combat veteran in the F15E Strike Eagle with the USAF.
How Matt got started in Aviation – His Father introduced him to aviation (General Aviation). Matt has been flying in the right hand seat of aircraft such as Citabrias, Austers, Piper Pawnees and in Gliders since he was a young child. He always knew he was going to become a pilot.
Matt’s experience in the RAAF – Matt joined the RAAF as a Direct Entry Officer. His pilot training involved 6 months on the CT-4 and 9 months on the Pilatus PC-9. Matt was the dux of the course and chose to go to fighters (flew the Macchi as the LIF and onto FA-18A).
Matt saw a lot of changes to the FA-18A‘s capabilities during that time. Matt’s most memorable experiences were graduating from the Fighter Combat Instructor, running the Fighter Combat Instructor course as an instructor and Flying the F15E in combat with the USAF.
Matt’s transition to becoming a Red Bull Air Race Pilot – Becoming an Red Bull Air Race pilot was not a long term goal as the start of his career as its a new sport. Matt is one of the few fighter pilots to be able to retire and transition to another exciting type of flying.
Matt explains the Red Bull Air Race – See here for details. Matt explains that there is a lot of stress on his body during the races. Matt needs to watch closely what he is eating and drinking and can loose up to 2kg of body fluid during a short flight.
Air racing as as a team event – It like any motor sport, there is a large team to ensure the pilot has everything to be successful. Matt’s Aircraft – the MXS-R. Matt uses telemetry to track the performance of his aircraft during training and races.
Matt’s roles as an educator (Teaching airmanship to pilots) – Matt uses his Air Race role and media attention to encourage people to get into aviation and to teach experienced pilots about airmanship and ensure they are as safe as possible.
Matt talks about the three phases of airmanship that people go through:
1. Learning – you know you don’t know anything and need someone to help you.
2. Experienced Phase – ‘I know everything’. You don’t think anything can happen to you anymore. This can be a short or long term phase.
3. Mature – Where you become more conservative and start listening to people and take a proactive approach.
Ozrunways – We chat about how Matt uses the Ozrunways app to assist in flight planning and navigation.
P51 Mustang – Matt talks about his share in a P51 Mustang.
Matt’s experience flying the F15E Strike Eagle.
Rapid Fire Questions
Which famous Aviator would you like to meet – Charles Kingsford Smith.
What aircraft would you buy if money was not an option – Grumman Goose.
Best Aviation Day – Jet Ranger 206 flight to lunch with the family.
Next Red Bull Air Race – The next race is in Chiba, Japan on 16-17 May.
We would love your feedback! Please leave a comment below or via the contact form.
How to Listen to the Podcast:
Alternatively please press the play button at the top of the page to listen now.
*Photos used with permission from Matt Hall Racing who reserves all rights | aerospace |
https://ethiopianembassy.org/boeing-737-max-makes-emergency-landing-in-orlando-march-27-2019/ | 2023-03-30T08:59:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949107.48/warc/CC-MAIN-20230330070451-20230330100451-00707.warc.gz | 0.960236 | 276 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__127032368 | en | Boeing 737 Max Makes Emergency Landing in Orlando (March 27, 2019)
A Southwest Airlines Boeing 737 Max made a safe emergency landing in Orlando, Florida, after experiencing an engine problem, the Federal Aviation Administration said.
The crew declared an emergency after taking off from Orlando International Airport on Tuesday and returned to the airport safely.
No passengers were on board as the aircraft was being ferried to Victorville, California, where Southwest is storing the aeroplane because of a nationwide commercial flight ban.
The 737 Max was grounded in the United States on March 13 after a deadly crash involving a Max in Ethiopia on March 10. It was the second fatal crash involving the plane model in the past five months.
US airlines are allowed to shuttle the planes but cannot carry passengers.
The FAA said it’s investigating but the emergency was not related to anti-stall software that is suspected as a cause of the two fatal crashes, including one last year involving a plane from Indonesia.
Airport spokeswoman Carolyn Fennell said one of the airport’s three runways was shut down for cleaning after the landing. She said it was standard procedure to check a runway for debris after an emergency landing. It wasn’t clear if any parts actually fell off the plane.
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Feel free to contribute! | aerospace |
http://flightglobal.com/news/airlines/aircraft-leasing-and-financing/ | 2015-05-30T10:27:50 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207930995.36/warc/CC-MAIN-20150521113210-00296-ip-10-180-206-219.ec2.internal.warc.gz | 0.932671 | 231 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__73638047 | en | Lion mulls taking on additional A330s
Indonesia’s Lion Air could add more Airbus A330-300s to its fleet above the three ordered in December last year, says the head of its aircraft leasing...
New Russian-Chinese lessor aims for 100 Superjets
Russian and Chinese parties have tentatively agreed to establish a new leasing company for Sukhoi Superjet 100s which aims to build a fleet of 10...
American inaugurates 787 in latest step of fleet renewal
American Airlines introduced its first Boeing 787-8 between its Dallas/Fort Worth and Chicago O’Hare hubs today, the latest in a string of new aircra...
ANALYSIS: Asia Pacific carriers take 43 new aircraft in April
Asia Pacific carriers took 31% of the new passenger aircraft delivered during April, receiving 43 aircraft out of global deliveries of 139 units.
Lufthansa executive Kratky to head Austrian
Lufthansa Group has named senior manager Kay Katky to succeed Jaan Albrecht as chief executive of Austrian Airlines on 1 August 2015. | aerospace |
https://stemcoalition.eu/programmes/estcube | 2023-12-09T10:37:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100909.82/warc/CC-MAIN-20231209103523-20231209133523-00769.warc.gz | 0.953256 | 405 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__63135019 | en | ESTCube is a student satellite project and the first satellite in the world that attempted to use an electric solar wind sail (e-sail). The project aims to give students an opportunity to give their theoretical knowledge a practical output by building real-life satellites.
For every project, a team of engineers, mechanics, programmes and students is put together. With the team, a detailed plan and goals are set. For the ESTCube-1, the goal of the project was to successfully launch a student satellite. During the time in orbit, the satellite was actively used for taking images and downloading data, while students rapidly continued improving software for all subsystems. With this, the satellite was launched in 2013 and by 2014, the attitude determination and control system software reached its full functionality. In 2015, the batteries of the satellite got empty and the connection with the satellite ended.
Based on the good results from ESTCube-1, the activities continued with a new ESTCube-2 project in 2017. ESTCube-2 is a technology demonstration mission for deorbiting technology plasma break, the interplanetary propulsion system electric solar wind sail and advanced satellite subsystem solutions.
The ESTCube team is also participating in several bigger events and seminars. In addition to that, they also organize events that introduce the space technology and opportunities in the project. Every summer, the ESTCube Team is accepting summer traineeship members.
The main objective of the project is to promote space technology as a career path, by giving students an opportunity to gain practical knowledge about space technology and launch satellites that are made in Estonia. One of the goals is also to develop innovation in the field and put more emphasis in the field of research.
At the national level, the objective is to develop a research-based economy and use smart specialisation and launch more technology-based companies. Estonia faces a problem with the lack of engineers and technology developers in the near future. Therefore, it is important to bring more students to this career path. | aerospace |
http://lkellogg.vttoth.com/spaceresvol3/iaaoi1a.htm | 2021-04-20T03:23:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039375537.73/warc/CC-MAIN-20210420025739-20210420055739-00428.warc.gz | 0.917966 | 555 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__215095593 | en | Casting, one of the oldest processes in the world, involves pouring liquid metal into a mold and allowing it to solidity in that shape (fig. 2). The casting process has to be modified for application in free space because gravity is so limited. Casting at a lunar facility in 1/6 gravity should be straightforward; however, mold construction techniques require study, particularly if indigenous materials are to be used for the molds.
Powder metallurgy consists of compacting fine metallic powder into a desired shape and sintering the shape (fig. 3). Lubricants may be required to separate pressed parts from the die. The absence of atmosphere in space prevents the formation of oxides or other contaminating layers on the powders and thus may promote the formation of high quality parts.
Rolling consists of passing a metal between two rolls which revolve in opposite directions, thereby decreasing the cross sectional area and increasing the length of the feedstock (fig. 4). Larger ingots are rolled into blooms having a cross section of more than 6 inches and finally into shapes such as plates, bars, rods, I-beams, and angles (fig. 5). Rolling should be readily adaptable to the space environment, as it does not depend on gravitational forces.
Extrusion is essentially a hot working operation where a metal is extruded through a die or orifice that controls the cross sectional shape (fig. 6). Some common extruded shapes are rods, tubing, and window frames. Extrusion should be easily adapted to space operation.
Cold welding consists of joining two flat, clean surfaces of a metal by contact and application of pressure. Cold welding works by joining the surfaces at the molecular level. In space and on the Moon, where oxide layer formation is retarded (if not eliminated), cold welding has high potential. In particular, using ceramic rollers to cold roll ultra-pure metals may result in a low-cost way of cold welding. On the other hand, extreme care has to be exercised to keep the surfaces of high-purity metals separate so that undesired cold welding does not take place spontaneously.
Vapor deposition involves allowing vapors of a metal to contact a surface in a closed chamber. On the surface metal layers build up atom by atom. The presence of vacuum makes this process a viable one in a space manufacturing facility. It is particularly suitable for applying thin coatings, such as making highly reflective mirrors.
Although these procedures are plausible for space manufacturing, all are in need of testing and demonstration to ensure that they can be used with typical nonterrestrial metals.
Table of Contents
WebWork: Al Globus, Bryan Yager, and Tugrul Sezen | aerospace |
https://goodnightstarry.com/pages/mars-planetary-explanatory | 2023-09-27T14:37:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510300.41/warc/CC-MAIN-20230927135227-20230927165227-00837.warc.gz | 0.953776 | 950 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__67551567 | en | Why does Mars have a red brush on his head and look so angry?
The ancient Romans named this planet after their mighty God of War, Mars, because of the way it twinkles blood-red in the night sky. So, Mars is wearing the crest from a Roman soldier's helmet and is looking very fierce and warlike, just like the God he was named after.
Why does Mars twinkle in the night sky?
Mars doesn’t create its own light, like the Sun. Instead, when we look at Mars, we actually see sunlight reflecting off its surface. And the surface of Mars is covered in rocks and dust which are a rusty red colour, as they’re rich in iron oxide (rust is a type of iron oxide). So, the bouncing sunlight we see from Mars appears rusty and blood-reddish.
Are there really big dust storms on Mars?
On Mars, we have seen the largest dust storms ever in the solar system. Mars has a very thin atmosphere of carbon dioxide, and when the Martian wind really gets going, it kicks all of that fine, red, rusty dust very high up into the sky. This creates more winds, which then pick up more dust, and so on. And as Mars is a global desert, there’s no lack of dust to feed into these storms. Some dust storms actually blanket the entire planet and last for months.
Are there really Martians on Mars?
For a long time, people have thought that there might be life on Mars, which is why aliens are often called ‘Martians’. However, no life forms have been found so far on Mars, or in fact anywhere in our solar system or beyond. That doesn’t mean they’re not out there, of course, it might be that we just haven’t found them yet.
Are there volcanoes on Mars?
Mars is home to the biggest Volcano found so far in the Solar system, called ‘Olympus Mons’. At around 22km (14 miles) high, it is roughly 3 times higher than the highest mountain on Earth, Mount Everest (8.5km or 5.5 miles high). There are also several other large volcanos, and extensive lava flows over the surface of Mars. But luckily for any Martians that may be up there, these volcanoes all appear to be asleep at the moment.
What is Mars like?
About half the size of the Earth, Mars has many of the features we have on Earth, such as seasons, polar ice caps, valleys, volcanoes, deserts and weather.
How many moons does Mars have?
Unlike Earth, Mars has two moons which are called Phobos (meaning ‘Fear’) and Deimos (meaning ‘Panic’), which are appropriate names for the ‘sons’ of the God of War.
Why is the planetary symbol for Mars used to represent men here on Earth?
The planetary symbol for Mars has long been used to represent men here on Earth. It represents a shield and an iron-tipped spear, which is appropriately warlike. As most wars in history have been fought by men, the association between men and this symbol for the little warrior planet stuck.
Has anyone ever been to Mars?
No human has set foot on Mars……yet. But that may change in the near future.We have sent lots of spacecraft and robotic probes either directly to Mars or into orbit around the red planet. As of 2018, at least 12 robotic probes have attempted to land directly on the planet’s surface. Seven of these landed safely and then trundled off to explore the planet for us.
Does it really take 7 months to get to Mars?
As with all the planets, travel time depends on a lot of factors. The little-wheeled rover ‘Opportunity’ took around 7 months to reach Mars in 2004. Designed to operate for a little more than 90 Earth days, ‘Opportunity’ trundled around Mars for 14 years (5,111 Earth days) over 46 km (28 miles) looking for evidence of water and any signs of life. A massive, planetary dust storm in June 2018 put an end to little Oppy's happy wanderings, however, and NASA declared the mission over in February 2019. Time for a little rest, after all that dusty roving...
More information; see https://spaceplace.nasa.gov/all-about-mars/en/ for lots more information for kids about Mars. | aerospace |
http://www.weflyhotair.com/about-us/ | 2017-03-29T20:51:06 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191396.90/warc/CC-MAIN-20170322212951-00506-ip-10-233-31-227.ec2.internal.warc.gz | 0.88354 | 146 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__158317929 | en | Endless Mountains Hot Air Balloons, Inc. invites you to experience the excitement of a hot air balloon ride over the beautiful Pennsylvania countryside.
Come fly with us!
- We offer hot air balloon rides, private flights, tethers, commercial promotions, and flight training in Northeastern and Southeastern Pennsylvania.
- We fly from two great locations – near Scranton in Northeastern PA and Doylestown in Bucks County just north of Philadelphia.
- Our pilots are proud to have a 100% safety record since 1982, always making every effort to fly the safest and most advanced equipment available.
A ride with us is the perfect gift for anyone!
- Employee Awards
- or just something special! | aerospace |
https://hyderabadtalks.com/city/hyderabad/hyderabad-t-hub-collins-aerospace-collab-to-accelerate-innovation/ | 2023-05-27T22:42:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643388.45/warc/CC-MAIN-20230527223515-20230528013515-00351.warc.gz | 0.912279 | 295 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__229417458 | en | Hyderabad: T-Hub has joined hands with Collins Aerospace, a leader in the aerospace and defence industry, as a part of the ‘Powered by Collins’ initiative, aimed at fostering technology innovation with Deep Tech small- to medium-sized enterprises.
Startups and scaleups will benefit from the initiative via funding and collaboration opportunities with Collins Aerospace and T-Hub.
T-Hub, Berkadia alliance to drive innovation in Indian startup ecosystem
Through the goal to create and field new products and services by combining Collins’ expertise with the innovative solutions of startups, T-Hub will assist in outreach to top global startups.
The hub will further scale up with expertise in the four open collaboration opportunities that include extravehicular space mobility, high-performance batteries, autonomy for small Unmanned Aircraft Systems (UAS), and composites recycling.
Shortlisted companies will be invited to a Collaboration Day with programme leadership from Collins, which could result in funding to execute a rapid proof-of-concept project with one of the Collins Aerospace programme teams.
CEO of, T-Hub, Mahankali Srinivas Rao said, “This initiative presents an excellent opportunity for Indian startups to work alongside an industry leader.”
Vice President, of Advanced Technology for Collins Aerospace, Mary Lombardo said, “T-Hub was a natural choice to be the inaugural Activation Site for our Powered by Collins initiative.” | aerospace |
http://damnimp.com/fly_c150.php | 2023-05-28T03:15:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643462.13/warc/CC-MAIN-20230528015553-20230528045553-00478.warc.gz | 0.92727 | 60 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__100007343 | en | The plane....the plane!!!
A nice side shot showing off why Montana is a great place to fly!
After MUCH prodding, I finally got Mark to stand next to his plane for a picture!!
Good VFR conditions...this plane SHOULD be in the air and NOT tied down!!! | aerospace |
http://afl.salsalabs.com/o/4042/c/663/t/0/blastContent.jsp?email_blast_KEY=91023 | 2013-06-19T19:41:26 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709101476/warc/CC-MAIN-20130516125821-00013-ip-10-60-113-184.ec2.internal.warc.gz | 0.943279 | 1,022 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__40303035 | en | |AFA Council 66 eCommunication - Wednesday, May 30, 2012
"Rising Temperatures in Phoenix: What's Being Done to Keep You Cool and Safe"
Last Fall, the Air Safety, Health and Security Committee met with Inflight Services and Phoenix Operations to discuss the hot aircraft problem in Phoenix. This month we continued discussions with ground operations and Inflight. The following are procedures they have put into place as well as a simplified description of how our aircraft and jet bridges are cooled:
First, due to the fluctuations of temperatures, especially seen here in Phoenix, the Summer Readiness program will begin when the temperature reaches 80 degrees. In the past, the program always started April 21st. This year we had temperatures that reached 100 degrees before that start date. Inflight has modified this procedure going forward.
How are the jet bridges/aircraft cooled?
US Airways owns and operates two mechanical plants that cool our jet bridges and aircraft. Each chiller unit in the plant produces a cold water mixture that is sent through tubes to an air handler at the jet bridges. The air handler is similar to the radiator/fan unit in your car. It is not a freon based air conditioning system. The N1 plant feeds 14 gates and the N2 plant feeds 28 gates. As we utilize more gates and larger aircraft, the plants are unable to keep up. They are now at the end of their life expectancy. The Company does have a plan in place and is waiting for final approval for the funds to replace the outdated cooling systems. Construction to replace both of the systems is slated to begin in October of this year and be completed by Spring of 2013. In the meantime, Ground Services have already repaired all of the expandable tubing at the jet bridges. All bearing and seals have been replaced to prevent them from sucking in hot air. They will also be changing out the air hoses that run to the aircraft with an insulated type. Both of these fixes may reduce the temperatures by at least 5 degrees. Every few degrees saved can add up to a cooler aircraft cabin.
Measures are in place to try to keep our aircraft cool:
- FA/s will make our Warm Weather Cabin Announcement to lower window shades, open air vents and turn off reading lamps
- Jet bridge way air hooked up to all aircraft upon arrival
- All A/C at the Hanger will have air supplied to prevent heat soaked aircraft events
- Flight Deck window shade installation at gate by Ramp Agents
- A/C Cooling Team (2 Ground Agents with temp guns) to monitor all RON, long ground time, hanger A/C temps.
- Acquire additional portable air units to bring us to 6 portable units. We also have an agreement with US Airways Express to borrow units if needed.
- Aircraft temperature monitoring by Gate Manager (temp laser guns) to prevent passenger/crew discomfort prior to boarding. Temperatures will be taken in the forward and aft in the aircraft.
- Lower the roller doors on all jet bridges to try to trap the cool air in.
- If it becomes hot on board the aircraft, you may ask the Pilots to turn on the APU. According to Pilot policies and procedures, they are allowed to turn on the APU prior to the 15 minute target time.
||Last week your Air Safety, Health and Security Committee took temperature readings of several US Airways aircraft and jet bridges in PHX. Temperatures ranged from 75 plus or minus in the front and 75-80 in the back. One jet bridge was about 109 degrees!!! Air flow on all the aircraft sampled seemed better than air flow in the past. With the exception of the one jet bridge, temperatures were within a working range, the roller door was not closed resulting in the 109 reading. The new measures do seem to be working. Yes, there will be days when procedures fail. But, we can help lower cabin temperatures by ensuring we make the Warm Weather Cabin Announcement and checking if shades are closed, gasper vents are open and reading lights out.
If you get to an aircraft that is sweltering and there is no Flight Deck, call Inflight and tell the gate agent. They will inform our Operations Tower. Operations can call the ramp to ensure all systems are functioning. If it is too hot on the aircraft, wait in the boarding area. If its cooler in the jet bridge, wait there. Don't assume that anyone will know it is too hot on the aircraft. You must report it! Remember, as a First Responder review signs and symptoms of heat related illnesses, and be prepared. A review of heat related illnesses can be found in the FAM in the First Aid Chapter and on the Air Safety Homepage. As always please submit a Safety Event Report and send a copy to firstname.lastname@example.org
||Fly Safe and Hydrated,
Association of Flight Attendants
Committee Chair: Air Safety, Health and Security
AFA Council 66 Website www.afa66.org | aerospace |
https://www.surbitonhigh.com/2023/02/10/year-2-science-museum-visit/ | 2024-04-16T10:41:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817081.52/warc/CC-MAIN-20240416093441-20240416123441-00411.warc.gz | 0.971243 | 279 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__71531839 | en | This term in Year 2, the boys have been learning about space travel. We had an amazing day out at the Science Museum which really enriched our learning. We had a fun and interactive workshop all about life on the International Space Station. We strapped ourselves in and zoomed off to experience life in space. We learnt all about gravity or the lack of it in space! Using the anti-gravity machine 5000, we had a game of anti-gravity basketball. We then learnt about how astronauts get clean water. Did you know it would cost a whopping £20,000 to get a bottle of water brought to space? So, instead the astronauts drink water that has been made from their…wee! We were shown a water filter and then the presenter concocted a grimy mixture of water, dirt and wee and demonstrated how the water filter worked. She even drank the filtered water to prove to us it was now drinkable. Other highlights included Mrs Halstead having to work out with weights like an astronaut, learning about the spacesuits astronauts must wear if they leave the ISS, and learning about how toilets work. Finally, we floated back down to Earth just in time to enjoy our lunch. After we had eaten, we headed to the Space Gallery where we found several more interesting facts and interactive displays to enhance our knowledge. What an exciting day!
Categories: Boys' Prep School | aerospace |
https://huvexacuqiqe.cateringwhidbey.com/space-launch-initiative-a-program-review-book-242sq.php | 2021-09-16T18:01:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780053717.37/warc/CC-MAIN-20210916174455-20210916204455-00122.warc.gz | 0.918686 | 1,973 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__100304516 | en | 5 edition of Space launch initiative: A program review found in the catalog.
Space launch initiative: A program review
by For sale by the Supt. of Docs., U.S. G.P.O. [Congressional Sales Office]
Written in English
|The Physical Object|
|Number of Pages||89|
Abrahamson led NASA's space shuttle program in the early s, then later headed President Ronald Reagan's Strategic Defense Initiative, dubbed the "Star Wars" program. Memory lane. Launch Pad 39A, just north of Cape Canaveral, Fla., was the storied site where America’s space dreams and the imaginations of its youth were sent soaring.
Leon McKinney has 30 years of experience in system concept synthesis, design, performance assessment, optimization, and mission analyses. He has participated on a wide range of programs for the Department of Defense, the National Reconnaissance Organization, the Ballistic Missile Organization, the Strategic Defense Initiative, and NASA, including Shuttle, Shuttle Launch Dispenser, Peacekeeper. Book Launch – Just Giving: Why Philanthropy Is Failing Democracy and How It Can Do Better. November 27th, - pm to pm faculty codirector for Stanford PACS, Stanford PACS is a program of the Institute for Research in the Social Sciences under the School of Humanities and Sciences.
China’s Progress with Directed Energy Weapons. By Richard D. Fisher, Jr. Senior Fellow, International Assessment and Strategy Center electromagnetic launch systems may serve as space launch system, and China also appears Initiative. 5. While a U.S. laser . Click here for a list of commercial reprints of our NASA History Series Special Publications and reprints of other SPs of interest.; Click here for a cumulative list of space history books that were published in our newsletter since Thanks to Chris Gamble for compiling this list. Click here for a list of NASA history titles that were published by commercial presses.
Bank audits and examinations
Guide to the Industrial injuries act.
Agricultural Education for Development in the Middle East
towns of Ghana
Mission report, Canada West
And now its sables
Swedish contributions to the development of plant breeding
1996 WHOLESALE POWER AND TRANSMISSION RATE SCHEDULES... U.S. DEPARTMENT OF ENERGY... OCTOBER 1996.
Magnetic properties of materials.
The Space Launch Initiative (SLI) was a NASA and U.S. Department of Defense joint research and technology project to determine the requirements to meet all the nation's hypersonics, space launch and space technology needs. It was also known as the 2nd Generation Reusable Launch Vehicle (RLV) program.
The program began with the award of reusable launch vehicle study contracts in After a two-day readiness review, NASA managers gave a green light Friday for SpaceX to proceed with final preparations for launch next Wednesday, of a commercial spaceship carrying. Review: Ronald Reagan and the Space Frontier.
Ronald Reagan is perhaps best known in space for his administration’s decision to develop the space station, but that legacy goes far beyond that single decision. Jeff Foust reviews a book by a leading space historian on the achievements of the Reagan White House on civil and commercial space policy.
Rod Pyle is a space historian who has worked with NASA at the Jet Propulsion Laboratory and the Johnson Space Center.
He has written nine books on the history and technology of space exploration and science for major publishers in the US, UK and Asia.
As a journalist, Rod's work has appeared in, The Huffington Post, Popular Science, and many other print and online /5(94). Get this from a library. Space launch initiative: A program review book launch initiative: a program review: hearing before the Subcommittee on Space and Aeronautics, Committee on Science, House of Representatives, One Hundred Seventh Congress, first session, J [United States.
Congress. House. Committee on Science. Subcommittee on Space and Aeronautics.]. SpaceX designs, manufactures and launches advanced rockets and spacecraft. The company was founded in to revolutionize space technology, with the. “The Case for Space demonstrates the author’s rare breadth of domain knowledge, which covers engineering, science, economics and policy as well as his depth of knowledge on every significant destination in the solar system from the Moon to the outer planets.
In his new book, Zubrin’s digs right into the issues of lunar resource extraction, energy generation, manufacturing and /5(89). A review of Rod Pyle's new book, Spacea tour de force of the "new space" phenomena packed with photos and details of the amazing people behind it.
The book goes beyond Musk, Branson and Author: Greg Autry. The Reagan Administration’s role in space policy is explored in great detail in John Logsdon’s latest book, Ronald Reagan and the Space Frontier. Just as he did with previous books on the administrations of John F.
Kennedy and Richard Nixon (see “Review: John F. Kennedy and the Race to the Moon”, The Space Review, Februand “Review: After Apollo”, The Space Review.
Shared Space and the New Nonprofit Workplace presents a comprehensive overview of shared space as an innovative model and effective long-term solution for nonprofit organizations’ need for stable and affordable office and program space. In particular, it focuses on co-locating multiple nonprofits in shared spaces, often called nonprofit.
A view of Astra's Rocket on the launch pad at the Pacific Spaceport Complex in Alaska on March 2, The day's planned launch attempt was scrubbed, ending Astra's chance to win the DARPA. But the Soviet shuttle, named the Buran, would only ever launch once.
Its development had largely been driven by the need to respond to the perceived military potential of. The National Launch System (or New Launch System) was a study authorized in by President George H. Bush to outline alternatives to the Space Shuttle for access to Earth orbit.
Shortly thereafter, NASA asked Lockheed Missiles and Space, McDonnell Douglas, and TRW to perform a ten-month study. A series of launch vehicles was proposed, based around the proposed Space. national space society NSS is an independent nonprofit nonpartisan educational membership organization dedicated to the creation of a spacefaring civilization.
Our vision: People living and working in thriving communities beyond the Earth, and using the vast resources of space for the dramatic betterment of humanity. Air Force Space Command (AFSPC) has successfully launched 47 national security payloads in a row.
This impressive streak dates back to the Broad Area Review, undertaken in response to multiple launch failures in the late s. It is also a direct result of the launch experts who provide technical expertise, operational savvy, and mission.
The National Aerospace Initiative (NAI) was conceived as a joint effort between the Department of Defense (DOD) and the National Aeronautics and Space Administration (NASA) to sustain the aerospace leadership of the United States through the acceleration of selected aerospace technologies: hypersonic flight, access to space, and space technologies.
NASA CubeSat Launch Initiative. For Public Release – Revision Dated October CubeSat. many major universities now have a space program. But it’s not just big universities; smaller universi-ties, high schools, middle schools, and elementary schools CubeSat a ride to space in exchange for a report on the results of your CubeSat.
Today, uniphi space agency, a division of uniphi good, LLC, is proud to launch, The Virtual Astronaut™, an agency-wide initiative designed specifically to provide world class motivational. Organization Trends, July (PDF here) By Art Harman Summary: American leadership in space exploration helped create and fuel the high-tech boom that led U.S.
global competitiveness since the early s. NASA returned to our national prosperity and national security far more than the investments we made in the agency. We beat the Soviets to the Moon and pioneered the way for Author: CRC Staff. The space policy of the Barack Obama administration was announced by U.S.
President Barack Obama on Apat a major space policy speech at Kennedy Space Center. He committed to increasing NASA funding by $6 billion over five years and completing the design of a new heavy-lift launch vehicle by and to begin construction thereafter.
He also predicted a U.S.-crewed orbital Mars. Advisers to the Nation on Science, Engineering, and Medicine. The National Academy of Sciences is a private, nonprofit, self-perpetuating society of distinguished scholars engaged in scientific and engineering research, dedicated to the furtherance of science and technology and to their use for the general welfare.
Upon the authority of the charter granted to it by the Congress inthe.NASA Student Launch Initiative (SLI) Academic Affairs Office Period of Performance – Eight (8) months The Academic Affairs Office at the NASA Marshall Space Flight Center (MSFC) will partner with schools and infor-mal organizations to sponsor the NASA Student Launch Initiative (SLI) rocket and payload teams during academic year – The U.S.
Space Force’s Rocket Systems Launch Program (RSLP) Office at Kirtland Air Force Base, Albuquerque, New Mexico, part of the Space and Missile Systems Center’s Launch Enterprise, today awarded a $35 million task order to VOX Space, LLC of El Segundo, California, for the Space Test Program-S28 (STP-S28) launch service. | aerospace |
https://www.news9live.com/science/the-space-age-technology-of-apollo-10-and-a-half-164272 | 2022-06-26T20:35:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103271864.14/warc/CC-MAIN-20220626192142-20220626222142-00228.warc.gz | 0.960663 | 4,096 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__140644078 | en | Apollo 10½ and the romance of the Space Age: Chimpanzees, Vomit Comets and more
A look at the Mercury, Gemini and Apollo programmes that captured the imagination of a generation
- Project Mercury and Project Gemini were instrumental in developing the technologies needed for Project Apollo.
- All the three space programmes were major undertaking involving involving over 400,000 people at it's peak during Project Apollo.
- The Soviets considered manual operation of lunar landers a weak point, but the Americans preferred it that way.
Apollo 10½ is a celebration of the '60s, and the film is focused around the most significant event from that time, when Neil Armstrong became the first human to walk on the Moon. The film is an appropriately timed throwback that comes on the verge of the Artemis missions, where NASA returns to the Moon. The movie celebrates all the people who worked on Project Apollo, and the events that led up to the historic series of Moon landings. The movie speeds through a lot of events very quickly, with the intention of evoking a sense of nostalgia, but those who were not witness to that history in the first place, here is all the cool stuff from when the space race was at its most intense. There are no spoilers, and the following piece can be read before watching the movie.
This is going to be quite a ride, so belt in and get ready for launch.
The 20G Centrifuge is the only large human-rated centrifuge operated by NASA. It was initially designed and used for a series of biosatellite missions in the 1960s, which involved flights that checked the effects of spaceflight on pig-tailed monkeys, wheat, protozoans, bacteria, beetles, frog eggs, wasps and drosophila. For human subjects, the centrifuge can provide acceleration up to 12.5 g, but hardware and organisms can be subjected to forces up to 20 g. The centrifuge has a diameter of 17.6 metres, and has three enclosed cabs. It has a maximum payload of 544 kilograms, and can spin at up to 50 RPM.
It was then used to support the Apollo program by checking the effects of high g levels on plants and animals. The human studies included checking the effects of high g on various positions, visual perception, and to check the range of movements possible, as well as simulation of a spaceflight on board the Ares launch vehicle. Since then, it has been used to test the effects of space travel on astronauts, and for the iterative design of various systems with human-centric design. It was upgraded in the 1990s, and has been used to simulate the g profiles of multiple vehicles, including the Space Shuttle and the SpaceX Falcon 9. NASA plans to use the centrifuge for future Mars descent and landing simulations.
The Mercury missions were a series of launches that put the first American astronauts into space. The program started with a series of test flights to ensure that the missions were safe for humans. The first flights of both the Atlas and Redstone rockets ended in failure, with the former exploding and the latter managing to get only 10 centimetres off the ground. NASA then improved the rockets and conducted a series of flights with non-human primates. These were Sam, a rhesus monkey who flew on a 'Little Joe' rocket, Ham, a chimpanzee who flew on a Redstone rocket, and Enos, a chimpanzee who flew on an Atlas rocket. The first two of these flights were suborbital, while Enos made two orbits around the Earth. All the primates returned back to the Earth safely, allowing the NASA engineers to figure out that it was safe to send humans up into space.
The six Mercury spaceflights with humans on them took place between 1961 and 1963. The first two of these flights used Redstone rockets, and were suborbital flights in that they reached space and returned back to the Earth. The remaining four flights were conducted using the Atlas rockets, where the astronauts orbited the Earth before returning. In each of the flights, the astronauts used a Mercury capsule that was capable of housing one astronaut in the capsule, where they remained for the entire duration of the flight. The flights had similar profiles, with the astronauts being recovered from the capsules after splashdowns into the ocean. There were originally seven flights planned, but astronaut Deke Slayton fell ill and could not fly on a Mercury mission. The first two Atlas flights lasted for three orbits, the third for six, and the final one for 22 orbits. All the missions were a success, even though the spacecraft sank shortly after splashdown in the second suborbital flight, with the astronaut Virgil Grissom egressing from the Mercury capsule immediately after splashdown.
Project Gemini was the follow-on human spaceflight programme of NASA to Project Mercury, consisting of a series of missions in an upgraded capsule, based on the Mercury design. The larger Gemini crew capsule allowed for a crew of two instead of one, launched on the more powerful Titan II launch vehicles. The newly designed system was first tested in an unmanned Gemini I mission, followed by the Gemini II mission to test the heat shield. The remaining ten flights of the Gemini programme, Gemini III to Gemini XII, involved the US astronauts executing complex operations in space including extravehicular activities (EVAs) or spacewalks, space rendezvous, docking, and orbital raising manoeuvres. The missions were designed to prepare NASA for the Apollo program, to gain the technical knowledge and demonstrate the capabilities needed to put boots on the Moon.
The entire planning and preparation phase for Project Gemini was a complex multi phase operation, with crew training, validation testing of the spacecraft, as well as tests of the parachutes. The modules were dropped from increasingly higher altitudes, and the astronauts practiced getting out of the capsules and on to life rafts. The actual crewed flights took place between 1965 and 1966. Astronauts Gus Grissom who also flew on a Mercury mission shared the first flight with John Young on March 23, 1965. He dubbed the Gemini capsule 'Molly Brown' after a survivor of the Titanic, who was the subject of a fictionalised Broadway Musical The Unsinkable Molly Brown, hopefully to prevent the capsule from sinking after splashdown, like his Mercury capsule did. The crew demonstrated the capabilities to modify the shape of the orbit in space, executing the first orbital manoeuvre by a crewed spacecraft, and even took a few bites from a smuggled sandwich. The landing capsule deviated significantly, and splashed down 84 kilometres short of its intended location.
The highlight of the Gemini IV mission, which launched on June 3, 1965, was the first American EVA, which lasted for about 20 minutes. The computer memory malfunctioned during the otherwise nominal mission. This was also the first mission to be controlled from the new mission control centre at Houston, Texas. The Gemini V mission, launched on August 21, 1965, used newly developed fuel cells for powering the spacecraft, instead of chemical batteries. The objective was to spend eight days in orbit, the duration required to travel to the Moon. Two thrusters failed over the course of the mission, and it had to be ended one orbit early because of threatening weather conditions. Originally, the Gemini VI mission involved an in-orbit rendezvous with the uncrewed Gemini Agena target vehicle (GATV), but that blew up after launch on October 25, 1965, because of a catastrophic failure. Three days later, NASA announced that the Gemini VIA mission would instead attempt to rendezvous with Gemini VII, even though docking as not possible.
Gemini VII was meant to be a long duration mission, lasting 14 days, with the astronauts testing themselves so that NASA could figure out what was necessary for a round trip to the Moon, including what kind of food to use, how to pack it, how to ration the water, and how to dispose waste. Both the astronauts took along books to read after being advised to do so by Pete Conrad who flew on board the Gemini V mission and spent eight days in space. Gemini VII took off on December 9, 1965, and Gemini VIA took off on December 15, 1965. The two spacecraft successfully rendezvoused in orbit, coming as close as 30 centimetres to each other. The objectives of the Gemini VIII mission was to dock with another GATV, and perform some manoeuvres and EVAs. The Gemini VIII mission blasted off on March 16, 1966, with the docking taking place nominally. 27 minutes later though, both the Agena and Gemini VIII started spinning, because of a malfunction in the orbit attitude and manoeuvre system (OAMS). Command pilot Neil Armstrong decoupled the two spacecraft, cut off the OAMS, used the reentry control system (RCS) to stabilise the Gemini VIII spacecraft, and return to the Earth.
The Gemini IXA crew, launched on June 3, 1966, had problems executing their objectives of docking with GATV and EVAs. The Gemini X crew launched on July 18, 1966 performed many of these planned activities, executing multiple dockings and EVAs with the GATV, demonstrating the sophisticated capabilities needed for the Apollo missions. The Gemini XI mission was the first direct-ascent rendezvous, that docked into the GATV straight after launch, and then using the Agena as a space elevator to raise the altitude of the Gemini XI spacecraft to 1,372 kilometres, a record that still stands. There was considerable overlap between the Mercury and Gemini crew, as well as between the Gemini and Apollo crew, apart from Grissom and Armstrong. Gemini V had Mercury astronaut Gordon Cooper along with Apollo astronaut Pete Conrad. Mercury astronauts Wally Schirra flew on Gemini VIA. Gemini astronauts Dave Scott, Tom Stafford, Buzz Aldrin and Gene Cernan would all go on to walk on the Moon.
Project Gemini was a massive initiative. Apart from NASA, the aircraft carriers Wasp, Guadalcanal, Guam, Lake Champlain and Intrepid were all involved in the recovery of the astronauts after splashdown. It is probably easy now to see how the Apollo program was a natural progression from the Gemini and Mercury missions. NASA began to work on the Apollo program right after the Gemini XI splashdown.
The Vomit Comet
NASA began its Reduced Gravity Program in 1959, initially starting off with a C-131 Samaritan plane and then moving on to a pair of KC-135 Stratotankers, which were modified Boeing prototype model 367-80 or the Dash 80, which also served as the basis for the commercial Boeing 707. While the military typically used the KC-135 Stratotankers as mid-air refuelling vehicles, NASA modified the pair of planes it used further as a platform of allowing astronauts to experience a low gravity environment during training. A typical flight would last between two and three hours, with the aircraft executing between 30 and 40 parabolic arcs over the gulf of Mexico during that time. For between 20 and 25 seconds on each parabolic arc, those inside the aircraft could experience weightlessness or a zero g environment. The program also has the capabilities of simulating the exact gravity of the Moon and Mars.
NASA's reduced gravity planes were used to train astronauts for the Mercury, Gemini and Apollo programmes, and later the Skylab, Space Shuttle and International Space Station programs as well. It was the C-131 Samaritan that was first dubbed as the 'Vomit Comet' because of the stomach-turning affects of flying in the parabolas, but there is an understanding among the passengers that nobody talks about who did and who did not vomit during a flight. One plane in particular, the KC-135A was the most famous Vomit Comet, and executed over 80,000 parabolas towards NASA missions. The platform was also available to scientists to conduct low gravity research.
Lunar landing training vehicle
To help astronauts get a sense of what it would be like to manually land on the surface of the Moon, NASA built two Lunar Landing Research Vehicles (LLRVs) and three Lunar Landing Training Vehicle (LLTV). The aircraft has been described as 'The Flying Bedstead', and is one of the most bizarre machines ever designed by humans to take to the air. In the introduction to the monograph Unconventional, Contrary, and Ugly: The Lunar Landing Research Vehicle, Neil Armstrong says "Six crews landed their Lunar Modules on the Moon. They landed on the dusty sands of the Sea of Tranquility, and the Ocean of Storms. They landed near the Apennine and Taurus Mountains. Each landing, in widely different topography, was performed safely under the manual piloting of the flight commander. During no flight did pilots come close to sticking a landing pad in a crater or tipping the craft over. That success is due, in no small measure, to the experience and confidence gained by the defining research studies and in the pilot experience and training provided by the LLRV and the LLTV."
The LLTV were prone to accidents though, and Robert Gilruth did not even want the astronauts to pilot them. There was roughly one accident for every 260 flights, with two LLTVs being lost in 1968 while piloted by Neil Armstrong and Joe Algranti. Another was lost in 1971 by NASA pilot Stuart M Present. All three pilots managed to eject safely before the vehicle crashed. Only one LLTV survived to the end of Project Apollo. Shown below is Neil Armstrong ejecting from an LLTV seconds before it crashes.
Lunar Module console
In a blink and you miss it scene, NASA engineers are studying a very detailed blueprint. It was based on the controls and displays of the lunar modules. This is what the astronauts that landed on the Moon had to work with in front of them. There are a bunch of interesting things in there, including an indicator for when the lander was in contact with the surface of the Moon, the joystick used for controlling the craft, the controls for accessing water with a hot/cold slider, and perhaps the most infamous of all the ENG ARM breaker, which is also mentioned in the movie.
This last one was a switch that was broken off while Neil Armstrong was re-entering the module after his moonwalk, and was a circuit breaker to activate the ascent propulsion system (APS) that allowed the astronauts to take off from the Moon. The Apollo 11 mission could have been stuck on the Moon if it were not for the quick thinking of the astronauts, who used the specially designed felt-tip pressurised space pen as a switch, allowing the Lunar Module to take off and Rendezvous with Phil Collins in the Columbia command module in Lunar orbit.
The crewed flights of Project Apollo to the Moon had a pretty elaborate mission profile. In the launch stack, the command module (CM), which acts as the 'mothership' for the mission was positioned over the Service Module (SM), which, when together was known as the Command Service Module (CSM). The CSM was stacked on top of the Lunar Module (LM). After launch, and injection into translunar orbit with the third stage of the Saturn V rocket, the CSM detached, turns around 180 degrees, and docks with the LM, and pulls it out of the rocket stage. Then, two of the three astronauts on board would move from the CSM to the LM, separate, execute the powered descent, and land on the Moon. On the surface, they would execute the EVAs, collect lunar samples and rest. The LM was a stack with an ascent stage and a descent stage. After wrapping up the activities on the lunar surface, the astronauts would get into the LM, and use the ascent stage to get back to lunar orbit, leaving the descent stage on the surface. In lunar orbit, the LM docks to the CSM, with the astronauts transferring to the CSM along with the collected samples. The LM is then jettisoned, to fall back to the surface, while the CSM heads to Earth. Just before re-entry, the SM is jettisoned, and the CM flips for the splashdown.
On February 21, 1967, Roger B Chaffe, Gemini astronaut Ed White, Mercury and Gemini astronaut Gus Grissom died during the first crewed flight of the Apollo mission because of a fire on the launchpad. The Apollo Missions 7 through 10 took increasing steps towards a Moon Landing, and demonstrated the capabilities of the technologies involved. On July 20, 1969, the Apollo 11 mission landed on the Moon. The astronauts left behind a commemorative plaque reading, "Here Men From Planet Earth First Set Foot Upon the Moon. July 1969 AD We Came In Peace For All Mankind." The remaining six Apollo missions were used to collect lunar samples and conduct experiments. The exception was Apollo 13, where the SM failed, but the mission was dubbed as a 'successful failure' because all the astronauts made it back to Earth safely. This was the culmination of the American space program. As the movie points out, no human has returned to the surface of the Moon since the Apollo program,... yet.
UP Board 10th, 12th Result 2022 LIVE: UPMSP released UP Board results 2022 for class 10 and 12 today. Students can check ...
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Students who had appeared for Karnataka class 12 exams will be able to check their results through the official website, ...
UP Board 12th Result Pass Percentage 2022: Check passing marks here, download scorecard from news9live.com
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UP Board 12th Toppers 2022 List: UPMSP has also released UP Board 12th toppers 2022 list district-wise along with...
UP Board 12th Result 2022 Roll Number: Students can check the UP Board class 12th result roll number 2022 online at...
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Veteran voice actor has lent his voice to numerous video games, films and TV shows
There is no provision under CRPC to demolish the house of an accused person as is being done in UP
Several firefights have broken out between security forces and militants, especially in the month of May
SP and BJP blame each other for sparking violence in Kanpur on Friday | aerospace |
http://coalwoodwestvirginia.com/ussrc.htm | 2017-03-25T17:29:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189031.88/warc/CC-MAIN-20170322212949-00663-ip-10-233-31-227.ec2.internal.warc.gz | 0.922932 | 443 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__218652551 | en | United States Space & Rocket Center
U.S. Space & Rocket Center
One Tranquility Base
Huntsville, AL 35805
The U.S. Space & Rocket Center is recognized as one of the most comprehensive U.S. manned space flight hardware museums in the world. Their facilities include Spacedome Theater, Rocket Park, the Education Training Center, which houses NASA's Educator Resource Center, and more.
The Davidson Center for Space Exploration is like no other in the country. In its 476 foot long, 90 foot wide and 63 foot high structure, suspended 10 feet above the floor, is a national historic treasure, the mighty Saturn V, restored to its Apollo-era readiness.
Visitors to the U.S. Space & Rocket Center will experience Huntsville's role in the making of the moon rocket, the space race, the Apollo missions, learn about the Space Shuttle program, the International Space Station and onto the next beginnings with NASA's Constellation project.
Time to Visit
If you're looking for the time of year with the fewest crowds, you might try December, January or the first half of February. With less people onsite, you'll have a more time to really study the displays.
There are over 30 exhibits in Rocket Park. These include:
International Space Station
A model of various units of the International Space Station are on display in several trailers in the Rocket Park.
The Space Museum houses many, many rocket- and space-related exhibits. It also is where the iMax theater and gift shops are located.
Below are photos of Dr. von Braun's office.
From Wikipedia.com: U.S. Space Camp is hosted by the U.S. Space & Rocket Center in Huntsville, Alabama. "Space Camp" refers to both the actual camp and a family of related camp programs offered year-round by the facility. The camp provides residential and day camp educational programs for children in various age groups and adults. These programs include space oriented camp programs, aircraft themed Aviation Challenge camps, and outdoor oriented X-Camp programs, with the intent to promote science, engineering, aviation and exploration. | aerospace |
https://bbsgood.com/info/425 | 2021-04-11T03:14:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038060927.2/warc/CC-MAIN-20210411030031-20210411060031-00498.warc.gz | 0.666477 | 617 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__165645215 | en | Japan's moon rover will be made by Toyota
Toyota is going to the moon. The Japanese Aerospace Exploration Agency (JAXA) has teamed up with the carmaker to build a pressurized self-driving rover that will land on the lunar surface in 2029. The six-wheeled transporter will be able to carry two humans for a distance of 10,000 kilometers using solar power and Toyota's fuel cell technology. The rover will be about the size of two minibuses, with 13 square meters of habitable space, and the astronauts on board will be able to take their suits off inside the vehicle as they explore. It will land on the moon before the human expedition arrives, and travel independently to meet them.
The announcement comes at an active time in space exploration. Less than a week ago SpaceX docked a craft at the International Space Station, while China is ramping up its own space ambitions, recently achieving a world-first by landing on the far side of the moon, and revealing plans for a solar power station in space. What's particularly exciting about the JAXA/Toyota announcement, however, is that it aims to provide a lot of freedom for the astronauts on board the vehicle, so this kind of pressurized technology brings the once-futuristic idea of living on the moon ever closer.
I would expect Toyota to be the builder. They certainly know how to build high quality transportation vehicles. Just don't expect it to be fun to drive.
I think any vehicle on the moon would be fun to drive. However, not all cars can be build with the highest quality.
Seeing how it's self-driving, I wouldn't expect to drive it period.
So Toyota will beat Tesla to the moon? And who will be first to drive on Mars?
It says 2029, by then there might already be a Tesla not just on the moon but Mars as well.
My t-100 just passed 200,000 miles and is still going since 1996. Toyota makes things to last so the expected lifetime of this thing will probably 4 times that.
Great, some day there'll be moon-terrorists driving around in SpaceHilux's
"moon-terrorists"? As in, terrorists on the moon?
What else would it mean?
Probably the moon bunnies who chew on the cables /s
"It will land on the moon before the human expedition arrives, and travel independently to meet them."
So Japan is making the first Moon Bus Stop
So after all this years avoiding, they are making an electric car :P
I would suspect that allow them to take their suits off inside the vehicle would result in tracking in lots of moon dust into the vehicle. Moon dust is really fine dust that could cause lots of problems.
You forgot to mention the tiny Israeli moon lander currently making it's way to the moon!
SpaceX launches the first private moon lander on Israel's behalf
A Falcon 9 flight ferried a historic mission to space. | aerospace |
https://philphilips.com/operation-paperclip-how-nasa-was-infiltrated-by-leaders-of-the-nazi-party/ | 2023-10-04T12:39:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511369.62/warc/CC-MAIN-20231004120203-20231004150203-00356.warc.gz | 0.958067 | 362 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__277002210 | en | In the chaos following WWII, many of Germany’s remaining resources were divvied up among allied forces. Some of the greatest spoils were the Third Reich’s scientific minds. The minds that made their programs in aerospace and rocketry the best in the world. The United States secretly decided that the value of these former Nazis’ forbidden knowledge outweighed their crimes, and the government formed a covert organization called Operation Paperclip to allow them to work without the knowledge of the American public.
The race with the Soviet Union
One of the most well-known recruits was Werner von Braun, the technical director at the Peenemunde Army Research Center in Germany who was instrumental in developing the lethal V-2 rocket that devastated England during the war. Von Braun and other rocket scientists were brought to Fort Bliss, Texas, and White Sands Proving Grounds, New Mexico, as “War Department Special Employees” to assist the U.S. Army with rocket experimentation. Von Braun later became director of NASA’s Marshall Space Flight Center and the chief architect of the Saturn V launch vehicle, which eventually propelled two dozen American astronauts to the Moon.
Wernher Von Braun: From rocket builder for Hitler to Apollo hero
If it wasn’t for the help of these German scientist’s the Soviet Union would have beaten us to the moon. America benefited, in the end, using these high ranking Nazi leaders for their own gain. Apollo 11 was mankind’s greatest achievement, but at what cost, Werner von Braun was a man in Hitler and Himmler’s inner circle. Crazy psychopaths who murder millions of innocent people and now he was put in charge to run the largest Space Program in the world, NASA. | aerospace |
http://www.leos.le.ac.uk/group/jjr.html | 2013-05-19T14:43:42 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368697681504/warc/CC-MAIN-20130516094801-00068-ip-10-60-113-184.ec2.internal.warc.gz | 0.857824 | 198 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__165025307 | en | DR. JOHN REMEDIOS
Lecturer, EOS, Space Research Centre (Dept. of Physics and Astronomy,
University of Leicester)
Senior Research Fellow (St. Peter's College, Oxford University)
Welcome to my home pages at the Earth Observation Science (EOS) group
web-site based at the Space Research Centre of the Physics and Astronomy
Department of the University of Leicester.
This is the department in which
I conduct my main research into atmospheric composition (ozone
depletion, greenhouse gas warming, air pollution) principally
using satellite instrumentation.
I was formerly a senior research associate at AOPP, Department of Physics, Oxford University,
and have also worked at the Rutherford Appleton Laboratory
and the National Center for Atmospheric Research at Boulder, Colorado.
Current Research Projects
Students and Post-Docs
Further Information: EOS Leicester/Oxford
of atmospheric science from ESA satellites | aerospace |
https://www.nationaltribune.com.au/fatal-plane-crash-at-jacobs-well-qld/ | 2020-10-24T11:02:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107882581.13/warc/CC-MAIN-20201024110118-20201024140118-00250.warc.gz | 0.97922 | 129 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__205832996 | en | A man has died in a fatal light aircraft crash at Jacobs Well this morning.
Initial investigations suggest around 9:30am, the plane has lost power and clipped an overhead cable, before it crashed into trees and caught fire at Heck Field airfield off Stapylton Jacobs Well Road.
The 64-year-old pilot from Helensvale was pronounced deceased at the scene.
Emergency services were able to rescue a 60-year-old man who was taken to the Royal Brisbane and Women’s Hospital with significant burns in a serious condition.
Forensic Crash Unit investigations are continuing with assistance from Recreational Aviation Australia. | aerospace |
https://123moviesfreehd.info/watch/space-explorers-2018-online-free-123moviesfree.html | 2018-11-21T10:40:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039747665.82/warc/CC-MAIN-20181121092625-20181121114625-00551.warc.gz | 0.75338 | 169 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__48644074 | en | Watch Space Explorers (2018)
You are watching the movie Space Explorers 2018 produced in USA belongs in Category Fantasy , with duration 77 min , broadcast at 123MOVIESFREEHD.INFO,Director by Evan Tramel, The film is directed by Evan Tramel. When space explorers Nick and Sammy are sent on a mission they race against time to save Earth's creatures and learn valuable lessons along the way.
Duration: 77 min
Release year: 2018
#Tags: space explorersspace explorers 2018 space explorers 123moviesfree acspace explorers putlockerspace explorers 9moviesspace explorers yesmoviesspace explorers 123moviesspace explorers solarmoviespace explorers fmoviesspace explorers 9moviesspace explorers movie4kspace explorers movie2kspace explorers watch32space explorers watchseries | aerospace |
https://www.centauri-dreams.org/2016/08/18/getting-ready-for-osiris-rex/ | 2023-03-31T04:08:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949533.16/warc/CC-MAIN-20230331020535-20230331050535-00050.warc.gz | 0.917222 | 2,370 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__240272644 | en | Back in the 1930s, the German astronomer Karl Reinmuth discovered a near-Earth asteroid now called 1862 Apollo, which gave its name to the Apollo asteroids, all of them Earth-crossing and of high interest to those looking to plan asteroid missions. The number of known Apollo asteroids totals close to 7000. The one that gains our attention today is 101955 Bennu, for this is the target of the upcoming OSIRIS-REx mission, scheduled for launch on September 8.
Standing for Origins, Spectral Interpretation, Resource Identification, Security-Regolith Explorer, OSIRIS-REx is a sample return mission that will, if all goes well, reach Bennu in 2018, surveying the asteroid from nearby space for 505 days in search of optimum sampling sites. The plan is for no actual landing but a very close approach in which the spacecraft’s extended robotic arm will attempt to gather the sample. The robotic arm (known as TAGSAM, for Touch-And-Go Sample Acquisition Mechanism) will collect between 60 and 2,000 grams of surface material.
Image: The Origins, Spectral Interpretation, Resource Identification, Security-Regolith Explorer (OSIRIS-REx) spacecraft will travel to a near-Earth asteroid, called Bennu (formerly 1999 RQ36), and bring at least a 60-gram sample back to Earth for study. The mission will help scientists investigate how planets formed and how life began, as well as improve our understanding of asteroids that could impact Earth. Credit: NASA/University of Arizona.
Like 2001 CQ36, which we talked about yesterday in relation to Deep Space Industries’ Prospector-1 mission, Bennu is a potential Earth impactor and thus offers dual service in terms of pure science and planetary defense. The asteroid has a diameter of approximately 500 meters and, as you can see from the images below, has been surveyed by the planetary radar facilities at both Arecibo and Goldstone. The low delta-v required to reach it from Earth orbit makes it a prime candidate for close study, and we should have samples by 2023.
Image: These radar images of Bennu were obtained by NASA’s Deep Space Network antenna in Goldstone, Calif. on Sept 23, 1999. NASA detects, tracks and characterizes asteroids and comets passing close to Earth using both ground- and space-based telescopes. The Near-Earth Object Observations Program at NASA’s Jet Propulsion Laboratory in Pasadena, Calif., commonly called “Spaceguard,” discovers these objects, characterizes some of them, and plots their orbits to determine if any could be potentially hazardous to our planet. Credit: NASA/JPL-Caltech.
One reason images like these are important is that the precise measurement of an asteroid’s trajectory depends upon the Yarkovsky effect, which depicts the forces upon a rotating object as it heats. The effect can be subtle but over time can make for serious changes in an asteroid’s orbit. The asteroid 6489 Golevka, as measured between 1991 and 2003, drifted 15 kilometers from its predicted position. When we’re dealing with nearby asteroids and trying to make sure they don’t present a hazard to Earth, small changes like this can obviously be critical.
Learning the exact shape of an asteroid, along with its orientation and albedo, helps us produce more accurate predictions. That makes the Yarkovsky effect anything but theoretical, and in fact there are proposed asteroid deflection schemes based on it, some focusing sunlight on the object, some changing a small asteroid’s albedo by painting the surface with reflective coatings. OSIRIS-REx, as part of its numerous studies at Bennu, will be measuring the Yarkovsky effect.
The scientific payoff should be impressive as we look to learn more about the formation and evolution of the Solar System. Asteroids are leftovers from the system’s earliest days, and as we’ve seen from the Deep Space Industries plans, they’re also packed with natural resources like water, organics and metals. A carbon-rich sample from Bennu will help us probe the regolith layer at the sample site and understand the chemistry and mineralogy of such objects.
OSIRIS-REx is scheduled to launch on Sept. 8, 2016, at 1905 EDT (2305 UTC).
Comments on this entry are closed.
Delta-v to Bennu is about 5.1 km/s. A table of asteroid delta-vs can be found here.
The hydrazine monopropellant engine has an Isp in the low 200 seconds, not that much better than the estimated 200 seconds of the advanced DSI Comet-1 water propellant electrothermal engine.
I’m expecting the close up imaging to be spectacular. We’ll get to see the surface in unparalleled detail. Add in the spectrometer data for composition, and the mapping and this should be the most comprehensively mapped asteroid. And what surprises might the returned sample analysis find?
60 plus grams, outstanding!
This probe will also be carrying an Asteroid Time Capsule:
Great article as usual. And straight to the point . The Yarkovsky effect. Small over short periods and for larger ( km plus) NEOs but critically adds up over decades and can make all the difference especially in 100m class bodies like Bennu. These may not be “dinosaur killers” but can still back a big punch , serious megatonnage dependent on impact velocity.
It’s these NEOs that require long term surveys to accurately predict their position over long periods once discovered as things can change over time and what’s safe ( or risky) one decade , may not be the next. The Large Synoptic Survey Telescope of next decade may indeed locate 90% or so of even these low sized NEOs, but there will need to be a process of long term observation to keep the highest risk targets under tabs. Most especially for those objects that generally orbit within Earth’s orbit so are not easily imaged from ground based telescopes due to the presence of the Sun.
It’s for objects like this that the B612 Foundation conceived their Sentinel telescope and NEOCAM is amongst the favourites for the next round of Discovery concept missions. Both were designed to image in or around the Near infrared , where even dark coloured NEOs show up at 10 microns in particular , and are placed conveniently inside Earths orbit so they can look outwards. Sentinel near Venus’ orbit , NEOCAM at the Sun / Earth L1 Lagrange point about one million kms inward of Earth .
Sleep easier with these missions in place .
While I am of course very glad that we as a species are finally truly aware of the dangers of impacts from space, I will probably sleep a bit better once we set up an actual defense system against rogue planetoids and comets.
Just remember how much damage the relatively tiny meteor that hit Chelyabinsk in 2013 caused and there was virtually no way to detect that one in time.
I couldn’t agree more. It’s the “smaller” NEOs that pose the greatest threat . . It’s also one of the best cases of “forewarned is fore armed” . ( Continued ) Observation is critical , Yarkovsky effect and such like.
There are annual conferences involving the world’s experts in this area, three of whom, Henri Melosh, David Dearborn and Bie Wong ,all from the U.S. , lead in their field and although their opinions on how best to deal with the threat of NEOs vary to a degree ( with a big overlap ) . Their emails to me have helped reveal the common theme of not enough political awareness or interest in this critical matter. Internationally. Hence the B612’s Foundation’s excellent Sentinel telescope concept that would go along way to addressing the problem . Sadly it’s donations are not what they could be and a long way short of its half billion dollar cost . For six years operations.
The LSST at least should cover about 95 % of targets over time , it’s just those smaller asteroids whose orbits are internal to Earth’s and thus hidden by the Sun from Earth based scopes.
It’s decision time on the next round of the circa half billion ( ironically ) Discovery programme and I hope the NEOCAM is one of the two concepts selected. We all should as you say ! Only a two year primary mission to begin with , to help keep the bid’s operations costs down ( a ploy often used to seemingly keep costs down ) but can easily be extended and the results should then speak for themselves . The good news is that a lot of very good research has gone into varying Earth impacting deflection techniques and with warning there are numerous good ways of achieving very good defence even down to relatively short notice.
How big (or small) does an object have to be to merit calling an encounter a landing, vs. a docking or contact?
OSIRIS-REx is on its way to Bennu!
Thankfully the nearby explosion of SpaceX’s Falcon 9 rocket on September 1 did not affect the asteroid probe launch (and my condolences to the Amos 6 comsat):
OSIRIS-REx’s cameras see first light
Posted By Emily Lakdawalla
2016/09/29 08:34 UTC
As OSIRIS-REx speeds away from Earth, it’s been turning on and testing out its various engineering functions and science instruments. My favorite proof of a happy instrument is data, especially camera data, so I’ve really been enjoying the series of “first light” images that OSIRIS-REx has been sharing over the past few weeks.
Full article and images here:
StowCam also took an amazing shot of the space probe’s sample return capsule: | aerospace |
https://www.seadek.com/steven-colbert-neil-degrasse-tyson-drive-the-nasa-mars-rover-around-manhattan/ | 2023-06-03T14:04:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649293.44/warc/CC-MAIN-20230603133129-20230603163129-00531.warc.gz | 0.865934 | 201 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__284476708 | en | Who better to take a joyride in the NASA Mars Rover prototype than Stephen Colbert & Neil deGrasse Tyson? The duo recently took a humorous ride through the streets of Manhattan, where they test drove the impressive Rover, and–of course–cracked plenty of space jokes.
Parker Brothers Concepts, the fabricators of the NASA Mars Rover, among many other concept vehicles & movie props, worked directly with SeaDek to fit the Rover with a full, custom kit. From tire treads, to the cockpit interior, the Mars Rover is fully equipped with SeaDek’s iconic non-skid traction.
SeaDek is proud to be part of such an unique project!
To find out more about how you can get custom SeaDek of your own, click here to find a SeaDek Certified Fabricator or Installer near you! | aerospace |
https://www.memoryexpress.com/Products/MX00123812 | 2023-12-10T09:37:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101779.95/warc/CC-MAIN-20231210092457-20231210122457-00077.warc.gz | 0.786667 | 502 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__201631235 | en | THRUSTMASTER TM Flying Clamp
The TM Flying Clamp is the first mounting system specially designed by Thrustmaster for its flight simulation accessories. Bring comfortable and realistic control to your flight simulator setup with the TM Flying Clamp from Thrustmaster. Designed to accommodate a throttle or joystick for more realistic flight simulation, this clamp mount can be used with left- or right-handed controls.
- Sturdy structure - Solid, secure and 100% metal
- Ambidextrous - For either left or right-handed use
- Non-slip feet - To protect the surface of the desk / table
- Quickly removable - Won't be in your way when not using
Adjustable for Optimal Comfort
The TM Flying Clamp can be adapted for every type of flight simulation game, without the need for a cockpit. You can place it at exactly the right spot on the desk or table, and adjust a device’s positioning (height and depth): make sure that your accessories are right where you want them to be.
Stable, Secure and Solidly Built
The TM Flying Clamp features two clamping screws for secure, easy mounting on a desk or table. Its 100% metal structure ensures excellent stability under all circumstances. The tightening wheels on the clamping screws let you attach the TM Flying Clamp to a desk or table from 0.6–1.8 inches / 15–45 mm thick.
Compatible with the TCA and T.16000M FCS Product Ranges
The TM Flying Clamp is compatible with the TCA Sidestick Airbus Edition, TCA Quadrant Airbus Edition (+ TCA Quadrant Add-On Airbus Edition), T.16000M FCS joystick, and TWCS (Thrustmaster Weapon Control System) throttle.
- TCA Airbus
- T.16000M FCS products
- Desktop gaming
|Product||THRUSTMASTER TM Flying Clamp|
|Dimensions (WxHxD)||8.7" x 9.2" x 15.4" (220 x 233 x 390 mm)|
|Weight||4.6 lbs. (2.1kg)|
- THRUSTMASTER TM Flying Clamp w/
- 4-Piece Mounting System
- 2 x Clamping Screws
- 10 x M6 Screws
- 3 x M3 Screws
- Assembly Instructions
- Warranty Information | aerospace |
https://www.mt-aerospace.de/news-details-en/mt-aerospace-holding-acquires-aerotech-peissenberg.html | 2022-05-25T17:30:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662588661.65/warc/CC-MAIN-20220525151311-20220525181311-00667.warc.gz | 0.891771 | 449 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__196276548 | en | MT Aerospace Holding acquires Aerotech Peissenberg
Aeronautics business grows significantly.
Today, MT Aerospace Holding GmbH, a joint venture of the OHB Technology AG, Bremen, and Apollo Capital Partners GmbH, Munich, acquired the Bavarian aero engine supplier Aerotech Peissenberg GmbH & Co. KG with its affiliates in France and the Czech Republic from the present proprietor Robert Drosten. With this transaction, which is effective 1 January 2011, the owner of aerospace supplier MT Aerospace AG, Augsburg, significantly expands its business in the aeronautics sector.
For many years Aerotech Peissenberg has been a well-established partner for the production of sensitive components of high-resistant nickel base alloys and titanium for aero engines and industrial gas turbines. At the locations Peissenberg (Germany), Chateauroux (France), and Klatovy (Czech Republic) the company produces components for the aviation industry and medical instruments. In 2010, the group generated a total revenue of about 46 million Euros with 490 employees.
For the OHB group, the acquisition is an important step in its growth strategy. „The takeover is a logical expansion of our portfolio and complements our present focus on the space business. It significantly strengthens and expands the aeronautics sector within the OHB group“, said Hans Steininger, CEO of the MT Aerospace Holding. „We aim at improving our position in the national and international aeronautics business with our new colleagues and will open up new markets.“
Robert Drosten was delighted: „After acquiring Aerotech Peissenberg from MTU in 1997, we became a successful company group on the international market for challenging engine components with worldwide customer relations. Becoming part of the OHB group will guarantee a continuous successful and profitable business and safeguard hightech jobs.“
Gerd Kubin, CEO of Aerotech Peissenberg, said: „For our customers the acquisition stands for continuity and secure planning. This is particularly important for our components which require complex certifications.“
MT Aerospace Holding GmbH
The Executive Board | aerospace |
https://www.donga.com/en/article/all/20051013/243927/1 | 2024-04-14T15:15:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00623.warc.gz | 0.933435 | 334 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__130700423 | en | Posted October. 13, 2005 07:06,
China successfully launched its second manned space shuttle.
Shenzhou VI took off from the Jiuquan Satellite Launch Center located in the Gobi Desert in Kansu Province at 9:00 a.m. (local time) on October 12. It successfully entered into the 200 km orbit of Earth 10 minutes later.
Chinas second successful manned space mission following the first one in 2003 set the stage for an intense competition in space exploration among countries in the international community, including the U.S. and Russia.
Fei Junlong (40) and Nie Haisheng (41), astronauts and colonels of the Chinas People`s Liberation Army, became national heroes after Yang Liwei, Chinas first man in space. They sent their first message, We feel great, to the ground control center 34 minutes after the blast-off. Shenzhou VI is orbiting the Earth at a speed of 7.9 km/s or orbiting the Earth once every 90 minutes.
One of them will control the vehicle in the return capsule while the other will move to the orbiting module to observe the Earth and conduct experiments such as germinating seeds and growing human cells during their 119-hour or 5-day stay in orbit.
The space shuttle is scheduled to land in Siziwangqi in the central grass field of Inner Mongolia at 8:00 a.m. on October 17, after rotating the Earth orbit at an altitude of 200-350km for 80 revolutions.
Chinese state-run CCTV broadcasted the live images of the space shuttle during its blast-off. | aerospace |
http://designfolio.co.nz/_blog/Design_Folio_NZ/page/1/ | 2014-03-07T12:59:01 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999642519/warc/CC-MAIN-20140305060722-00015-ip-10-183-142-35.ec2.internal.warc.gz | 0.96673 | 209 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__23843017 | en | Engineering firm Spike Aerospace is currently prototyping the S-512 - a 'supersonic' jet that will not only be able to fly from London to New York in under four hours, but is also windowless and instead provides passengers with a digital view of their surroundings.
The digital imagery will be created by a number of cameras installed on the outside of the cabin, and are combined together to provide the almost panoramic view. If passengers are wanting to sleep they can simply dim the screens.
The S-512 will achieve speeds of between 1,060-1,200mph, and part of this is due to the reduced weight and lack of drag caused from by removing the windows. "It has long been known that the windows cause significant challenges in designing and constructing an aircraft fuselage. They require additional structure support, add to the parts count and add weight to the aircraft." noted the company.
Still in development, the jet is expected to be shipping December 2018 with a cool price of just 48 million pounds. | aerospace |
https://www.gizmobase.com/air-india-cabin-crew-salary/ | 2023-11-30T04:46:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00502.warc.gz | 0.908583 | 2,038 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__204577068 | en | Air India Cabin Crew Salary: Do you aspire to a career in the aviation sector? But the following query pops into your head: Where would I go? Where should I begin? The profession of air hostess is popular among women, but what about men? How can a Boy candidate go about becoming an air hostess? Let’s investigate! The male applicants have the option of becoming flight stewards or members of the cabin crew. Similar to Air Hostess, which is quite popular among girls, is this. The members of an aircrew that work for different airlines are known as flight stewards and cabin crew. Air Hostesses, Cabin Attendants, and Flight Attendants are further names for them.
Find Your Career: Air India Cabin Crew Salary (August 2022 Updated)
The Tata Group Air India stated on Friday that it will gradually restore staff compensation. It stated that the pay adjustments would take effect as of this month. The circumstances brought on by the Covid-19 outbreak resulted in a salary reduction for Air India personnel of up to 55%. “We are glad to notify you that your compensation cuts have been evaluated and the restoration of salaries will happen in a staggered manner as the promise of a post-pandemic world looks within sight and the aviation sector takes off once again with some visible changes in our performance. The adjustments will be put into place as of April 1, 2022, according to a statement from the airline.
Pay for Air Hostesses in Air India Cabin Crew Salary
Undoubtedly, many people dream of working as air hostesses. Therefore, if you are considering a career in this profession, you need to be aware of the latest Air Hostess Salary in India. A nice, amiable, and energetic disposition is required for careers in the aviation industry.
There are many positions in airlines, such as flight attendant, cabin crew, and pilot, so learn all the information about air hostess salary per month and cabin crew/flight attendant compensation details here. There are several flight air hostess salaries in India as a result of the lockdown.
One of the well-known occupations in India that many fresh graduates want to pursue is air hostess. In addition, the term “air hostess” can refer to flight attendants or cabin crew. Along with receiving an air hostess salary, they also receive benefits including access to life and health insurance, among other things.
|Flights||2021 Air Hostess Salary in India|
You may need to enrol in the specified course in order to become a Flight Steward & Cabin Crew for Air India Cabin Crew Salary
- Diploma in Cabin Crew Services & Hospitality Management
- Diploma in Airline and Travel Management
- Diploma in Tourism Management
- Diploma in Hotel Management
- Diploma In Aviation & Hospitality Management
- Diploma in Airline Cabin Crew Certificate Course in Air Hostess/Flight Purser
These courses might last anywhere from 12 and 18 months.
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Where can you pursue the aviation courses?
- Frankfinn Institute of Air Hostess Training
- Kingfisher Training and Aviation Services
- Avalon Academy, Dehradun
- Air Hostess Academy
- J. Aviation academy
- Indian Aviation Academy
- All India Institute of Aeronautics
Air India Cabin Crew (Hostess) Salary In India:
|Job Category||Annual Air Hostess Salary (Rs.)|
|Flight Attendant Salary In India||Rs. 480,000 to 675,000|
|Senior Flight Attendant Salary In India||Rs.550,000 to 825,000|
|Ground Attendant||Rs.504,000 to 735,000|
|Cabin Crew||Rs.504,000 to 702,000|
|Customer Service Agent||Rs.360,000 to 432,000|
Air India Cabin Crew Salary In India:
|Corporation||Cabin Crew Salary Per Month|
|Air Hostess Salary In Indigo||31,250/-|
All Frankfinn Institute of Air Hostess Salary for Management:
|Management||Average Salary(per month)|
|Manager 5 salaries reported||36,786|
|Business Development Executive||16,925|
- AirAsia – 236000 INR per Year
- GoAir – 248000 INR per Year
- Air Hostess Salary in IndiGo – 378000 INR per Year
- Spicejet – 360000 INR per Year
- Vistara – 420000 INR per Year
- Jet Airways – 420000 INR per Year
- Air India – 480000 INR per Year
- Delta Airlines – 720000 INR per Year
- Etihad Airlines – 720000 INR per Year
- Singapore Airlines – 660000 INR per Year
In India, how much money does an air hostess make?
A captain for IndiGo makes Rs. 6.01 lakh per month for flying 70 hours. He also receives Rs 7 lakh for 90 hours of work. In addition, the pay for cabin crew attendants has been raised to Rs 31,000 per month.
As a new hire gains expertise in the field, she is delighted with the amazing opportunity to expand her travel experiences as well as with the improved pay scales. There are variations in pay scales based on cities and their corresponding cost of living.
What does an Air Hostess do?
- welcoming onboard the passengers.
- Find their seats for them.
- a set up for hand luggage.
- releasing significant information.
- notifying travellers of safety precautions.
Indian air hostess training programmes list Certification Programs (3 months to 1 year)
- Airline catering (certification)
- Air Hostess Education (certification)
- Flight Attendant (certification)
- Flight Attendant/Cabin Crew (certification)
- Flight Attendant Services (certification)
- Aviation and hospitality management (certification)
- Service to Airline Passengers (certification)
- Management of hospitality and air travel (certification)
Benefits & Perks for Air Hostesses:
Please have a look at the following list of rewards and perks for careers as an air hostess as we continue our discussion:
- Financially support family travel, including airfare, accommodations, vehicle rentals, cruises, etc.
- between 13 and 17 days off per month
- offering pension benefits
- Facility for Life Insurance
- Medical Insurance Facility Kit Payment
- additional advantages of participating in high-profile events, etc.
Eligibility Standards & Abilities, Air hostess Requirements:
Job seekers who want to take advantage of this chance should graduate before working as an air hostess in the aviation industry and go through the necessary training programmes offered by reputable organisations as Frankfinn, Air Hostess Academy, etc.
A competitor may also possess the following additional requirements to become an air hostess:
Qualification for cabin crew and air hosts
- Eligibility: Graduate/pass 12th grade
- Age range: 17 to 25
- Height: Boys and girls must both be at least 164 cm tall.
- As a general rule, candidates should have fair skin and be single.
Other necessary Essential Skills include:
- Being able to communicate effectively
- At least 5’2 inches tall is the average height.
- Fitness (proved medically)
- Voice quality, swimming abilities, etc.
FAQs on Air India Cabin Crew Salary (August 2022 Updated)
What are some drawbacks to working as a flight attendant?
Here are a few issues or challenges that flight attendants frequently deal with. no typical pattern of sleep. As a result, a lot of flight attendants experience sleep issues. There is a high prevalence of depression among flight attendants. This is typically brought on by loneliness and prolonged separation from friends and family. Skin problems and health problems are fairly prevalent.
What duties fall under the purview of an Air Hostess?
The answer is that Air Hostesses essentially assist the pilots in an emergency. The catastrophe might involve anything that involves people or aeroplanes. The Air Hostesses handled everything else while the pilots were focused on piloting the aircraft they were flying. Rarely do people board an aeroplane for the first time, or they can be fussy, elderly, or someone with special needs. There have been instances of in-flight births where Air Hostesses took control of the situation and assisted in the child’s successful and safe delivery. Their services would be reduced if they were simply allowed to serve food and beverages.
What qualifications are needed to work as an air hostess?
To become an air hostess or member of the cabin crew, you must first successfully complete the required interview.
Excellent communication skills.
decent human talent
fluency in English.
outstanding adaptability and personality
with a confident body language.
Keep your smile on.
Pressure-relieving abilities and multitasking.
social and personal grooming.
ready to provide consumers with great services.
Note: You must meet other requirements, such as having the necessary paperwork.
I hope you now have a complete understanding of the Air Hostess Salary In India 2022. Air travel is no longer associated with wealth and privileged status. Nowadays, practically everyone prefers to travel by plane, giving air hostesses the opportunity to experience global travel. Your primary responsibility as an air hostess is on board. | aerospace |
https://safeland-project.eu/our%20team/consortium/swiss | 2023-04-01T17:50:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950110.72/warc/CC-MAIN-20230401160259-20230401190259-00525.warc.gz | 0.953618 | 429 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__254408642 | en | Swiss International Air Lines (SWISS) is the airline of Switzerland. In 2019 the company served over 100 destinations in 45 countries worldwide from Zurich and Geneva and carried almost 19 million passengers with its fleet of around 90 aircraft. Its Swiss WorldCargo division provided a comprehensive range of airport-to-airport airfreight services for high-value and care-intensive consignments to around 130 destinations in more than 80 countries.
As “The Airline of Switzerland”, SWISS embodies its home country’s traditional values, and is committed to delivering the highest product and service quality. With its workforce of some 9,500 personnel, SWISS generated total revenues of over CHF 5 billion in 2019. SWISS is part of the Lufthansa Group, and is also a member of Star Alliance, the world’s biggest airline network.
SWISS is committed on various fronts to the careful and sustainable use of natural resources and pursues a responsible attitude towards the environment as an integral part of its corporate culture. Various internal projects to reduce fuel burn and increase flight efficiency in general have been conducted. The average fuel consumption per 100 passenger kilometres has decreased from 4.39 liters in 2003 to 3.15 liters in 2018 thanks to the replacement of older aircrafts with B777-300 and the brand new Airbus A220 (formerly known as C Series).
Key assets for the project
SWISS is committed to fly its passengers towards their destinations safely, efficiently and punctually.
SWISS believes that this Exploratory Research project will help enhance the procedures between ATC and pilots to insure always continuously safe and more efficient approach and landing phases in a possible future one-single pilot situation. SWISS will provide operational expertise and pilot expertise to support the project, its long-term knowledge and experience and its will to always further improve the safety level of its operations.
SWISS will provide the view of an airspace user to the project, contributing to the definition of the concept in WP1 and to its evaluation, including the preliminary safety and cyber-security assessment. | aerospace |
https://www.thesaurus.net/monoplane | 2023-05-29T01:13:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644574.15/warc/CC-MAIN-20230529010218-20230529040218-00204.warc.gz | 0.888764 | 391 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__101593783 | en | What is another word for monoplane?
[ mˈɒnə͡ʊplˌe͡ɪn], [ mˈɒnəʊplˌeɪn], [ m_ˈɒ_n_əʊ_p_l_ˌeɪ_n]
Related words: biplane, fighter jet, jet engine, jet propulsion, jet aircraft, aircraft design, wing design, best fighter jet
Table of Contents
Synonyms for Monoplane:
- Air Force One,
- dive bomber,
- cargo plane,
- jet fighter,
Other synonyms:• Other relevant words (noun):
How to use "Monoplane" in context?
There has been a resurgence in the popularity of single-seat aircraft. The reasons for this are many, but chief among them is the technological advances and affordability of aircraft construction. With technological improvements and affordability comes increased interest in new modes of aviation. One of these is the monoplane.
What is a monoplane?
A monoplane is a single-seat aircraft. Typically, the airplane has a single engine powering the entire aircraft. This can make flying a monoplane more affordable than flying in a twin-engine airplane. Additionally, a single-engined aircraft is easier to pilot than a twin-engine aircraft.
Homophones for Monoplane:
Hyponym for Monoplane:
Word of the Day | aerospace |
https://phantomlights.com/movement-lighting/fixed-wing-marking-lights/ | 2023-06-01T03:01:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647525.11/warc/CC-MAIN-20230601010402-20230601040402-00312.warc.gz | 0.895132 | 138 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__184467237 | en | Fixed Wing Marking Lights
Phantom Lighting offers a variety of fixed wing marking lights that can be easily installed onto your aircraft. Our aircraft light markers are the best in the business, providing reliable illumination for nighttime tactical operations around the world and a variety of convenient features.Transmitters and lights can easily be reprogrammed by users to a user-selected security code which, once programmed, ensures these marking lights cannot be controlled by other transmitters. Browse all of our existing options below, and if you don’t see exactly the wing lighting you need, don’t worry! We can create the custom aircraft wing lighting you need for your plane or jet. | aerospace |
http://inposition.ch/2013/07/galileo-foc-satellite-spreads-its-wings-the-first-time/ | 2021-08-03T19:24:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154471.78/warc/CC-MAIN-20210803191307-20210803221307-00491.warc.gz | 0.935519 | 218 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__202470839 | en | Galileo FOC satellite spreads its wings the first time
The assembly and tests of the first Galileo FOC satellite are progressing at ESA facilities. The solar panels have been delivered and attached to the satellite. The spreading of the delicate construction was accomplished with the aid of gravity compensating lever system.
Since this satellite and the next three are the first of their kind, the current procedure is also a training on the job for the different assembly crews. Their testing period will be more extensive covering to pure assembly testing also part of the system’s design.
The launch of the satellite and its twin at ESA’s launch site is still scheduled for October 2013 (see also inPosition news). So far the recent launch failure of three GLONASS satellites does not trigger delays (see inPosition news). The launch vehicle used for the GLONASS satellites is different from the Soyuz model used by ESA for Galileo launches. Presumably only major findings or possible causes of the GLONASS launch disaster may have an impact and incur delays.
(Source: ESA Navigation page ) | aerospace |
https://wtop.com/the-space-place/2015/03/history-made-at-ceres/ | 2023-12-11T21:53:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679518883.99/warc/CC-MAIN-20231211210408-20231212000408-00344.warc.gz | 0.939969 | 651 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__8125999 | en | WASHINGTON — Are you ready for spring? I can hardly wait for two weeks from today when winter is officially over with the arrival of the Vernal Equinox (spring). But our winter weather woes have not stopped history from being made on March 6 at the dwarf planet Ceres.
NASA’s Dawn spacecraft entered into orbit around Ceres at 7:39 a.m. EST today when it was captured by the dwarf planet’s gravity at a distance of 38,000 miles. Mission controllers at NASA’s Jet Propulsion Laboratory in Pasadena, California received a historic signal from the spacecraft at 8:36 a.m. EST indicating that Dawn was healthy and thrusting with its ion engine. This was the the indicator to mission controlelrs that Dawn had entered orbit as planned. Dawn and Ceres are over 300 million miles from Earth and the spacecraft’s radio signal takes almost 28-minutes traveling at the speed of light to reach Earth.
As stated in the news release, ”Since its discovery in 1801, Ceres was known as a planet, then an asteroid and later a dwarf planet,” said Marc Rayman, Dawn chief engineer and mission director at JPL. “Now, after a journey of 3.1 billion miles and 7.5 years, Dawn calls Ceres, home.”
The Dawn spacecraft also set another historical milestone today by being the first spacecraft to orbit two separate worlds. In 2011 Dawn entered orbit around the large asteroid Vesta to begin a one year mission of exploration before firing its advanced ion propulsion engine to set off for Ceres in 2012. The pictures and data obtained by Dawn revealed Vesta to be a stunning world with complex features and amazing sights.
Dawn is approaching Ceres from the dwarf planet’s dark side away from the Sun. The spacecraft will emerge from the dark side in mid-April and modify its orbit in order to begin science observations and photographing Ceres in great detail. Scientists are eager to get close ups of the “mysterious white spots” of Ceres as well as determine how much water there is. Previous observations have indicated that Ceres may have more fresh water than our entire planet
This year will be a banner year for exploring the smaller worlds of the solar system. NASA’s New Horizons spacecraft is enroute to a July 2015 flyby of demoted (dwarf) planet Pluto. The European Space Agency’s (ESA) Rosetta spacecraft is in orbit around Comet 67P/Churyumov-Gerasimenko returning stunning pictures that will only get better as the comet heats up as it nears the Sun.
Additionally, Japan’s Aerospace Exploration Agency’s (JAXA) ion engine powered Hayabusa 2 spacecraft is flying to asteroid 1999 JU3 for a 2018 landing followed by returning a sample to Earth in 2020-21.
A bit closer to home be sure to tune in next Friday at 10:20 a.m. as WTOP interviews LIVE from the International Space Station (ISS) NASA astronaut Terry Virts and ESA astronaut Samantha (Sam) Cristoferreti. You can send your questions for Terry and Sam here | aerospace |
https://star-warz.net/nasa-successfully-launches-dart-mission-to-test-asteroid-deflection/ | 2022-07-02T02:43:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103983398.56/warc/CC-MAIN-20220702010252-20220702040252-00685.warc.gz | 0.938938 | 1,003 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__227316174 | en | NASA successfully launches DART mission to test asteroid deflection
NASA Double Asteroid Redirection Test (DART) was launched on November 24, 2021 at 1:21 a.m. EST on a SpaceX Falcon 9 rocket from Space Launch Complex 4 East at Vandenberg Space Force Base in California, United States. At 2:17 a.m. EST, DART separated from the second stage of the rocket. Minutes later, mission operators received the spacecraft’s first telemetry data and began the process of orienting the spacecraft to a safe position for the deployment of its solar panels. About two hours later, the spacecraft successfully completed the deployment of its two 8.5m-long (28-foot) solar panels. DART’s unique instrument, the Didymos Asteroid and Reconnaissance Camera for Optical Navigation (DRACO), will power up in a week and provide the first images of the spacecraft. DART will continue to travel just outside of Earth’s orbit around the Sun for the next 10 months to its target – the binary asteroid system Didymos – will be at a distance relatively close to 6.8 million miles (11 million kilometers) from Earth.
DART is the very first mission dedicated to the study and demonstration of a method of deflecting asteroids by modifying the motion of an asteroid in space by kinetic impact.
This method will cause DART to deliberately collide with a target asteroid – which poses no threat to Earth – in order to slightly alter its speed and trajectory.
“DART turns science fiction into science fact and is a testament to NASA’s proactivity and innovation for the benefit of all,” said NASA Administrator Bill Nelson.
âIn addition to all the ways that NASA studies our universe and our home planet, we are also working to protect this home, and this test will help prove a viable way to protect our planet from a dangerous asteroid should we ever find out that is heading towards Earth.
DART’s target is the Didymos near-Earth asteroid binary system, consisting of Didymos approximately 780 m (2,560 feet) in diameter and the smaller Dimorphos, approximately 160 m (530 feet) in size. , which orbits Didymos.
DART will impact Dimorphos to change its orbit within the binary system.
Since Dimorphos revolves around Didymos at a much slower relative speed than the pair revolves around the Sun, the result of the kinetic impact of DART in the binary system can be measured much more easily than a change in orbit d ‘a single asteroid around the Sun.
“We have not yet found a significant threat of asteroid impact on Earth, but we are continuing to search for this large population that we know is still untraceable,” said Dr Lindley Johnson, defense officer planetary at NASA Headquarters.
âOur goal is to find any possible impact, years or even decades in advance, so that it can be deflected with a capability like DART that is possible with the technology we have now. “
âDART is one aspect of NASA’s work to prepare Earth if we ever face an asteroid danger. “
âAlong with this test, we are preparing the Near-Earth Object Surveyor Mission, a space infrared telescope slated for launch later this decade and designed to accelerate our ability to discover and characterize potentially dangerous asteroids and comets that are found within 30 million miles from Earth’s orbit.
DART will intercept the Didymos system between September 26 and October 1, 2022, intentionally hitting Dimorphos at around 6 km per second (4 mph).
Scientists estimate that the kinetic impact will shorten Dimorphos’ orbit around Didymos by several minutes.
LICIACube, a DART-mounted CubeSat supplied by the Italian Space Agency, will be released ahead of DART impact to capture images of the impact and the resulting ejected cloud of matter.
Approximately four years after the impact of DART, ESA’s Hera project will perform detailed surveys of the two asteroids, with particular emphasis on the crater left by the DART collision and precise determination of the mass of Dimorphos.
“It is an indescribable feeling to see something that you have been involved in since the ‘words on paper’ stage became real and launched into space,” said Dr Andy Cheng, one of the responsible for the DART investigation at the Johns Hopkins Applied Physics Laboratory. and the person who came up with the idea for DART.
âThis is only the end of the first act, and DART’s investigation and engineering teams have a lot of work to do over the next year or so to prepare for the main event: DART’s kinetic impact on Dimorphos. But tonight, we’re celebrating! | aerospace |
http://www.historyandtheheadlines.abc-clio.com/ContentPages/ContentPage.aspx?entryId=1144924¤tSection=1130224&productid=3 | 2015-10-05T01:24:27 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443736676547.12/warc/CC-MAIN-20151001215756-00083-ip-10-137-6-227.ec2.internal.warc.gz | 0.95745 | 1,763 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__66305121 | en | The first airlift was primarily for liaison purposes, moving key personnel about. As aircraft capabilities grew, air transportation came to include the rapid delivery of logistical support for air and surface forces. Additionally, beginning during World War I, supplies were dropped to ground forces, and agents were inserted by parachute behind enemy lines. Airlift potential grew as aircraft capabilities for payload and range increased during the interwar years because of the development of enhanced bomber designs and improved transports produced for the rapidly growing commercial air transportation industry. Several military experiences illustrated the expanding potential of airlift, including the movement of ground units from North Africa to Spain during the Spanish Civil War, which was critical for the Nationalist side. Additionally, both Germany and the Soviet Union experimented with the use of parachute forces and gliders in airborne assaults and with the air-landing of combat forces and supplies to support rapid-offensive ground operations.
From the early phases of World War II, airlift played an important role—in a mission commonly referred to as tactical airlift—by providing routine and emergency logistical support for combat forces in all major theaters of operation. The importance of aerial logistical support for ground forces, tactical air forces, and naval forces in all theaters grew significantly during World War II. This support included the rapid movement of key personnel, delivery of critical equipment and supplies, movement of mail, and evacuation of wounded or ill personnel. The German military demonstrated the exceptional value of airlift during its rapid ground operations, especially in the Eastern Theater in the vast expanses of the Soviet Union. The Soviet Union also used airlift to support its widely dispersed and often isolated and cut-off forces.
U.S. and British forces also relied heavily on airlift support, both in geographically remote locations—such as the China-Burma-India Theater and the southwest Pacific islands—and in support of mobile combat operations. The aerial resupply of China by flying over the Himalayas—"the Hump"—was a high point in large-scale airlift support operations during the war. U.S. and British airlift operations were also important in mobile operations in North Africa and Western Europe. In the drive across France, supplies delivered by British and American transports and bombers were especially important in helping ground forces and tactical air units continue offensive operations under the logistical constraints imposed by limited port facilities.
Tactical airlift also included the rapid movement and air landing of small units, delivery of airborne assault forces, and the rapid reinforcement or resupply of units in isolated locations or in dangerous combat situations. The Germans had a well-developed operational concept at the start of the war, demonstrating remarkable effectiveness in the early seizure from the air of key facilities during the Norwegian Campaign and in securing the fortress of Eben Emael in Belgium in the invasion of France and the Low Countries in May 1940. German landings in Crete the next year also demonstrated the value of aerial envelopment, as well as the inherent dangers and risks of such activities. Later, the Germans also employed aerial logistical support to supply their forces trapped in Stalingrad and under pressure in North Africa. However, these efforts had limited effect; the Germans' airlift capability was restricted and aircraft losses were high in these missions compared with the needs of the forces being supplied.
Soviet doctrinal concepts for airborne and air-landing support of offensive operations were well developed and openly demonstrated in exercises during the 1930s. However, the impact of early losses and German control of the air limited Soviet assault operations. Nonetheless, in the final campaign of the war, the Soviets conducted extensive air assault operations against Japanese forces in Manchuria and Korea, often seizing airfields and key facilities.
In the Pacific Theater, the Japanese employed airborne forces early in the war. U.S. and British forces effectively used airborne landings in Burma and often supplied ground forces that were operating away from fixed supply lines. In the southwest Pacific, airborne assaults and aerial resupply efforts were very important for American operations in the widely dispersed islands of that theater. American and British forces conducted a series of increasingly sophisticated large airborne operations in North Africa, Sicily, Normandy, Southern France, Operation market-garden (the attempt to cross the Rhine at Arnhem), and Operation varsity (the final Rhine crossing). Some Allied bombers were also used in September 1944 in an attempt to supply the Polish Home Army in its uprising in Warsaw.
For special missions that supported covert and guerrilla operations, airlift resources were used to insert personnel, deliver supplies, and extract personnel from enemy-occupied territory. The Soviets conducted extensive operations in support of partisan activities in German-held territories. British and U.S. aircraft regularly worked with agents and local resistance organizations in occupied Europe, especially in France and the Balkans. Similar activities were conducted to support local guerrilla bands in the China-Burma-India Theater and observer operations in the Pacific islands. An additional innovative development was the use of helicopters for the first time in rescue roles.
The significant development of tactical airlift during the war was matched by the equally impressive growth of the use of long-distance aerial routes between theaters in a mission that has become known as intertheater airlift or strategic airlift. The long-distance airlift grew from the prewar commercial transportation systems, including the flying boat services in the Atlantic and Pacific Oceans. Airlift allowed key personnel and critical supplies to be delivered in a timely fashion, especially compared with the time needed for surface travel on a global scale. The most extensive system was the U.S. airlift network that stretched from the continental United States to every theater of operations, covering all continents except Antarctica. During the early period of the war, the U.S. Army Air Forces (USAAF), in addition to absorbing airline operations under contract, developed its long-range delivery capability in the Ferrying Command. This organization delivered aircraft under the Lend-Lease program and developed operations for passengers and high-value freight.
In June 1942, the USAAF established the Air Transport Command, which had responsibility for all ferrying and air transportation activities to the combat theaters. The American air routes grew into a global web: routes included from the Northeast United States to Canada and across the North Atlantic to England and Europe (paralleled by British routes); to Canada and Alaska and on to the Aleutian Islands and to Soviet Siberia; from Southeast U.S. bases to Brazil and on to Africa and the Middle East, continuing on to the Soviet Union or India and China (the longest leg of the network); and from West Coast bases to Hawaii and on into the Pacific islands and Australia. These flights moved matériel and key personnel to all theaters and allowed the rapid return of wounded personnel and returning combat-experienced aircrew members, who became trainers for new flying personnel. Additionally, senior commanders and staff members were able quickly to visit theaters for on-the-scene assessments and conferences with the theater commanders and staffs. By the end of the war, the Air Transportation Command included approximately 210,000 military and 105,000 civilian personnel. The extensive global coverage provided routine and regular flights, as well as responsive emergency missions, over the entire system.
Air Transportation Command provided the foundation for the Military Air Transport Service, the long-range transport capability of the U.S. Air Force after the war. The evolution of airlift missions during World War II established the patterns of airlift for all major military forces in the postwar period.
Jerome V. Martin
Bickers, Richard Townsend. Airlift: The Illustrated History of Military Air Transport. New York: Osprey Publishing, 1998.; Bilstein, Roger E. Airlift and Airborne Operations in World War II. Washington, DC: Air Force History and Museums Program, Government Printing Office, 1998.; Craven, Wesley Frank, and James Leg Cate. The Army Air Forces in World War II. Vol. 7, Services around the World. Office of Air Force History, Washington, DC: Government Printing Office, 1983.; Hardesty, Von. Red Phoenix: The Rise of Soviet Air Power, 1941–1945. Washington, DC: Smithsonian Institution Press, 1982.; Mrozik, D. Fritz. German Air Force Airlift Operations. U.S. Air Force Historical Studies, No. 167, U.S. Air Force Historical Division, Air University: Maxwell Air Force Base, AL, 1961. Reprinted New York: Arno Press, 1968.; Tunner, William H. Over the Hump. New York: Duell, Sloan, and Pierce, 1964. Reprint Office of Air Force History. Washington, DC: Government Printing Office, 1983. | aerospace |
http://www.marforpac.marines.mil/Photos/igphoto/2000786706/ | 2018-01-16T13:18:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084886436.25/warc/CC-MAIN-20180116125134-20180116145134-00523.warc.gz | 0.720618 | 129 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__38105403 | en | U.S. Marine Corps Forces, Pacific
In Any Clime and Place
Photo By: Lance Cpl. Erik Estrada
MARINE CORPS BASE HAWAII - Marines load a CH-53E Super Stallion helicopter with Marine Heavy Helicopter Squadron 463 onto a U.S. Air Force C-5 Galaxy at Marine Corps Air Station Kaneohe Bay here, March 23. This year’s deployment marks the first time an Aviation Combat Element has supported Marine Rotational Force – Darwin, a six-month deployment to Australia.
DOWNLOAD PHOTO (3.39 MB)
Back to Gallery | aerospace |
https://hlhull.smugmug.com/Airplanes/Planes-of-Fame/i-R3298HK | 2019-07-18T12:04:18 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525627.38/warc/CC-MAIN-20190718104512-20190718130512-00183.warc.gz | 0.955871 | 314 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__148375303 | en | From L to R:
North American F-86F Sabre, Mikoyan-Gurevich Mig-15, Lockheed T-33 Shooting Star...
The North American F-86 Sabre (sometimes called the Sabrejet) was a transonic jet fighter aircraft. Produced by North American Aviation, the Sabre is best known as the United States's first swept wing fighter which could counter the similarly-winged Soviet MiG-15 in high-speed dogfights over the skies of the Korean War. Considered one of the best and most important fighter aircraft in the Korean War, the F-86 is also rated highly in comparison with fighters of other eras. Although it was developed in the late 1940s and was outdated by the end of the 1950s, the Sabre proved versatile and adaptable, and continued as a front-line fighter in numerous air forces until the last active operational examples were retired by the Bolivian Air Force in 1994. Wikipedia
The Mikoyan-Gurevich MiG-15 is a jet fighter aircraft developed by Mikoyan-Gurevich OKB for the Soviet Union. Wikipedia
The Lockheed T-33 Shooting Star is an American jet trainer aircraft. It was produced by Lockheed and made its first flight in 1948 piloted by Tony LeVier. Wikipedia
Planes of Fame Air Show, May 3-4, 2014
Thanks for commenting and viewing, much appreciated!
17 July 2014
planes of fameaircraftchino airshow
From MyDailyPic 2014 | aerospace |
https://vedanga.co.in/chandrayaan-2-set-to-create-history-indias-lunar-mission-to-land-on-the-moon-in-wee-hours-tomorrow/ | 2022-06-28T03:25:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103347800.25/warc/CC-MAIN-20220628020322-20220628050322-00746.warc.gz | 0.955931 | 539 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__129559709 | en | India is on the verge of creating history as the national space agency, ISRO(Indian Space Research Organisation), is all geared up to navigate the lander of Chandrayaan-2 to soft-land on the moon. This will be the first-ever moon landing for any Indian Spacecraft.
The crucial landing operation would be held between 1 and 2 am on Saturday, using the most complex ‘powered descent’ of the Lander Vikram. After initiating the powered descent, the Lander is expected to touch down gently on the lunar South Pole in just fifteen minutes, as informed by the ISRO Chairman Dr K Sivan.
The powered descent is being attempted for the first time by the ISRO. It involves several novelties. Scientists say, the Lander is equipped with five thrusters to slow it down during its downward movement towards the moon surface and balance the Lander in such a way that it touches down properly without rattling the dusty ground. The speed of the downward movement of the Lander is expected to be just under two metres a second.
The Lander is primed to release the rover it carries after whatever dust raised from the surface is settled. It is expected to take about four hours before the rover rolls out by using a ramp that will emerge from of the Lander. The Rover is named Pragyaan, meaning wisdom, which is expected to send huge data useful to expand the understanding of the moon, along with the observations of the Orbiter and the Lander.
Scientists say, during the soft-landing process, the Lander Vikram scans the lunar surface. Its inbuilt autonomous features help choose the right place to set its feet on. Space scientists say, human control at that stage may not be preferable, one reason is that there would be a time lag between the back and forth communication between the earth station and the lunar craft, that are separated by a distance of more than 3.8 lakh kilometres.
Several earth-based landing trials have been made even before the launch of the mission, in addition to the simulation tests, boosting the confidence of the scientists in the complex endeavour. Over a billion Indians are awaiting the consummation of the mission Chandrayaan-2 with bated breath, as the ISRO scientists are confidently moving ahead with the operation.
Prime Minister Narendra Modi is scheduled to reach Bengaluru tonight and witness the soft-landing of Chandrayaan-2 lander on the moon. He will be joined by about seventy high school students from across the nation, who have qualified to accompany him by way of winning in a national quiz about the ambitious mission. | aerospace |
http://www.nwabusinessjournal.com/industries/education | 2014-04-23T16:58:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1398223203235.2/warc/CC-MAIN-20140423032003-00482-ip-10-147-4-33.ec2.internal.warc.gz | 0.848177 | 179 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__72197684 | en | The University of Arkansas
The U.S. Air Force has contracted University of Arkansas affiliate company Arkansas Power Electronics International Inc. on a $3.5 million project to develop a power module for new fighter jets.
The design of the F-35 Joint Strike Fighter aligns with the Air Force’s effort to build “more-electric” and “all-electric” jets, according to a UA press release.
APEI’s module will utilize the company’s unique, wide band-gap material packaging, a high-performance semiconductor designed to withstand harsh environments, according to the news release.
The laboratory-tested, silicon-carbide power electronics technology developed at APEI will be transferred to a motor drive on the F-35 that allows the pilot to control the aircraft’s flight control surfaces,... [ MORE ] | aerospace |
https://www.skylife.com/en/archive | 2019-07-20T01:05:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526401.41/warc/CC-MAIN-20190720004131-20190720030131-00178.warc.gz | 0.957147 | 135 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__205561399 | en | Our aircraft travel to every corner of the world; we connect the continents. With every flight, we bring together hundreds of our guests with their loved ones. This is our greatest motivation and makes us very proud.
Welcome on board!
Safe and Comfortable Flight
In the aircraft safety inspections (SAFA) carried out on 107 aircraft in the last year, we were included among the safest airlines with 0.205 points. While we continue to host our guests in safety and comfort, we are growing every day with new routes and an increase in frequencies. Currently, we are connecting Antalya, Turkey’s center for tourism, directly to 19 countr ... | aerospace |
https://twinfinite.net/2020/10/microsoft-flight-simulator-indiafoxtecho-plans/ | 2023-03-21T01:47:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943589.10/warc/CC-MAIN-20230321002050-20230321032050-00322.warc.gz | 0.938489 | 739 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__156365469 | en | Microsoft Flight Simulator Add-On Plans & More Aircraft Announced by MB-339 Developer
Add-on dev IndiaFoxtEcho has already provided a very enjoyable MB-339 for Microsoft Flight Simulator and today they announced future plans.
Add-on developer IndiaFoxtEcho has already provided a very enjoyable MB-339 for Microsoft Flight Simulator and today they announced their plans for the future.
The developer mentioned that they have 10 projects in active development, even if not all can be announced.
Those projects are split in three tiers.
The first tier includes aircraft that Microsoft Flight Simulator can simulate correctly in its current state. This includes the Sukhoi Su-31, the Aermacchi MB-326 (which is the predecessor of the MB-339), and the TA-4J Skyhawk.
The second tier will take a bit longer because, while the sim can handle them, they require more research by the developer. Among them is the Alenia Aermacchi M-346 Master (which incidentally is the MB-339’s successor).
The third tier includes aircraft that will come further down the line (after Q3 2021) because they require Microsoft Flight Simulator to be updated to support supersonic flight. Those are the Lockheed Martin F-35 Lightning II, the Eurofighter Typhoon, and the Grumman F-14 Tomcat.
Below you can check out a few images showcased by IndiaFoxtEcho, alongside the full message.
“We now have a team of contractors which allows us to deploy more and better projects: 10 new projects in the works! We cannot announce all of them right now…but these are the ones being actively developed at the moment.
First, while some of our projects will be the same aircraft we did for FSX and P3D, we are NOT converting the assets: while some good bits of the geometry may be reused here and there, we are rebuilding new 3D and textures to FS2020 standards.
Second, we think that the current status of the simulator is not good enough to depict some aircraft, namely our supersonic jet fighters, with the level of realism we’d like. We have divides the aircraft we’d like to do in three tiers:
TIER 1) Aircraft that can be simulated appropriately with the current code base of Flight Simulator. In this tier, we can announce that we are developing the following aircraft:- SU-31- MB-326- TA-4J
TIER 2) Aircraft that can be simulated with the current code base of Flight Simulator, but either require some more research. In this tier, we can only announce that we are developing the M-346 Master. There are other aircrafts being worked on.
TIER 3) Aircraft that cannot be simulated in the way we want in Flight Simulator right now – basically our supersonic jets. We started working on our usual suspects: F-35, Eurofighter, and F-14… but do not expect any of them to be released before Q3 2021.
We will follow up with more details and estimated dates soon!”
If you want to learn more about Microsoft Flight Simulator, you can check out our review that will tell you everything you need to know about Asobo Studio’s new and groundbreaking game.
Microsoft Flight Simulator is already available for Windows 10 and Steam. An Xbox version is also planned for the future but has no release date for now.
You can also check out our growing guide wiki that includes more information to help you get started in the game. | aerospace |
https://mobilitymgmt.com/report-u-s-planes-could-accommodate-secured-wheelchairs-in-cabin/ | 2023-11-29T01:59:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100047.66/warc/CC-MAIN-20231129010302-20231129040302-00773.warc.gz | 0.954258 | 773 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__282077821 | en | In the future, could people who use wheelchairs just roll onto airplanes — no aisle chairs necessary — secure their wheelchairs, and remain seated in them during flights?
A new report published in September by the National Academies of Sciences, Engineering, and Medicine says the infrastructures and designs of most airplanes being flown in the United States would indeed accommodate wheelchairs.
The “Technical Feasibility of a Wheelchair Securement Concept for Airline Travel” report cited analysis of such factors as the widths of airplane doors and the designs of passenger cabins.
For example, the two most frequently flown airplane series in the U.S. — the Boeing 737 and the Airbus A320 — “should require only modest interior modifications to create a wheelchair securement area located at the front of the cabin near the turn from the main boarding door,” the U.S. Access Board said, in explaining the report.
The U.S. Access Board also referenced the WC19 motor vehicle transportation standard that many wheelchairs in the United States already meet. “Many personal wheelchairs, including power wheelchairs, comply with motor vehicle transportation safety and crash performance standards (WC19) for wheelchairs established by the Rehabilitation Engineering and Assistive Technology Society of North America (RESNA), providing a widely available and standardized interface for an in-cabin wheelchair tiedown and occupant restraint system,” the U.S. Access Board noted.
The Board suggested that next steps include studying how many people who use wheelchairs would prefer to stay seated in them during flights, and taking a closer look at wheelchairs that currently meet the WC19 standard.
“The report recommends that the U.S. Department of Transportation and the Federal Aviation Administration (FAA) establish a program of research, in collaboration with RESNA and the assistive technology industry, to test and evaluate an appropriate selection of WC19-compliant wheelchairs in accordance with applicable FAA crashworthiness and safety performance criteria,” the Board reported.
The National Academies of Sciences, Engineering, and Medicine added that equipping airplanes with appropriate wheelchair securement devices “would likely be of moderate technical complexity for many individual airplanes,” and that “substantial effort” would be required to equip enough airplanes with securement devices “to provide meaningful levels of airline service.”
Because the series of Boeing 737 and Airbus A320 planes are used so frequently in the United States, the report suggested that wheelchair securement would need to be available in those types of planes “for any wheelchair securement concept to be practical and provide substantive levels of service.” Boeing 737 and Airbus A320 airplanes carry nearly two-thirds of all air travel passengers in the United States, the report added.
Given the high numbers of wheelchairs currently being checked as airplane luggage and then sustaining significant damage during that process, wheelchair securement could provide optimal seating for wheelchair users during flights and also protect the wheelchairs and seating equipment. Wheelchairs would also be immediately available for use upon landing and deplaning.
Committee Chair Alan M. Jette, Emeritus Professor and Dean at Boston University’s Sargent College, said of the report, “Equipping airplanes with wheelchair securement systems is an intuitively appealing solution to many of the hardships that people with disabilities and who are non-ambulatory face when flying. We hope this report lays the groundwork for future efforts to fill the information gaps [that] the committee identified.
“The idea behind the study is: If passengers had the ability to fly while seated in their personal wheelchair that is customized for their medical and physical needs, they could avoid the hardships of flying and be able to use their own wheelchair at their destination.” | aerospace |
http://sgf.rgo.ac.uk/operations/radarsafety.html | 2017-04-23T17:46:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118740.31/warc/CC-MAIN-20170423031158-00048-ip-10-145-167-34.ec2.internal.warc.gz | 0.942258 | 278 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__146283105 | en | Radar in-sky aircraft safety system
The SGF radar moves with the SLR telescope and instantaneously inhibits the laser on detection of an aircraft.
The laser shots fired during laser ranging are very short in duration and so deliver very intense, high powered pulses of light that could potentially damage the human eye. It is therefore necessary to operate a safety system to prevent the laser beam from being directed toward aircraft flying over the facility.
A separate second dome beside the SLR telescope dome contains the radar aircraft safety system. A 150cm diameter X-Band antenna dish is mounted on an alt-az mount and is independently driven to track the same path as the SLR telescope.
The X- band transceiver is a commercial Marine Radar Unit manufactured by Kelvin-Hughes. It produces 25 kW pulses (peak power) at a frequency of 9410 MHz (+-30 MHz), a pulse duration of 0.9microseconds and a Peak Repetition Frequency of 750 pps. The receiver is fitted with a low noise front end and has a system overall noise figure of nominally 6 dB.
An electronic system designed in-house processes the pulses from the radar detector and decide whether the pulses represent the detection of an aircraft or simply noise or a false alarm. The correct operation and accurate pointing of the radar is checked before each SLR observing session and then every 8 hrs. | aerospace |
https://www.dailydot.com/tags/mars-rover/ | 2024-04-24T23:14:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819971.86/warc/CC-MAIN-20240424205851-20240424235851-00544.warc.gz | 0.874315 | 596 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__137590255 | en | How to livestream NASA’s Perseverance rover landing on Mars
Landing on Thursday afternoon, Perseverance will search for life on Mars.
On Feb 18, 2021 by Gavia Baker-Whitelaw
Everything you need to know about NASA’s Perseverance rover
The new Mars rover left Earth this morning.
On Jul 30, 2020 by Gavia Baker-Whitelaw
NASA has named its 2020 Mars rover
Thirteen-year-old Alex Mather picked the winning name.
On Mar 5, 2020 by Tiffany Kelly
NASA says goodbye to Opportunity Mars rover
Goodnight, sweet robotic prince.
On Feb 13, 2019 by Tiffany Kelly
How to watch NASA’s InSight landing on Mars on Nov. 26
Everything you need to know about NASA's InSight mission to Mars, including how to watch the landing.
On Nov 25, 2018 by Gavia Baker-Whitelaw
BB-8 gets a glimpse of life on Mars at NASA’s Jet Propulsion Laboratory
Watch BB-8 meet up with a replica of NASA's Curiosity rover.
On Apr 10, 2016 by Gavia Baker-Whitelaw
It took 11 years for the Mars Opportunity Rover to create this time-lapse video
It was worth the wait.
On Jul 9, 2015 by [email protected]
Watch the sun set on Mars in a NASA vine
Ever watched the sun set on Mars? Well, now you can.
On Feb 24, 2015 by Gavia Baker-Whitelaw
Can a long-distance fix solve the Mars rover’s ‘amnesia’?
It began its three-month mission in January 2004.
On Jan 1, 2015 by Alex La Ferla
The Curiosity rover is ready for some Martian mountain climbing
The little rover that could is moving on up.
On Sep 11, 2014 by Marissa Fessenden
Mars Curiosity Rover marks 1 year anniversary on the Red Planet with a selfie
On Jun 24, 2014 by Mike Wehner
Watch the highlights from the Curiosity Rover’s first Earth-year on Mars
The only thing live on Mars right now is Curiosity's camera. Maybe.
On Aug 1, 2013 by Kris Holt
NASA’s Mars Curiosity team delivers the week’s most popular Reddit AMA
Bobak Ferdowsi and his colleagues on the Curiosity project answered Reddit's questions about landing something on Mars. Also this week: The founder of image-sharing site Imgur and Brent "Data" Spiner.
On Aug 21, 2012 by Kevin Collier
YouTube right now! Amazing Curiosity Mars Rover landing footage
Curiosity landed just two weeks ago, and high-res images of its descent have already been turning into an amazing video.
On Aug 20, 2012 by Jordan Valinsky | aerospace |
http://www.practicalspace.com/mars/gallery.php | 2017-03-24T21:54:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218188623.98/warc/CC-MAIN-20170322212948-00180-ip-10-233-31-227.ec2.internal.warc.gz | 0.840951 | 111 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__98780242 | en | Mars is one of the most photographed bodies in our solar system. We probably have more detailed images of Mars than the Moon. As a result we cannot publish a tenth of what's available. What we have here will give you a good idea of what the planet looks like.
Legend: Viking 1: US Lander, MGS: Mars Global Surveyor Orbiter, MRO: Mars Reconnaissance Orbiter, Mars Express: European Space Agency Orbiter, Pathfinder: US Lander, Opportunity: MER Lander, Spirit: MER Lander. | aerospace |
http://crankyprofj.blogspot.com/2011/12/faa-rules-against-passengers.html | 2018-05-20T09:47:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794863277.18/warc/CC-MAIN-20180520092830-20180520112830-00154.warc.gz | 0.96633 | 167 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__36424686 | en | The FAA announced new rules today further limiting the hours pilots can work. The FAA's move will cost airlines, and ultimately consumers, millions, and reduce choice, especially in small to medium sized airport. However, contrary to the FAA's intentions, this move will do little to prevent fatigued pilots from flying.
The one thing the FAA cannot do is mandate rest for pilots. Sure, they can force pilots out of the cockpit, but it cannot force them into naps or sleep, which is what's required to prevent fatigue. Pilots, like nearly everyone else, can do whatever they please during their off hours. Until the FAA passes new rules mandating bedtimes for pilots, the new rules will have little to no effect on pilot fatigue. However, you can be sure that you'll pay more for that next flight. | aerospace |
https://www.ntnu.edu/ie/ca/about-us | 2023-09-28T04:05:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510358.68/warc/CC-MAIN-20230928031105-20230928061105-00239.warc.gz | 0.925477 | 154 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__242756266 | en | "In 2035, we can get air traffic without emissions" in Universitetsavisa September 1st, 2021.
"Norway is leading the way: This can make flights climate-friendly" in Aftenposten Viten April 8th, 2021
"The dream of electric planes are within reach" in Dagens Næringsliv August 8th, 2020.
Founding Members and Associated Members
Strategic Research and Innovation Agenda
Are you interested in joining a dynamic network of industry, stakeholders, researchers, and students that works together toward a cleaner aviation sector?
Businesses and industrial companies are welcome to collaborate with us. Do not hesitate to approach us to learn more about our research initiative. | aerospace |
http://www.gapan.org/about-the-guild/committees-and-clubs/education-and-training-committee/ | 2013-05-24T21:18:22 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705069221/warc/CC-MAIN-20130516115109-00037-ip-10-60-113-184.ec2.internal.warc.gz | 0.947657 | 183 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__210235092 | en | Chairman: Squadron Leader Nick Goodwyn RAF
The Guild takes a close interest in all aspects of the education and training of pilots, licensing and training standards, to meet the changing demands upon their skills arising from the introduction of more sophisticated aircraft and air traffic management techniques.
Of particular concern is the standard of training given at private flying schools and approved commercial flying training schools.
It appoints various sub-committees appropriate to need and has two permenant sub-committees:
The Instructors' Sub-Committee under the Chairmanship of Syd Utting is directly responsible for the planning and hosting of the Senior Instructors Forum held bi-annually at RAF Cranwell. The last forum took place on 9 May 2012.
The Scholarships' Sub-Committee under the Chairmanship of Mrs Tricia Nelmes is responsible for overseeing the Guild's comprehensive flying scholarship programme each year. | aerospace |
http://www.newsdoot.com/mission-shakti-some-interesting-things-related-to-the-launch-of-the-anti-satellite-missile/ | 2019-04-22T07:20:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578544449.50/warc/CC-MAIN-20190422055611-20190422081611-00179.warc.gz | 0.973555 | 308 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__3777844 | en | New Delhi: India has successfully launched an anti-satellite missile while acquiring firepower in space. On Wednesday at around 11 am, scientists completed this extremely complex technical test in just about 3 minutes. Over the last 6 months, 300 scientists were working on this project. Come, know that the essential aspect of this mission of becoming India’s superpower in space.
- The target was going at a speed of 7.8 km per second
- In less than 1 second it was to intercept
- 8 to 10 minutes pass in the Indian subcontinent.
- 300 scientists and staff were mobilized in the mission
- Had been running for 10 years working on technology
- DRDO had claimed the technique in 2012
- Scientists were in mission mode for 6 months
- 300 km away shot down satellite
India reached super 4
- 3 countries had this ability. India fourth country
- America did the first test in 1959 – Russia did a test in 1963
- In 2007 also China was involved in this club
- Chinese tests failed in 2005 and 2006
Source: Rajya Sabha TV
India has proved by taking a very big step that it has the ability to keep its satellites in space, and also demonstrated that if a satellite creates a threat to it then India can kill it. So far, only the US, Russia and China could have done this, and now India has become the fourth country with an anti-satellite weapon. This is exactly the way India has shown a surgical strike in space. | aerospace |
https://www.aircrewacademy.com/sprint-flight-operations_146 | 2023-02-06T16:36:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500356.92/warc/CC-MAIN-20230206145603-20230206175603-00798.warc.gz | 0.906058 | 117 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__32179515 | en | Sprint Flight Operations uses Advanced Aircrew Academy's online IS-BAO training package for their pilot, maintenance, and dispatch groups.
Les Delano, Sprint's Training Captain, said "Coordinating training used to be one of my toughest tasks. Now, our pilots, mechanics, and dispatch are assigned eLearning modules quarterly. The self-paced program provides progress reports so I know when each person completes their module. Keeping up-to-date on the latest aviation changes doesn't need to be so challenging. We solved that problem with Advanced Aircrew Academy." | aerospace |
https://mechtraveller.com/2023/12/air-space-museum-le-bourget-paris/ | 2024-02-23T19:35:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474445.77/warc/CC-MAIN-20240223185223-20240223215223-00452.warc.gz | 0.954591 | 8,266 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__89514367 | en | The Air & Space Museum (Musée de l’Air et de l’Espace), sprawled around the magnificent art deco terminal building at Paris’ former passenger airport, Le Bourget, is France’s premier aviation museum.
It’s huge, and well worth the journey to the outskirts of Paris to visit. Only, make sure you set aside plenty of time because there’s a lot to see!
Le Bourget is still an operational airport, but no longer for commercial traffic. Instead it serves as a private aviation hub, and as the venue for the bi-annual Paris Air Show.
In the 1970s, the transfer of international airline traffic to Orly and then Charles deGaulle airports, freed up the glamorous old terminal building, numerous hangers and a large chunk of tarmac for the museum.
The Pioneers Hall is in the elegant north wing of the old terminal, and is the obvious starting point for a visit to the museum. There are some amazing (and rickety!) aircraft in here.
One of the first on display is this supremely elegant 1912 Morane-Saulnier G-type. It looks like it could be in a fine art museum.
The pencil-thin Antoinette VII was a favourite of French aviator Hubert Latham, who was almost the first to fly across the Channel in one of these (he made two attempts), but Louis Blériot beat him. The front fuselage of this aircraft is original. The rear was rebuilt and the canvas replaced and re-doped.
This extraordinary machine (below) is hard to make out in my photo, with all the background clutter.
It is French engineer, Henri Fabre’s Hydroavion, and it became the world’s first seaplane, when on 28 March 1910, with no piloting experience, he took off from the Étang de Berre lagoon outside Marseilles. In fact, he got airborne four times that day and his longest flight was 600 metres. This historic photo is not of him on that day, but rather his Hydroavion being flown by Jean Becue outside Monaco a year later.
Fabre’s design was unusual to say the least. It was a canard controlled aircraft with a push propeller, fabric wings with structured ash wood leading edges, and his own design of aerofoil floats, which at an altitude of just over 2 metres (6½ ft) harnessed the ground effect to add greater lift. The 50-horsepower Gnome 7-cylinder rotary engine not only got him ‘unstuck’ from the water, but also gave him a cruising speed of 55mph. This is a replica built by a team in Toulouse to mark the 100th anniversary of Fabre’s achievement.
The aircraft in the museum is original. The signage notes that the fabric covering and dope have been “redone”.
This Farman HF-20 built in 1912, is the last aircraft in the Pioneers Hall and marks the crossover into the Great War, in that it was the first aircraft to be designed for a specific military purpose – reconnaissance.
Great War Hall
The Great War Hall occupies the other wing of the terminal building, and it starts off not with an aircraft but with an automobile.
This is an army aerial observation post vehicle produced by Delahaye. It had a winch with 2000ft of cable to which a string of large kites were attached, and a one man basket. Obviously, unlike a balloon, it could only be used on windy days to get a man with binoculars and a telephone, up in the sky over the battlefield.
You have to hope it would be a steady wind. Even then it would be a bouncy ride for the occupant, without the confidence a balloon might give. I doubt they had many volunteers.
Something you don’t see often… a gondola from an R-class Zeppelin.
This is the rear engine gondola from Zeppelin LZ-113. It had two engines inside which powered outboard propellers. LZ-113 first flew in February 1917, and was operational, flying numerous reconnaissance and bombing missions, before the war ended in November 1918. In 1920 it was sent to France as part of war reparations.
Does that corrugated metal (above) look familiar? Something of a trademark for Junkers aircraft. Most people would recognise it from the WW2 era Junkers 52 transport aircraft. This is a Junkers J-9 designed for ground attack and, as a low wing monoplane, very modern for 1918. Up until this point, aeroplanes had been mostly biplanes, and all were made of wood and canvas.
Of course canvas is nice and easy to, literally, ‘patch up’ when damaged, but so too was Junkers’ revolutionary corrugated light-weight alloy. You simply replaced panels. This J-9 has had many replacement panels!
The Great War Hall has some important warplanes on display. The 1915 French twin-engine Caudron G.4 was used by the British, Russian and Italian air forces. It had a fast climb rate but was used by the British as a bomber rather than an interceptor. They are rare but there is one Cauldron G.3 in the RAF Museum, Hendon, and a 1917 G.4 at the Smithsonian’s Steven F. Udvar-Hazy Center in the USA.
There’s a 1913 Maurice Farman MF.7 observation aircraft from the beginning of WW1, and a 1918 Fokker D.VII, the enemy fighter most respected by the Allies. In between, there’s a Breguet XIV bomber/reconnaissance aircraft, and a collection of WW1 engines.
The Space Hall is cavernous with multiple levels of gantries and walkways climbing up and up. I’m not sure what I was expecting, but I was amazed at this hall and spent ages in here, soaking it up. There are plenty of rockets & missiles, from Arianne to Polaris, and plenty of space vehicles, like this classic…
I always though the designer of the rather ludicrous-looking Lunakhod 1 got his/her inspiration from a kid’s pram! This was the USSR’s remote-control lunar rover sent to the moon in 1970 – the year after Apollo 11 landed. As it turned out, it was far from ludicrous. After landing and deploying successfully in the Sea of Rains, it then spent almost a year travelling some 10 kilometres, taking over 20,000 photographs and conducting numerous soil analysis experiments. This, of course, is a replica. The real thing is still up there, and it never bumped into any American astronauts… as far as we know.
That is the interesting thing about the Space Hall. Almost nothing in here is actually real. It’s all reproductions. All the actual satellites and space vehicles are still up there. Rockets & missiles tend to be full of horribly corrosive and explosive chemicals, so all those in the Space Hall are either inert practise missiles or just models.
This is a 1:1 scale model of Philea, the European Space Agency (ESA) vehicle that landed on comet 67P Churyumov-Gerasimenkov in 2014. There was a certain amount of mystery to the event. Philea sent some images back, but communication was intermittent and its parent, Rosetta, couldn’t see where it landed. Eventually they found it. It had fallen sideways into a crevice, which explained why its transmissions were patchy and its solar panels weren’t charging it up.
France, of course, was and is an independent nuclear power. During the Cold War its Dassault Mirage IV (See Concorde Hall) supersonic strategic bombers carried nuclear bombs and its Redoubtable class submarines carried nuclear ICBM missiles. What’s less well known is that, like the US, it also had land based ICBMs housed in silos on the Plateau d’Albion in the Alpine foothills of southeast France from 1971 to 1996. The missile facility had 18 silos and two underground command bunkers, each responsible for 9 missiles although either could launch all 18 if there was a problem.
The silos and two fire control stations have been dismantled and the former ‘Air Base 200’, which served as a support base for the installations, is today used by the 2nd foreign engineering regiment of the Foreign Legion as well as by a DGSE listening station.
The Inter-War Hall has been closed over the last few months in order to accommodate part of the museum’s latest temporary exhibition The Roaring Twenties of Aviation, which opened 24 October and runs to 3 March 2024. The exhibition focuses on the cultural and societal impact of aviation in those two revolutionary decades between 1919 and 1939. The two parts of the exhibition, one in an exhibition room in the Grande Galerie, and the other in the Inter-War Hall, tell the tale of those years in eight sections:
- The birth of commercial aviation,
- The long distance challenges – conquering the world
- Aviation in the society of the Roaring Twenties
- The influence of aeronautics on the arts
- The portrayal of aviators – challenges and heroism
- The art of travel
- Aviation as a symbol of power
- The threat of military aviation
It is a chance for the Museum to show off some 300 objects from its own collection, plus some artefacts on loan from other major non-aviation museums, including posters, toys, fashion, photographs, and material from their printed and audio-visual archives.
Meanwhile, most of the aircraft in the hall remain, at least the suspended exhibits do.
Here, on the ground, is some more of that Junkers corrugated alloy. This is the F-13 light transport aircraft. It was designed to carry five passengers – four in the cabin, one in the open cockpit with the pilot. I suppose we might call that ‘steerage’! It first flew in June 1919.
Suspended dramatically in the air, performing a loop, is the Morane-Saulnier 230, a dual seat trainer intended to teach students combat techniques. It first flew in 1929.
The Breguet 19 TF is a record breaking endurance aircraft with extra fuel capacity. On 1 September 1930, Dieudonné Costes took off from Le Bourget and landed at Curtis Field outside New York 37 hours and 12 minutes later. Not sure he’d make it now with all that dust on her! 😉
This hall is busy with helicopters and auto-gyros. It is difficult to separate some of them and their signage out from the confusion of other machines around them. Some are to be expected, like the Sikorsky H-34A, the Cierva C-8 autogyro (this one is actually the C-8L-11 version, ordered by the British Air Ministry in 1928), the Focke-Achgelis Fa-330 tethered U-boat autogyro, and the French Army Aerospatiale SA-341 Gazelle. But there are some standout machines.
There is a Sud-Aviation SA-319B Alouette III helicopter, a mainstay of the French military and rescue services, particularly at high altitudes. It first flew in Feb 1959. By 1979 when they stopped manufacturing, over 2,000 Alouette IIIs had been built. This one was with the Gendarmerie for 35 years, based in the Alps in Megève and Chamonix first, then in Briançon. Thirty five years seems to me like a long time to be operational, but her signage says she flew 13,478 hours and saved 16,087 people. If it really was 35 years, that would be an average of 8.8 persons rescued per week!
The Piasecki H-25/HUP Retriever is a remarkable tandem helicopter. These were produced for the US Army and Navy (the Navy version had folding blades) between 1949 and 1954, so this is really a very early helicopter. The first British tandem, the Westland Belvedere, wasn’t produced till the 1960s. The H-25 model was the first helicopter to loop-the-loop and the first to be equipped with an autopilot, which was important for the naval rescue variant because it helped keep stationary in the hover, which is why the French navy bought 15 of them.
Perhaps the most interesting machine in the hall is the Pescara prototype helicopter. Argentinian engineer Raul Pateras Pescara started experimenting with helicopters in Spain in 1916, but it wasn’t until 1922 in France that he achieved some success with his model 2 aircraft.
It looks like a complicated machine, but essentially it featured two x 3 bladed contra rotating rotors… only, each of those blades was actually two blades paired as a biplane. His model 2F hovered for one minute at a height of one metre. Two years later it flew the best part of a kilometre (736m) at 13 kph.
The important thing about Pescara’s machines were his control systems. He was the first to develop a flight control system using cyclic and collective pitch control. The rotor mast could tilt slightly, giving it directional travel.
The Cocarde Hall and the Prototypes Hall are two halves of the same hanger, with a mezzanine balcony area separating them.
A Cockade is “a knot of ribbons, or other circular, or oval-shaped symbol of distinctive colours which is usually worn on a hat or cap. The word cockade derives from the French cocarde, from Old French coquarde, feminine of coquard, from coc, of imitative origin. The earliest documented use was in 1709.” – Wikipedia. Who knew?!
In this case it refers to the dramatic fanned out display of post 1950s French and American jets used by the French military: a Dassault MD-450 Ouragan, Republic F-84, Mystère IV, F-86 Sabre, F-100 Super Sabre, Super Mystère B2, Mirage F1, Mirage 2000, Sncase SE-535 Mistral, and a North American T-6 trainer.
There’s also a really interesting exhibit in here; a transparent Mirage F1 fighter. It’s fascinating to see the engine and cockpit components, and to trace the fuel and electrical connections, but I think the connecting rods and actuators in the wings for the control surfaces are the most interesting aspects. You know what jet engines look like and cockpits look like, but you never really see inside the wings!
This hall is fascinating. There are some extraordinary and bizarre experimental aircraft in here.
The Sud-Ouest SO-6000 Triton was France’s first jet aircraft. It was developed in secret during the German occupation of France in WW2 and first flew in November 1946. It was the brainchild of French aeronautical engineer, Lucien Servanty, who went on to work on the Caravelle and Concorde. It was designed as a 2-seater training aircraft but only five were built post-war; by then jet technology had already moved on. The prototypes were fitted with Junkers Jumo engines at first, since the Servanty’s design bureau were basing their work on German research papers, but then the Rolls-Royce Neme engine was used. This Neme-powered aircraft is the only surviving Triton.
You know that scene in the first ‘Men in Black’ movie, when Tommy Lee Jones hands Will Smith a tiny little ray gun, the ‘Noisy Cricket’? Well the tiny Payen PA-49 Katy reminds me of that! It’s just 5.1m long with a wingspan of 5.3m. How the test pilot, T. Ochsenbien, managed to get into it, let alone get it airborne on 15 Dec 1953, I just don’t know. But, rather like the Noisy Cricket, the Payen Katy performed better than its size might suggest. Over a test programme of 300 flights, it impressed all its pilots with its handling characteristics.
The Sud Ouest SO-9000 Trident I, which first flew in March 1953 was a mixed-propulsion aircraft, powered by a rocket engine in the fuselage and two wingtip-mounted turbojet engines. Designed by our old friend Lucian Servanty, this prototype and its successor, the more powerful Trident II, were developed as part of a programme to develop a high speed, high altitude interceptor. By 1956 the Trident II had broken several height and speed records, reaching a speed of Mach 1.96 at a height of 19,100 m (62,664 ft). Two years later it reached 26,000 metres (85,302 ft), and set a record rate of climb – 15,000 metres in 135 seconds! This aircraft on display is the first Trident I prototype.
Also on display are a Dassault Mystère IVa fighter-bomber, the first transonic aircraft to enter service with the Armée de l’Air (French Air Force). This particular aircraft No. 01, made the maiden flight on 28 September 1952 (Yes, you are not hallucinating. There is another Mystère IVa displayed in the cockarde a few metres away.) There’s a Dassault-Breguet Mirage G8 swing-wing supersonic (Mach 2) bomber. The G8 or “Super Mirage” was a variant that never went into production for budget reasons. This was the first G8 to fly. And there’s an interesting streamlined twin-prop aeroplane, the Hirsch H-100 from 1954, designed specifically to test control surfaces in gusts caused by rapid or uneven changes in airflow.
The star exhibits in the prototypes Hall have to be René Leduc’s ramjets, the Leduc 0.10 and Leduc 022. The defining feature of these two aircraft is the cockpit located inside the engine nozzle!
The Leduc 0.10 was designed by French aeronautical engineer René Leduc in 1938, based on a surprisingly ahead-of-its-time ramjet concept patented by another engineer, René Lorin in 1908. Leduc’s 0.10 prototype was built in secret in the Breguet Aviation factory under the noses of the German occupiers during WW2, and completed in 1947.
When at speed, a ramjet compresses the air entering the intake, adds fuel, and ignites it. It needs to be travelling at speed to work, it can’t work from a standstill. So the Leduc 0.10 had to be carried aloft on the back of a large passenger plane and then released at high altitude in a shallow dive. It did this and successfully fired up the engine for the first time in April 1949, flying for 12 minutes and reaching a speed of 680 km/h (420 mph). On later flights it reached Mach 0.85. Three prototypes were built, two were wrecked, the one on display here is the third.
The Leduc 022 was a mixed propulsion aircraft, using a jet turbine to take off, and switching to the ramjet at speed. It was designed to address the air force’s requirement for a fast climbing interceptor, which it certainly was. It could climb to 25,000 metres in just 7 minutes, and achieved a top speed of Mach 1.15.
Unfortunately the Armée de l’Air was looking for budget cuts in the late 1950s. It didn’t really need an exotic supersonic interceptor. It needed ground attack jets like the Dassault Mirage III for its counter-insurgency wars in former colonies, and the Leduc programme was axed in Feb 1958. Sadly that was the last aircraft René Leduc designed. He turned his hand to designing and building hydraulic systems for construction diggers. There are more details on the Leduc ramjets here, and a video of the Leduc 022 in flight.
There is an open area, a taxiway in effect, between the Space, Interwar, Helicopter, Cocarde and Prototypes halls and the two large hangers housing the 2 x Concordes and the WW2 aircraft. I’ll call it…
There are four jets on display here. As with all aircraft left exposed to the elements, they are looking less glamorous than they once were. They are the classic Swedish Air Force Saab J35A Draken, still an amazing looking aircraft.
Behind it sits a 2-seater Saab 37E Viggen with canards that have their own control surfaces. Normally a canard is a single plane, not jointed with a flap/aileron, but this gives the Viggen a short landing capability and the Swedes are keen on using their roads as runways. What is it with the Swedes? They always seem to go their own unique way when it comes to military design & construction. Look at their tanks! No other nation came up with a Cold War tank design like the Stridsvagn 103 “S-tank”!
The other two jets on the taxiway are Soviet.
There’s a Mikoyan-Gurevich MiG-23 ML (NATO name ‘Flogger’), the Mach 2, variable-wing successor to the MiG 21. It first flew in June 1967 and thereafter was manufactured in huge numbers (5,800) and exported to over thirty countries. This aircraft was in the East German air force. One thing I’ve always liked about the Mig-23 is the big chunky bent-leg undercarriage. I doubt much change was needed for the MiG-23 K carrier variant. Those legs look like they could take a real pounding!
The last of the four is a Sukhoi Su-22M-4 (NATO name ‘Fitter’), again from East Germany. This variable-wing ground attack aircraft first flew in August 1966 as the Su-17, and with a fixed wing. The Su-22 is a later export variant of the Su-17. It was designed to fly low and fast (max speed Mach 1.7).
Ta-dah! Not one, but two Concordes in this giant space! And they look stunning (as Concordes always do)!
They are: one of the prototypes (F-WTSS) used for testing, and one of Air France’s Concorde fleet (F-BTSD). They have been parked nose by nose, so that you can walk through the flying testbed first and then cross over to the Air France Concorde and walk through her before exiting at the tail. Access to the Concordes is an extra on your museum entry ticket.
They both have records. Concorde F-WTSS Prototype first flew in 1969. The next year, on its 102nd test flight, it reached Mach 2 for the first time and flew at that speed for almost an hour. In 1995, Concorde F-BTSD flew around the world in 31h 27m 49s (including stopovers). It was in the air for 22 hours, 46 minutes, of which 18 hours 46 minutes was supersonic – a world record.
The Concorde hall is pretty enormous so it’s no surprise that the museum has put a couple of extra exhibits in the corners. The first is a Dassault Mirage IV A supersonic nuclear bomber. Sixty-six were built and, carrying a 60-kiloton nuclear bomb, were part of France’s nuclear deterrent from 1964 to 1986, when the Mirage IV A was replaced by the Mirage IV P variant.
The second aircraft exhibit is a badly damaged French Air Force SEPECAT Jaguar. Jaguar A.91 was hit by a missile while attacking Al-Jaber during Operation Dessert Storm on 17 January 1991. Amazingly it survived and so did its pilot. The air force kept it as an instructional tool in damage repair for engineers, until 2021 when it was donated to the museum.
Next door is the…
World War II Hall
The presence of the Vietnam War era Douglas AD4 NA Skyraider in a WW2 hanger was a little baffling, but it is a fantastic aircraft and, even with its wings folded, there isn’t enough space in the Cockarde Hall for it. To be fair, the Skyraider first flew in March 1945, just months before WW2 ended, so I suppose it just scrapes inside the technical definition! From 1959 onwards, the French bought over 100 Skyraiders which they used in the Algerian War. If you want to see an airworthy Skyraider, visit the Salis Flying Museum 40 kms south of Paris.
I was a little disappointed by the WW2 hall. There’s the ubiquitous C-47 Skytrain, a Focke Wulf Fw-190 A8, a Republic P-47D Thunderbolt a North American P-51D Mustang, a very shiny Supermarine Spitfire Mk16, and a V2 flying bomb. So nothing particularly out of the ordinary.
The most interesting aircraft in here is the Dewoitine D-520. This was France’s most up-to-date fighter when WW2 broke out. It had a top speed of 335 mph and was armed with a 20mm cannon. First flown in October 1938, it was only just in service with the French Air Force in 1940 as the Germans invaded.
The few D-520s in service, barely saw action against the Lufwaffe before the Battle of France was over and the armistice signed. After that, it’s fair to say, it had a confused history. Some were spirited away to North Africa to avoid capture by the Germans. Some ended up with the Free French Air Force, some with the Vichy government forces who used them to attack Allied aircraft during Operation Torch in November 1942. Some D-520s found their way into the Luftwaffe and the Italian Regia Aeronautica who attacked Allied bombers over Italy. Then, when the Italian Armistice was signed in September 1943 and the Italians joined the Allies those D-520s were turned on the Luftwaffe. The Luftwaffe in turn, gave some of their D-520s to their allies, the Bulgarian Air Force, to be used against the Allies. So the Dewoitine D-520 was pretty much flown by everybody, against everybody!
This D.520 is actually in flying condition, but not licensed to fly. The last flying 520 crashed at an airshow in 1986, so now, out of 891 that were built, there are only two on static display: this one and one at the Musée de l’Aéronautique Navale in Rochefort.
The WW2 Hall also has some interesting aero engines. There’s a fabulous Napier Sabre II, forerunner of the fabulous Sabre III. There’s a Daimler Benz DB603 A2 , and a Junkers Jumo 213, used in the Junkers Ju 188 (successor to the Junkers 88), Focke-Wulf Fw 190D, and the long-nosed Focke-Wulf Ta 152. Most interesting is the super thin Junkers Jumo 207 B2 inline diesel engine. Its weird configuration had six cylinders and 12 opposed pistons (i.e. 2 per cylinder) operating a two-stroke cycle with a supercharger. It could output the same power from sea level to 7,900 m (26,000 ft) and powered Junkers Ju 86 reconnaissance/bomber aircraft up to 15,000 m (49,000 ft).
The last indoor space, if you don’t count the Planetarium, is the…
This is one of the best things at the Air & Space Museum. The Normandie Nieman squadrons of Free French pilots flying with the Russians in WW2 are legendary, and as I heard a historian saying recently, went a long way to expunging any guilt, and restoring the national pride of a defeated nation. The statue of two pilots at the front of the museum (feature image) is a tribute to them.
General de Gaulle, commander of the Free French forces, was keen to see Frenchmen fighting on all fronts. So in 1942, he agreed with the Russians, to send a French fighter group to fight with the Red Army on the Eastern Front. Fourteen pilots and 58 ground crew were formed into the initial unit of Fighter Group 3 ‘Normandie’, based in the Lebanon.
(The name was accidental. Their commander, Joseph Pouliquen had wanted to use his home region, Brittany, but it was already in use with a Free French bomb group. So, they picked Normandy instead. Later, in July 1943 the group helped breach German defences on the Niemen river in Lithuania, for which the Soviets awarded them the name ‘Niemen Regiment’. So they became the ‘Normandy-Niemen’ regiment.)
The group travelled to Russia via Tehran in November 1942. It must have been a real shock moving from the Middle East to an airbase northeast of Moscow in the middle of winter!
During their service from 1943 to 1945, 100 Normandie-Niemen pilots destroyed 273 enemy aircraft and 37 ‘probables’ during 5,240 missions. On the ground they destroyed 27 trains, 22 locomotives, 2 E-boats, 132 trucks, and 24 staff cars. They lost 42 pilots.
The hall is a small circular building, with a Yakovlev Yak-3 fighter as the centrepiece. The rest of the space has information panels, displays of photographs, documents, personal artefacts, and items of uniform from the French pilots of the Normandie-Niemen squadrons in Russia.
The Yak-3 belonged to pilot Lt Roger Marchi. He was flying it on 20 June 1945 when 37 Yaks returned to Le Bourget at the war’s end. It was a triumphant ceremony that started with a flypast over Paris and some aerobatics by Marchi, and ended on the ground with a revue, speeches, flowers and champagne before an audience of French ministers and dignitaries, plus senior Red Army Air Force officers who had flown in on C-47s with the Normandie ground crew and mechanics.
If you can find a copy (it’s out of print) there’s a very good book on the Normandie-Niemen squadrons ‘French Eagles, Soviet Heroes’ by John D. Clarke, published by Sutton Publishing in 2005, ISBN 0-7509-4074-3.
Outside, on the apron is where the museum has the BIG stuff, starting with the two enormous Ariane space rockets, Ariane 1 and Ariane 5 (both replicas). The Ariane programme was started by the European Space Agency (ESA) from its launch base in French Equatorial Guinea in 1973. The mission was to enable European countries to launch their satellites into space. Ariane I, developed and built by the French space agency CNES, first launched on 24 December 1979. From then to the end of its service in 1986, Ariane 1 made eleven launches (9 successful, 2 failures) delivering 14 satellites to orbit.
Ariane 5 had 82 consecutive successful launches between April 2003 and December 2017. Its successor, Ariane 6, is still in development, delayed by the impact of COVID. Arianespace, which has been operating the launch programme since 1986, now offer its customers a choice of launch vehicles Ariane 5 & 6 and Vega & Vega C. They were also offering Soyuz until recently as part of a joint co-operation programme with Russia but it was suspended in March 2022 in line with European sanctions on Russia.
The other two ‘biggies’ on the tarmac are the Boeing 747 and Airbus A380 airliners. The B747 is one of the aircraft that’s accessible to the public. The giant Airbus A380 arrived at the museum in 2017 and is not yet ready to be open to the public, but you can get up close and walk around it.
Personally, I’m delighted to see my favourite aircraft, the Breguet Br-1150 Atlantic long-range maritime reconnaissance aircraft. I’ve talked about this before. It’s hard to put my finger on it exactly, but I love aircraft that are specifically designed for a role, and look the part! Others that might fall into that definition are the A10 gunship (and the A4 Skyraider) or the Lockheed F-117 Nighthawk, for example. Anyway, the Atlantic was ordered as a NATO replacement for the Lookheed Neptune. It first flew in 1961, and was operational with the French, Italian, German, Dutch and Pakistani navies. In 2012 it was upgraded to the Atlantique 2 – more or less the same airframe and engines, but with new capabilities, new weapons systems, and electronics. It is expected to remain in service with the French Navy until 2032. You can’t keep a good plane down!
There’s a small prop plane on the tarmac which I took to be a transport/utility aircraft, but it turns out, although that was its intended role with the French Army and Navy when the Nord-Aviation Frégate first flew in 1962, but in 1977 the Navy turned theirs into the Nord 262 E, another maritime surveillance aircraft. It was operational to 2009.
One one side of the tarmac there is a row of three aircraft covers with some fast jets on display inside. The first cover has two jets; Dassaults’ Étendard IVM and its successor, the Super Étendard of Falklands war fame. (In 1982 the Argentinian Air Force sank two British warships with their Super Étendards) Actually, this one on display is a SEM, a Dassault Super Étendard Modernisé, upgraded in 1990.
Under the middle cover is the Dassault Rafale A prototype that was first flown in 1986 and demonstrated a month later at the Farnborough air show. There were long delays getting it into service with the French air force and navy, but it is now established as a successful multi-purpose jet with export sales to seven countries, and potentially six more.
The last cover has a pair of SEPECAT Jaguars. Ask me what SEPECAT stands for – you’ll wish you hadn’t! Société Européenne de Production de l’avion Ecole de Combat et d’Appui Tactique (told you!). SEPECAT was a joint Anglo-French manufacturer (British Aircraft Corporation and Breguet). The Jaguar was intended as a subsonic trainer, but the spec changed and it became a supersonic assault aircraft. It flew with the RAF and French Air Force in the 1990 Gulf War (See the Jaguar exhibit in the Concorde Hall, above), and was exported to India, Ecuador, Nigeria, Oman. The pair displayed are a Jaguar A which joined the French Air Force in 1973 and retired in 2005, and a Jaguar E, two-seater trainer.
There are a small number of other aircraft on the tarmac at any one time, but the aircraft displayed do tend to change position and get swapped in and out. Looking at a recent image of the tarmac, it’s not clear if the elegant Sud-Aviation Caravelle passenger jet is currently on display.
The Caravelle was a successful short range regional French jet airliner that first flew in May 1955 and was in service from 1959 with 93 airlines all over the world including Air France, SAS Scandinavian Airlines, United Airlines, China Airlines, but never British Airways. Production ended in 1972.
I’m not going to tell you that it was the first aircraft I ever flew on, because that would be an embarrassing age revelation…oops.
Declaration: I was visiting Paris. Museum entry was complementary with my press card.
Musée de l’Air et de l’Espace
Getting there: Musée de l’Air et de l’Espace
Aéroport de Paris – Le Bourget
CS 90005 – 93352 Le Bourget Cedex
Le Bourget is a little way out of town. Not as far north as the main airport, Charles de Gaulle (CDG) but still, depending on the time of day, it’ll take 50 mins to 1hr 15mins from the centre of Paris if you are driving or in a taxi. By public transport it’ll take about an hour.
The suggested routes are:
- RER Line B to Le Bourget station, then the 152 bus (Direction: Gonesse, ZAC des Tulipes Nord) to the Musée de l’Air et de l’Espace stop.
- Métro Line 7 to La Courneuve then the 152 bus (Direction: Gonesse, ZAC des Tulipes Nord) to the Musée de l’Air et de l’Espace stop. (NB. Part of the La Courneuve station is under construction at moment. It’s not clear whether the Ligne 7 platform is affected.)
When I went, I caught the Métro 12 route to Porte de la Chapelle and then a 350 bus (Towards Roissypole – Aeroporte CDG) to the museum. When you come up out of the métro, you need to cross over the dual-carriageway to where the buses are located. The Musée de L’Air Et de L’Espace bus stop is only the third stop but you spend the first part of the journey on the motorway (Autoroute du Nord), so don’t be alarmed.
Entry Price (2023):
The ticketing structure is a little complex. Their “Check-in” ticket gives entry to the museum. The “Boarding Pass” grants access onto some of the aircraft – The C47, The Concordes and the Boeing 747. But the standard ticket is a “Check-in and Boarding Pass”. Prices vary according to date and age, and there are extra add-ons for things like the Planetarium, the Le Bourget Control Tower, and guided tours.
|Check-in & Boarding Pass
|Adult (26+ yrs) Before 31 Dec 2023
|Adult (26+ yrs) From 1 Jan 2024
|Adult (18-25 yrs)
|Youth (4-18 yrs)
|Child (under 4 yrs)
|Control Tower visit (4+ yrs)
Opening Hours (2023):
The museum is open every day except Mondays:
- between 10am and 6pm from April 1st to September 30th
- between 10am and 5pm from October 1st to March 31th | aerospace |
https://droninglawyer.com/2013/07/25/focus-on-canada/ | 2023-06-07T13:01:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653764.55/warc/CC-MAIN-20230607111017-20230607141017-00104.warc.gz | 0.933244 | 234 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__86864594 | en | The word “armed” blinks red on the laptop screen as a propeller whirs to life. Soon, the drone rises steadily over a dusty landscape.
But this isn’t Afghanistan – it’s Milton, Ont., where geographer Scott McTavish is using his autonomous aircraft to survey a gravel pit.
This quotation comes from a recent feature on the tremendous civil or domestic applications of drones and unmanned aerial vehicles (“UAV”) in Canada, the focus of this blog entry.
Unlike the debate in the United States, the use of drones in Canada has a decidedly constructive and positive tone. For example, there are reports of the Royal Canadian Mounted Police saving a 25-year-old man’s life by using a small drone helicopter to locate him after his vehicle rolled over in near-freezing temperatures. These stories are a great contrast to those told in anti-drone and military-colored discussions in America.
There are lessons here as the temperature against drones rises in spite of documented positive applications.
A great video here, meanwhile of Canadian aviation – a significant global contributor. | aerospace |
https://caspir.warplane.com/pdoc/pn/600009217/ | 2024-02-24T12:53:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00618.warc.gz | 0.976431 | 669 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__1051284 | en | The Northrop A-17, a development of the Northrop Gamma 2F model, was a two-seat, single-engine, monoplane, attack bomber built in 1935 by the Northrop Corporation for the U.S. Army Air Corps. When in British Commonwealth service during World War II, the A-17 was called Nomad.
The Royal Canadian Air Force received 32 Nomads that had been part of a French order of 93 aircraft. When France fell in 1940, this order was taken over by Great Britain who transferred 32 of the aircraft to Canada where they were used as advanced trainers and target tugs as part of the British Commonwealth Air Training Plan. All were assigned to No. 3 Training Command RCAF.
Nomads were never used operationally overseas. Initially, the aircraft were used at Camp Borden to check out qualified civilian pilots who were offering their services to the air force. In 1941, the aircraft were modified to a target-towing configuration to allow for air-to-air gunnery training at various schools in Quebec and Ontario. In addition to being used by the RCAF in Canada, the Royal Norwegian Air Force trained some aircrew in exile on the A-17A at airports in Toronto and Muskoka. The RCAF Nomads were retired with the cessation of hostilities. The Nomads were not particularly outstanding aircraft, but they did provide reliable training service logging an average of approximately 3,000 flying hours each in their four and a half years of service. Wikipedia and Harold Skaarup web page
CASPIR Aircraft Groups:RCAF On Strength (32), Canadian Aircraft Losses (8)
Nomad (Northrop) 3503
Delivered marked as NX-N40. First assigned to No. 1 Service Flying Training School, Air Traffic Services, Camp Borden, Ontario. Category “A” accident on 12 Dec 1940 at Camp Borden. LAC C.F. Hopton took off on a solo formation flight with two other Nomad a/c on 12 Dec 1940 with light snow showers in the area. LAC Hopton was a student pilot with 67 hours of training on Tiger Moths, Yales and Harvards but with only 15 min on Nomads. #3503 fell behind the other two in snowy conditions and was never seen again. LAC Hopton was previously rated as “weak on instrument flying”. A search was initiated using other Nomads (with catastrophic results - see #3512 & #3521). Wreckage of #3503 was subsequently found on 14 December by a ground party in a swamp 5 mi SE of Borden. LAC Hopton was deceased. He was assumed to have lost control of his a/c while flying on instruments. At the time of the crash, the total number of airframe hours was just 17:45 hrs.
1940-08-13 Taken on Strength at Uplands, Ontario 2022-01-27
1940-December-12 Accident: 1 Service Flying Training School Loc: Everett Ontario Names: Hopton
1940-12-12 Accident Category A 2022-01-27
1941-02-20 Struck off Strength written off 2022-01-27 | aerospace |
https://tuvanbhnt.online/ojwh3_81693.brf | 2022-09-29T11:39:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335350.36/warc/CC-MAIN-20220929100506-20220929130506-00571.warc.gz | 0.954217 | 1,927 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__44633363 | en | Aviation universities can be very beneficial when it comes to learning, networking, and ultimately getting a job as a pilot. In South Florida only over 200 pilot training schools are welcoming a flow of international and.. Satisfaction Board Meeting
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https://space-news.co/china-launches-14-commercial-satellites-into-orbit-video/ | 2023-06-03T21:31:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649343.34/warc/CC-MAIN-20230603201228-20230603231228-00767.warc.gz | 0.92746 | 519 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__249849841 | en | China has 14 new satellites in orbit following its fifth launch of 2023.
A Lengthy March 2D rocket lifted off from the Taiyuan Satellite tv for pc Launch Middle in northern China on Saturday (Jan. 14) at 10:14 p.m. EST (0314 GMT or 11:14 a.m. Beijing time on Jan. 15). Insulation tiles fell from the rocket as pink and purple exhaust propelled it above the frosty surrounding hills of Taiyuan.
Aboard had been 14 satellites for a spread of shoppers. Six of the payloads had been Jilin-1 optical and infrared distant sensing satellites for a industrial satellite tv for pc agency spun off from an institute underneath the Chinese language Academy of Sciences (CAS). Changguang Satellite tv for pc Expertise now has greater than 70 satellites in orbit and goals to construct a constellation of 300 satellites (opens in new tab) by 2025.
Associated: The latest news about China’s space program
Additionally aboard had been Qilu-2 and Qilu-3, which Chinese language state media described (opens in new tab) as high-resolution optical and wide-swath optical satellites, respectively.
Three additional satellites had been Golden Bauhinia Satellite tv for pc 3, 4 and 6, developed (opens in new tab) by the Hong Kong Aerospace Science and Expertise Group. The primary two are optical distant sensing satellites, whereas the latter is an optical take a look at satellite tv for pc for a deliberate constellation for agricultural use.
The ultimate three satellites had been Luojia-3 (01), a distant sensing satellite tv for pc for Wuhan College that was manufactured by state-owned DFH Satellite tv for pc; the BUPT-1 scientific take a look at satellite tv for pc for Beijing College of Posts and Telecommunications and developed by the industrial satellite tv for pc maker Spacety; and the technical take a look at satellite tv for pc Tianzhi-2D for CAS’s Institute of Software program, developed by Hunan Hangsheng Satellite tv for pc Expertise.
The Lengthy March rocket for the mission was developed by the China Aerospace Science and Expertise Company (CASC), a large state-owned area and protection contractor. CASC says it plans to launch more than 60 times (opens in new tab) throughout 2023.
Comply with us on Twitter @Spacedotcom (opens in new tab) or on Facebook (opens in new tab).
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https://www.norwaynews.com/missing-norway-chopper-part-found/ | 2023-01-31T10:49:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499857.57/warc/CC-MAIN-20230131091122-20230131121122-00653.warc.gz | 0.950004 | 266 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__266912525 | en | Divers have uncovered a vital missing component of the helicopter involved in a fatal crash off Norway last year that will provide a further clue for investigators looking into the cause of the accident.
The so-called second-stage planet gear carrier was found by divers from the Norwegian Naval Diving School in the sea between the crash site and the location at which the helicopter’s main rotor head became separated from the fuselage of the aircraft, according to the Accident Investigation Branch Norway (AIBN).
The component will be now be subjected to scrutiny by AIBN investigators as part of the ongoing probe into the 29 April accident in which all 13 people onboard the CHC-operated Super Puma EC225LP were killed after the helicopter crashed near a small island east of Turoy en route from Statoil’s Gullfaks B platform for Bergen’s Flesland airport on Norway’s west coast.
The investigation has shown that the accident was a result of a fatigue fracture in one of the eight second stage planet gears on the chopper, with similarities to an accident involving a similar aircraft off the coast of Scotland in 2009.
The AIBN said in a statement the formerly missing part was “vital” to the ongoing investigation. | aerospace |
http://www.ispyspace.com/Project%20Manhigh | 2016-08-27T04:34:55 | s3://commoncrawl/crawl-data/CC-MAIN-2016-36/segments/1471982297973.29/warc/CC-MAIN-20160823195817-00143-ip-10-153-172-175.ec2.internal.warc.gz | 0.974084 | 4,814 | CC-MAIN-2016-36 | webtext-fineweb__CC-MAIN-2016-36__0__24035795 | en | by Gregory P. Kennedy.In the 1950s, a small band of Air Force scientists used balloons to carry live animals to the very edge of space. They performed this work out of the Aeromedical Field Laboratory (AMFL), which was located at Holloman Air Force Base near Alamogordo, New Mexico.
Greg Kennedy is the author of Touching Space.
The definitive history of Project Manhigh.
Lieutenant Colonel John Paul Stapp, MD, headed the AMFL. Major David G. Simons was the project officer for the balloon flights. Simons wanted to see what effects cosmic radiation had on living tissue. After several years of research and more than 80 flights, Stapp asked Simons if he thought he was ready to try a manned flight and if he would be willing to make that flight. Simons responded that he was, on both counts.
These flights were made with large balloons made from thin films of polyethylene plastic. Otto Winzen developed the plastic balloon under contract to the Office of Naval Research while he worked at General Mills. Winzen left General Mills in 1948 and started his own company, Winzen Research, Inc. (WRI.) Because of their light weight, these balloons, which the Navy named "Skyhook," could reach altitudes in excess of 100,000 feet.
Scientists soon began flying packets of photographic emulsion to capture cosmic radiation particles on Skyhook balloons. By 1948, researchers determined that 99% of cosmic radiation particles comprised hydrogen and helium nuclei. The remaining 1%, however, were made up of heavier atoms like carbon and iron. Traveling at tremendous velocities, the heavy particles were particularly troubling from a biological perspective.
Most of the early Air Force balloon flights were made from Holloman Air Force Base. Simons soon discovered that the specimens did not receive any appreciable radiation exposure. Because the earth's magnetic field deflects most cosmic radiation particles away from equatorial regions, the biological flights had to be conducted from northern latitudes to receive any significant exposure.
One factor affecting Simons' decision was that he quickly calculated building a capsule large enough to sustain a human pilot would be a relatively straightforward task. Life support capacity in the biological capsules, which comprised 27-inch diameter spheres, was expressed in terms of the smallest animal flown, which was a mouse. Simons had already flown capsules with life support capacities of 200 "mouse units." A human worked out to about 500 mouse units, so they only had to increase the life support capacity by a factor of two and a half.
Simons, Stapp, and Winzen agreed on an approach and forwarded the idea to the Air Research and Development Command (ARDC). At first the ARDC turned down the project because they did not feel cosmic radiation research warranted such an effort. Then, Simons justified the work as contributing to the design of a manned space vehicle, and it was approved. This became known as Project Manhigh. The goal of Manhigh was to place a pilot in a sealed capsule above 100,000 feet for a 24-hour flight. At such an altitude, the pilot would be above 99% of the atmosphere, and would be in the functional equivalent of an outer space environment.
The Manhigh capsule was eight feet high and three feet in diameter. Made from aluminum, the shell comprised three separate sections: the upper dome, turret and lower shell. Most of the major systems were suspended from the turret. Six portholes, including one the pilot could open, were built into the turret. A tubular aluminum frame attached to the outside of the lower shell supported the capsule in an upright position before launch. This structure also doubled as a shock-absorbing system for landing. Lead acid aircraft batteries mounted on the external frame powered the capsule's systems. Equipped with individual parachutes, these batteries (which weighed 50 pounds each) could be dropped as ballast when expended.
Manhigh needed an active thermal control system because it would remain aloft for more than 24 hours. Since the electronic equipment inside the cabin and the pilot himself produced heat, Winzen concluded no heating system was needed.
Rather, the problem became one of trying to cool the capsule. An elegantly simple system that relied on boiling water had been developed for the animal capsules some years earlier. As atmospheric pressure decreases, so does the boiling point of water. Manhigh carried a container of water that boiled when vented to the outside atmosphere. The steam carried excess cabin heat with it. The major disadvantage of this system was that it only worked at high altitudes. To keep the cabin (and pilot) cool prior to launch and during the initial ascent, a cap of dry ice was placed on top of the upper dome.
The pilot breathed a mixture of 60% oxygen, 20% nitrogen and 20% helium. Pure oxygen was rejected because of the fire hazard. Nitrogen, which normally comprises about two-thirds of the atmosphere at sea level, presented hazards of another sort. If there were a sudden decompression, nitrogen dissolved in the pilot's blood stream could bubble out, causing the "bends." Adding helium to the capsule atmosphere reduced the risks of fire and the bends. The pilot wore a standard Air Force MC-3 partial pressure suit in case of sudden pressure loss.
A 5-liter capacity bottle carried enough liquid oxygen to last 48 hours. There was an emergency oxygen supply in a cylinder under the pilot's seat and a bailout supply in a small bottle attached to the pilot's parachute harness. A three-step chemical "air-regeneration unit" removed carbon dioxide and water vapor from the cabin air. The three chemicals were packed in layers, in fabric bags. Air first passed through lithium chloride to remove moisture before it reached layers of lithium hydroxide, which absorbed carbon dioxide. The final step in the process was to circulate the air through magnesium perchlorate to remove any remaining moisture. A single regulator controlled pressure and oxygen content. In case the automatic system failed, the pilot had a manually operated valve that admitted a constant flow of oxygen.
The pilot had two communications systems. The primary system was a VHF transceiver for voice communications. If the voice system failed, he could use the telemetry transmitter to communicate via Morse code. Normally, this transmitter broadcast biotelemetry data from the pilot.
Manhigh began with six unmanned and animal flights to test launch techniques, life support system performance, balloon performance and recovery methods. Colonies of small animals in the capsule placed the same demands on the life support system as a human pilot.
While the engineers tested the capsule, the first two Manhigh pilots underwent training. Major Simons, as chief scientist, intended to make the ascent. Captain Joseph W. Kittinger, a pilot from Holloman's Flight Test Division, trained as his back up. Kittinger had flown for Colonel Stapp on earlier experiments and, after hearing of the project in 1955, volunteered.
Stapp and Simons listed the skills that could be necessary on a flight and structured the program accordingly. Their training included at least one parachute jump; balloon training leading to a balloonist's license; 24-hour claustrophobia tests in the capsule; a low-pressure, low temperature simulated flight in a test chamber; and a battery of physiological examinations.
Manhigh was never generously funded and, knowing the limited nature of the budget, Simons intended to perform the 24-hour scientific mission after the test flights. Stapp did not feel that was prudent. He told Simons: "Animal tests are fine, Dave, but I don't think that's enough. The animals did nothing up there but breathe, eat, and defecate. They didn't talk on the radio or shift around in a 180-pound mass or fidget in a pressure suit or try to grab scientific observations out of those saucer-sized portholes, or do any of the things you will have to do when you go up. To put the Manhigh system up now for a full-scale flight without at least one manned test flight first would be like trying to send a new fighter plane into combat without wringing the bugs out of it." Since the capsule was still untested in an actual manned flight, Stapp did not want to risk the project's chief scientist, so he directed that Kittinger pilot Manhigh I.
Kittinger took off at 6:23 a.m. on June 2, 1957. About two hours into the mission, he reached 97,000 feet and reported his oxygen tank was only half full. Since this was supposed to be a 12-hour test flight, ground controllers ordered him to descend immediately. Manhigh I landed in Indian Creek near Weaver, Minnesota, a little past noon. The oxygen tank, which was supposed to contain enough oxygen to last 48 hours, was empty because of an improperly installed pressure controller.
By the summer of 1957, the national debt reached its legal ceiling and federal agencies were instructed to curtail their spending. Within the Air Force, research programs were particularly hard hit. Kittinger's flight exhausted Manhigh's funds, so it looked like Simons would have to mothball the project and hope for additional funding the following year. Stapp wanted a full-scale simulation of the 24-hour flight in a test chamber at Wright Patterson Air Force Base before Simons left the ground to make sure there weren't any problems like the one that brought Manhigh I to an end. The test and flight would cost $14,000 more than was available. Then, Otto Winzen proposed that his company underwrite the test and flight. He felt the good will and publicity generated by the flight would be a worthwhile investment.
Major Simons piloted the second Manhigh flight on August 19 - 20, 1957. He climbed 101,516 feet above the Earth using a 3-million cubic foot balloon. Simons was the first person to see a sunset and a sunrise from the edge of space. During the night, a thunderstorm developed beneath him. At one point, the balloon cooled enough for him to descend into the upper fringes of the thunderhead! Dropping ballast, he rose to a safe altitude.
After dawn, the storm stalled and remained between his aerostat and the ground. In those early morning hours, carbon dioxide began to build up in the cabin and Simons had to breathe oxygen through his pressure suit. The storm finally cleared in the afternoon and Simons began the long journey back. He landed at 5:32 that evening. His flight had lasted 32 hours and 10 minutes.
Simons was immediately catapulted into the limelight. He appeared on the cover of the September 2, 1957, issue of Life magazine and his personal account of Manhigh II was the lead story. Manhigh II was hailed as an amazing adventure on the road to space. Just six weeks after Simons' flight, an even more stunning achievement overshadowed Manhigh. On October 4, 1957, the Soviet Union launched the world's first artificial satellite. Named Sputnik, the satellite circled the earth every 96 minutes. A month later, the Soviets launched a second Sputnik, this one carrying a dog!
American reaction to the Sputnik successes included the National Aeronautics and Space Act of 1958 that created the National Aeronautics and Space Administration (NASA) and the National Defense Education Act, which provided federal funding for science and mathematics education. As part of the Air Force response, Brigadier General Don Flickinger of the Air Research and Development Command (ARDC) told Simons to prepare for a third Manhigh flight. By that time, Stapp had been promoted and transferred to Wright Patterson Air Force Base as head of the Aero Medical Laboratory; Lieutenant Colonel Rufus Hessberg took his place at Holloman.
Winzen Research built a new capsule for Manhigh III that incorporated many changes. The air regeneration system was completely redesigned. Instead of having three separate chemicals to remove moisture and carbon dioxide from the cabin atmosphere, Manhigh III used a single chemical system. A blower circulated cabin air through a canister filled with potassium hydroxide, which absorbed both moisture and carbon dioxide.
Like its predecessor, Manhigh III was covered with Mylar, but it was painted white. Manhigh's designers believed this passive technique would keep the capsule cool and they removed the water core heat exchanger. Another major departure from previous Manhigh protocols was that this capsule was not test flown with animals; the first time it left the ground it carried a human pilot.
Selecting a pilot for the third flight proved problematical. Anticipating that Manhigh might serve as a template for future manned space missions, General Flickinger suggested that candidates be screened to meet the qualifications expected for future space pilots. The screening process included an interview to determine motivation and scientific background; a four-day medical evaluation at the Lovelace Clinic in Albuquerque, New Mexico; a 24-hour test to observe each candidate's response to confinement in the Manhigh capsule; a full day of tests by a clinical psychologist; a session in a soundproof, unlighted chamber; and stress testing. This latter battery included centrifuge runs, one hour in a "hot box" (155o F. and 85% humidity) and a "cold presser" test that comprised immersion of the subject's feet in ice water while his pulse and blood pressure were monitored. Despite the focus on space flight screening, each candidate still had to complete one parachute jump and balloon training like Kittinger and Simons.
Initially, Otto Winzen and one of the project officers from the AMFL were considered. Winzen was eliminated from consideration in June, so Captain Grover Schock was nominated for the flight. With the further elimination of the unnamed AMFL officer, Schock became primary pilot; Captain Harry Collins, an Air Force parachutist, became backup. First Lieutenant Clifton McClure also underwent the grueling series of physical and psychological tests for Manhigh and passed, so he was kept in the program.
In August 1958, Schock and Winzen were critically injured during a training flight. Collins became the primary pilot and McClure became his backup. By the time McClure finished his balloon training, Collins had also been eliminated due to high cholesterol levels, so the 25-year old Lieutenant was the primary pilot. McClure had a master's degree in ceramics engineering.
Time was critical for the flight because the ARDC instructed the AMFL to finish Manhigh as soon as possible. By the autumn of 1958, President Eisenhower had assigned piloted space flights to the brand new civilian space agency, so there were no compelling reasons for the Air Force to continue Manhigh. With the hardware already paid for, the ARDC allowed the program to proceed, as long as it could be concluded quickly.
McClure qualified for a balloonist's license on September 28. Project meteorologist Duke Gildenberg predicted there was only a negligible chance they would have satisfactory weather any time during the entire next month. Rather than risk having the ARDC cancel Manhigh III, Hessberg and Simons moved it to Holloman. New Mexico was too far south to gather any significant cosmic ray data, but the flight could still serve as a control to judge the effects of the other flights. It could also serve as a model for future space flights because McClure was to be guided in his observations by a panel of experts on the ground.
Early on the morning of October 7, McClure sat in the capsule, ready for flight. By the time launch preparations were finished, the morning winds had started. Just ten minutes before launch, the three-million cubic foot balloon began whipping around, finally careening into the ground. There was a gentle, almost imperceptible "pop" as the bag tore. Winzen had only manufactured two balloons to manned flight specifications for the project -- now only one was left.
Everyone agreed to try again the next day. That night, McClure boarded the capsule a little past midnight. Just like Kittinger and Simons, he had a personal parachute in the cabin. This parachute hung from the capsule support structure. With all the handling and jostling the parachute had received during the past few days, the closing pins worked themselves loose. About three hours after he boarded the capsule, McClure brushed against the parachute and it popped open "with a muffled flump." Finding his lap full of fabric, he faced a serious dilemma.
McClure did not know if the balloon had already been laid out for inflation. The balloons were so fragile they couldn't be repacked once they were unrolled. If they opened the capsule and had an Air Force Rigger repack the parachute, it would delay the flight for several hours by which time the winds would have picked up like the day before. Rather than risk aborting the mission by reporting the open parachute, he remained silent and repacked it inside the capsule.
It was difficult, tedious work in the three-foot diameter capsule, but McClure finally closed the parachute container. Pausing to examine his handiwork, he discovered he had inserted the pins backwards. Before repacking the canopy, he'd vowed that he'd only make the flight if it were properly packed. McClure pulled the ripcord and repeated the task. This time he secured the container properly. The process had been very taxing and he was perspiring heavily.
Normal flight preparations included placing a cap of dry ice on top of the capsule before launch to keep the pilot cool. On this day, someone forgot to bring the dry ice. During the previous day's launch attempt, McClure reported feeling cold, so the feeling was it probably wasn't necessary so preparations continued. Without the added cooling of the dry ice, he continued to perspire.
Potassium hydroxide reacts with moisture to produce heat, and McClure was perspiring so heavily he saturated the air that was blown through the regeneration unit. The unit soon began blowing hot, moist air into the cabin. Compounding the problem, without the water core cooling system that had been present in the earlier capsule, there was no way to dissipate the heat at altitude.
McClure took off at 6:51, about six hours after he boarded the capsule. As he climbed past 24,000 feet, he reported the temperature in the capsule was 89o Fahrenheit. At 55,000 feet, the cabin temperature gauge read 94o. Everyone agreed something was wrong with the gauge; the capsule temperature couldn't possibly be that high so the flight proceeded. About 10:00, he reached the ceiling altitude of 99,700 feet.
Around 1:00, it became evident that something was seriously wrong. McClure's speech was sluggish and his pulse rate was up to 140 beats per minute. There was no telemetry for the pilot's body temperature; he had to report that verbally to the ground. Asked about his temperature, McClure replied it was 101o. A half-hour later, it was up to 102.3o. Measuring the cabin temperature with a mercury thermometer, he reported it was 96o!
An hour later, McClure reported his temperature was 103.4o. Hessberg ordered him to descend immediately. By 3:00, McClure had only descended a few thousand feet and had not yet established a steady descent rate. His temperature was up to 104.1o. Another hour passed, by which time McClure had established a descent rate of 500 feet per minute but he was still at 87,000 feet.
Hessberg considered cutting the capsule away from the balloon and bringing it down with the parachute, but there was a strong chance it would land in the rugged San Andres Mountains. For the time being, Hessberg let McClure retain control of the descent, although his pulse was approaching 180 beats per minute. McClure began seeing shimmering green splotches, even when his eyes were closed.
During the descent, McClure dropped an instrument that jammed the foot switch that controlled his voice communications. Unable to reach it, McClure could no longer transmit to the ground. After that, the command group couldn't know for sure if McClure was even conscious, but the descent proceeded smoothly and his pulse rate remained steady, so they refrained from cutting the capsule away from the balloon.
A little past sunset, Manhigh III landed on a level area of desert only a few miles from the takeoff point. With perfect timing, McClure released the balloon just as the capsule touched down. The capsule remained upright, the only one of the three flights to do so. McClure released the upper dome and began to climb out on his own. His pulse rate was 180 beats per minute; his temperature an incredible 108.5o! Although most of the original scientific objectives for Manhigh III were unmet, the flight stands as a testament to the power of human motivation and will.
Consideration was briefly given to adapting the Manhigh capsule for space flight. This was the Army's Project Adam proposal. Adam would have used a Redstone missile to propel a modified Manhigh capsule 150 miles above the earth. Adam came from the Army Ballistic Missile Agency (ABMA) at Redstone Arsenal in Huntsville, Alabama. The concept emerged in late 1957, shortly after Simons' Manhigh II flight. The ABMA submitted a formal proposal to the Pentagon in April 1958.
Simons, an Air Force officer, even traveled to Redstone Arsenal to discuss the project. However, the Air Force officially decided not to support Adam because they feared it might divert resources from the X-15 program. Adam didn't survive long: the Pentagon rejected the idea in July 1958 when responsibility for manned space flight was given to NASA. In testimony before the Congressional House Space Committee NACA (one of NASA's predecessor agencies) Chairman Hugh Dryden compared "tossing a man up in the air and letting him come back... [to] ...the circus stunt of shooting a young lady from a cannon."
Winzen also submitted a proposal for a 5-day Manhigh IV flight, but it never progressed beyond the proposal stage. Manhigh IV would have used a 5-million cubic foot balloon and a larger capsule than the first missions. Again, NASA's effort, Project Mercury, made such a flight superfluous. Initial planning for Project Mercury called for a test flight of the capsule using a balloon, but NASA managers soon realized there were too many environmental conditions - namely launch, acceleration, weightlessness, and reentry - that would not be tested during a balloon flight. Therefore, the test was deleted from the schedule.
So, what was the impact of Project Manhigh on space flight? The Manhigh flights demonstrated the reliability of cabin life support systems. Overall, the systems performed as planned. The closest to a life support system failure occurred during the first Manhigh flight when the oxygen pressure controller was installed incorrectly. Physical and psychological screening procedures used for America's first space pilots were first used to select the Manhigh III pilot. Medical personnel who supported Manhigh also supported Project Mercury.
Finally, and perhaps most importantly, there was the knowledge that it was possible to build a sealed cabin with a life support system that could sustain a human pilot in an alien, inhospitable environment. This knowledge helped pave the way for subsequent space flights.
© Gregory Kennedy
This article may not be reproduced in whole or in part without written permission of the author and ispyspace.com | aerospace |
https://www.edocr.com/v/4nyk7wqn/ubcnewsworld/helicopter-insurance-rates-are-on-pace-to-increase | 2022-10-07T06:31:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337971.74/warc/CC-MAIN-20221007045521-20221007075521-00297.warc.gz | 0.915809 | 426 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__108070637 | en | One Of The Nations Top Aviation Insurance Brokers, BWI, Is Offering 3 Tips On Obtaining Helicopter Insurance To Help Mitigate The Effects Of The Market Increases
Helicopter Insurance Rates Are On Pace To Increase
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In an attempt to help helicopter pilots navigate this difficult season, leading
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http://gmbuzz.com/games/astro-fighter-alpha~ouya | 2022-01-22T23:09:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303917.24/warc/CC-MAIN-20220122224904-20220123014904-00044.warc.gz | 0.887222 | 113 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__141306132 | en | Piloting your Astro Fighter Alpha, you must escort the Space Frigate Zeta through the Elrutian Quadrant.
The Elrutians have sent wave after wave of their Epsilon Ramships to destroy you and the Space Frigate Zeta.
Using your laser weapon, you must defend the Space Frigate Zeta from the never ending onslaught of Elrutian Epsilon ships.
* Fast paced arcade action!
* If you have the skill, the game will never end!
* Really cool music! | aerospace |
https://www.bestgamesworld.com/roskosmos-has-found-a-way-to-interfere-with-our-spy-satellites-to-monitor-russian | 2022-08-18T14:58:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573197.34/warc/CC-MAIN-20220818124424-20220818154424-00542.warc.gz | 0.922637 | 391 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__102764142 | en | “Roskosmos” has developed a method by which you can hide confidential information in the territory of Russia from surveillance of spy satellites. With terrestrial radio you can drown out the transmission of data from foreign satellites, reports RIA Novosti.
“In the periods of time when protected area falls within the field of view of the onboard equipment of the spacecraft observation, it is necessary to provide blocking reception onboard those spacecraft-repeaters, which are located in the zone of direct radio visibility of this spacecraft observations,” – said in the “Roskosmos”.
we are Talking about the creation of the electronic network of ground stations, whose activities will be aimed at the suppression of the signals when transmitting data from the satellites, optical, infrared and radar observations at the relay satellites, which provide data transmission on terrestrial reception points.
the Developers said that this method of interference can be used only if the spy satellites are out of sight of ground stations in their countries and are therefore unable to transmit captured images directly.
in addition, it is specified that for guaranteed blocking foreign satellite feeds we need to use several stations.
the Authors stressed that the implementation of the project is necessary to compile a database of foreign intelligence satellite systems, as well as to determine the composition, placement of domestic stations jamming, the order of work and the range of possible problems.
According to the statement, “Roscosmos”, the blocking of the channels expeditious transfer of data from spy satellites will not allow foreigners “to identify in real time the activity of the controlled parties in the early stages of training and in conducting its various activities.”
Previously, the Corporation “Roscosmos” showed pictures of a number of Russian cities taken from space.
Deputy Prime Minister said that the Achilles heel of the space industry of Russia | aerospace |
https://riverkingphoto.com/tag/boeing/ | 2022-01-23T23:59:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304345.92/warc/CC-MAIN-20220123232910-20220124022910-00467.warc.gz | 0.964059 | 293 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__5927029 | en | This is also a rare visitor from India: Air India's Boeing 777-300ER with the "Star Alliance" livery (Registration number: VT-ALJ). I am not a big fan of Air India's regular livery, but I do like this one!
Air Tahiti Nui has become the most frequent visiting guest to YVR since June of this year. Their livery is one of the most beautiful regular liveries out there. Here is a collection of Air Tahiti Nui Boeing 787-9.
The most famous special livery from Eva Airways is their "Hello Kitty" livery, but it's rare to spot them at YVR.
Qantas only flies to Vancouver seasonally, and Boeing 747-400 is the plane to fly the route. I have wanted to spot their Boeing 747-400 with the "Oneworld" Livery since 2015 but always miss it. I finally caught it today. From…
Eva Airways has a Boeing 777-300ER (B-16715) painted with "Star Alliance" livery, and today Eva sent it to YVR.
KLM's Skyteam livery seems to have darker paint, and it makes the Boeing 777-300ER looks like a military jet!
One thing I do like about ANA is they have many interesting liveries. Today they just sent a Boeing 787-9 with "Star Alliance" livery. | aerospace |
https://safeblog.org/2022/01/02/inadvertent-imc-level-wings-climb/ | 2023-05-31T09:26:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646457.49/warc/CC-MAIN-20230531090221-20230531120221-00359.warc.gz | 0.956729 | 6,068 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__62090617 | en | Any pilot caught in “inadvertent IMC” usually got into this trouble somewhat intentionally, continuing into deteriorating weather with some hope of improvement or “getting through.” This continued flight, usually driven by “mission mentality,” often gets lower (and scarier) until continuing visual flight is impossible (CFIT is often associated with these accidents). But what happens next usually kills pilots. 2/3s of both IFR-rated and VFR die when they try to turn around without visual references; they lose control or run into terrain while maneuvering. A 180 degree turn immediately after entering inadvertent IMC seems unwise for a panicked and unprepared pilot (even IFR rated). But pilot training and testing often still recommends an immediate 180-degree turn as “the FAA solution to an IMC encounter”- and it is airplane handbooks everywhere. Actually, a 180 turn for IMC escape is *not* in the ACS or any FAA guidance I could find! The newest FAA Airplane Flying Handbook also now recommends all IFR turns (for pilot emergencies and in training/testing) be limited to a maximum of 10 degrees of bank.
This “boiler-plate” recommendation is > 60 years old and based on very limited data available at the time. This advice also predates the FAA requirement for every private pilot to have 3 hours of instrument training (and computer simulators). The 180-degree turn using a clock (with a sweep second hand) also seems to even predate gyro instruments in GA planes? Technically, applicants for flight tests are instructed to follow their POH guidance (required for check rides).
A turn before entering IMC is wise – avoidance! A turn immediately after entering IMC seems like poor risk management given the GAJSC data. A pilot in this scud-running scenario is usually low and in a panic. Getting control (level) and getting away from terrain (climb) creates time to calm down and determine the best course of action (and it might be a 180 is a good idea when you have settled down and achieved control – but not immediately). There is no clear source of this flight training dogma but the first mention might be a 1954 AOPA study with Bonanzas? After that, it seems have migrated from “avoidance to escape” and become part of some many flight manuals.
The FAA guidance on surviving inadvertent IMC is first recognizing and accepting the failure of visual reference to control the plane by committing to flight on the instruments – entirely! Then definitely do not make (or teach) an immediate 180 turn; job #1 is achieving and maintaining control. Flying level is safest (if the terrain is not an issue). My personal advice (having watched many pilots attempt that immediate 180 degree turn) is to initially stare at the attitude indicator while you calm yourself, carefully keeping the wings level. “Stare” works best because an inexperienced pilot “scanning” can often result in fixation and LOC-I too. (Personal simulators have helped greatly with these IFR skills though)
The pilot should make a conscious effort to relax. The pilot needs to understand the most important concern—in fact the only concern at this point—is to keep the wings level. FAA Airplane Flying Handbook
The modern age of YouTube confessions enables a look at an actual “inadvertent VFR into IMC” that worked out. This IFR-rated pilot admits to panic and confusion entering the clouds. To his credit he used all his resources; autopilot and ATC. He climbed, continued straight and was able to sort out the situation without resorting to sudden and inappropriate maneuvering.
Once a pilot is calmed down (trimmed and breathing again) some cross-checking is valuable. In most cases, the best next action is a smooth, stable climb away from the terrain (while maintaining control) since the terrain is often a threat. This maneuver is often emotionally difficult since this same pilot was just previously avoiding clouds. But now it’s time to avoid rocks. Accepting the emergency and climbing away from terrain in most cases is critical to survival. Finally, as control becomes more comfortable and a safe altitude is achieved, seeking help with a radar facility is important. There is a reason this is required on the flight test. Learning division of attention is essential to aircraft control. Every pilot must be cautious and assertive about flying the plane first (within your level of safety) when talking with ATC. Unfortunately, not every controller can understand the gravity of your predicament (SAFE has good people working on this). Flying the aircraft under control is your first priority. This video from AOPA with Rod Machado recommending flight training in real weather pertains to this situation (and also last week’s blog.)
SAFE Executive Director Emeritus, Doug Stewart, is working with the GAJSC to codify a new “IMC escape maneuver” that specifies a wings level climb. This was also advocated in an AOPA article in 2005. Usually, a pilot in these inadvertent IMC situations has usually gotten increasingly lower while avoiding clouds and CFIT is a significant hazard. Let’s eliminate the “immediate 180 turn” advice and save pilots who blunder into clouds. Level wings, maintain control (breathe), and climb; no turning?! Fly safely out there (and often).
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31 thoughts on “Inadvertent IMC: Level Wings, Climb!”
Thank You for writing this up for me. I remember asking you this question when we met in Florida last year.
It was something’s by that has bothered me for almost 30 years now. I hope it saves someone’s life.
Doing the turn with the hope ‘maybe no one will notice’ has gotten so many people killed… and yes, we noticed. Leveling the wings, climbing, and calling for help is always the best answer.
Calling for help may be embarrassing… but at least you are alive.
I honestly can’t remember reading the 180 turn any where, but I do remember as a student long ago, shaking my head up and down with acceptance that this was the proper response to entering IMC without thinking through the problem.
After the Bryant helicopter crash, seeing the attempted 180, I began to ask students, pilots, instructors, and DPEs, what should I do if I enter IMC? Everyone I asked almost immediately said they would do a 180… really… like the impossible 180 for an engine out, even if you could fly this perfect coordinated 180, you will not be at the same place you entered the clouds or IMC, even worse… you now don’t know what is in front of you. You are likely now completely lost. You were flying low already and now you don’t know what is in front of you. And if that isn’t bad enough, the turn will likely bring on vertigo if you changed the aircraft flight condition without looking at the artificial horizon first.
Leveling the wings is the only thing that makes logical sense. At least you had an idea as to what was in front of you. A slow climb if required is the only thing you should be doing as you try to communicate with ATC for help.
Yes, squawk 7700… it is an emergency! This sets off alarms for ATC to immediately see you and get everyone away from you. Bonus… now you don’t have to worry about another plane crashing into you, And… now ATC is looking to contact you. If you don’t know, or don’t feel comfortable looking for the correct frequency… 121.5 is where they will be looking for you. Yes, now you don’t have to search for the appropriate ATC frequency. Easy!
And here is the best reason for admitting you screwed up… if you admit the screw up and ATC helps you, it is very unlikely they will take action against you, because they will want you at the ATC awards ceremony for the controller that helped save your life… because they likely did.
For all these reasons… level the wings with eyes on the artificial horizon, climb if needed (it likely is if you were scud running) then let everyone know you have a very serious emergency 7700. Call for help. ATC really wants to help. No better feeling than saving someone’s life.
I’m a contrarian on this one.
Several years ago while flying south between Bend and Klamath Falls, Oregon I experienced an unexpected (AT NIGHT) penetration of an unforecast cloud while flying south at 6500′ — about 2000′ AGL. As soon as I entered the unseen cloud I calmly went to instruments, rolled to my left in a standard rate turn, executed a 180 and was very soon out of the cloud. Having briefed the flight I knew where my nearby lighted airports were. I landed soon thereafter and spent the night. Perhaps climbing to escape clouds “might” have worked, but I doubt it. My rented Cessna 172 was within 100 pounds of gross weight. Even in winter conditions it’s climb rate and service ceiling would likely not been adequate to get me ‘on top’ if the cloud deck was thick, nor would have climbing for 4,000 feet to the MEA been the ‘lowest risk’, i.e. ‘safe’ option for the non-instrument rated and proficient VFR pilot I was back then. IMHO, a 180 degree turn is the usually the least risk option in mountainous terrain. I’ve used a 180 degree course reversal in smoke, which like clouds, is impenetrable once I’ve climbed into the murk. I think a discussion of when a level 180 initiated from cruise is least risk vs attempting to climb while penetrating deeper and deeper into the clang would yield useful insights. Perhaps if I had been at 1000′ AGL, rather than 2,000′ above the rocks a climb would have been less risk… but then night flight at 1,000′ is in itself very risky and, I think we can agree, a VERY bad idea.
Agreed, every “escape” is unique and context dependent (ice in clouds in my area of the world?)👍 Most of these”surprise encounters” are usually almost “predictable,” and even practiced pilots do lousy with a surprise IFR 180 (unfortunately); we need “super-simple!”
Climbing is not to escape the cloud… climbing is to escape the objects connected to the ground. If you don’t need to climb… don’t. It also sounds like you entered the cloud wings level and you were flying at night with your instruments set. Also very different from the typical inadvertent IMC.
When you made your 180, you might not have exited the same cloud you entered 2 minutes earlier ( if you made a 2 minute coordinated turn ).
This sounds like you randomly bumped into a scattered cloud. Far different from the people that are actively avoiding a serious overcast cloud layer. They tend to weave through the low hanging clouds until they eventually go into them.
Working as an Airway Systems Specialist in the military at a military Approach control, and with the FAA at several Approach Control, and centers. I was the one usually pulling the tapes and I could pick out where they crashed in remote areas. It was quite helpful in Maryland at Patuxent Approach when the Civil Air Patrol would call asking me to go fly a search pattern to find them. You could see the start of the turn by the radar returns and then nothing. It was pretty easy to see the rate of altitude loss and figure out where they crashed and killed themselves as well as the people with them. The ELT usually didn’t survive to point out where they crashed.
You got lucky. And I wouldn’t bet my life on luck to many times. Luck always runs out.
On a better note…
Those people that crashed attempting the 180 really didn’t die in vein. It was while trying to find them in the little Civil Air Patrol Cessna 172 equipped with this very new thing called GPS not yet in any civilian planes, as it was only permitted for finding locations not navigation in the late 80s, is where the idea of ADS-B came from.
During my searches for downed planes, I quickly realized the accuracy of GPS location over the radars I maintained because of radar sweep time, radar estimation computed inside the sweep counters, and the limited capabilities of transponders. I thought about a transponder type system that could transmit back the location of the aircraft constantly (no radar sweep wait time). I presented the idea to the military, then to the FAA, both said it wouldn’t be a good idea because the signal of the GPS was far to easy to jam because it was so weak.
I knew if I keep telling enough people the light bulb would turn on. I knew GPS tracking would work… but I knew back then, I couldn’t get it done. I remember telling anyone that would listen the issue, even telling one passenger forced to listen to me during a flight back from Miami to Atlanta how great it would be to be the owner of a system everyone had to use to fly, like the IBM computers required to use windows…
Now we have ADS-B… it took almost 30 years. I know I can’t fix this issue of 180s. I don’t have that type of influence to get it done. Like ADS-B, I hope someone will. I think it really will save lives. Just as I believed what is now called ADS-B will now save lives.
As with the common sense requirements of WAAS and GPS augmentation sites for ADS-B to work… some common sense does need to be used when avoiding death for IIMC.
The post seems to state that the pilot suffered a fatal LOCI during the turn attempt. Was that the accident cause? It’s not clear to me that a pilot unable to make a standard rate turn in IMC would have been able to escape. Are there stats on how many times pilots successfully escaped and what did they do?
This is not a review of a specific accident (was that from a link?) This blog is recommending a change in “general advice” found in many airplane handbooks (upon encountering inadvertent IMC, initiate an immediate 180-degree turn). This newer advice is based on GAJSC accident data of VFR into IMC accidents. VFR into IMC involves loss of control and is often correlated with CFIT; pilots are low, in a panic state of mind. An “immediate 180” was a recommendation based on very limited data and >50 years old). This was before the required 3 hours of instrument training for private pilots and also the invention of computer simulators.
I don’t think the 180 turn procedure (from the Cessna POH) is suggesting a skidding turn. In step 2, the procedure is to initiate a standard rate left turn holding the symbolic wing on the left index mark. It’s a standard rate turn then only when the ball is in the middle and it’s a timed turn to minimize confusion from compass errors. Step 4 is the only place a skidding motion is mentioned if a heading correction is needed, which would be an advantage to banking since banking is what makes the compass sometimes suddenly spin up to 40 degrees from dipping forces.
I’ve used both escape tactics. Generally as long as I haven’t previously descended enough to make obstacles or the terrain a threat (i.e. still a cushion above the MEF), the 180 should be the safer maneuver in terms of aircraft control and escaping from cloud and ice and minimizing time in cloud. Climbing could also result in getting trapped on top. The FAA also recognizes in the Airplane Flying Handbook that the instrument training received for the Private certificate is designed for relatively quick escapes from cloud. Climbing stands a greater chance of extending beyond a safe time limit in cloud for the non-instrument pilot.
Have you ever tried this perfect turn while encountering vertigo? I believe the FAA might still have the Vertigon machine at the Aviation physiology branch in Oklahoma. Try doing a coordinated turn while almost puking. You see… the first thing someone does when they enter the cloud… they do level the wings… without looking at the artificial horizon, you can see it in the radar tracks. Then they try to make the 180 turn while disoriented. Had they flown a few minutes level, they would likely be alive. The time it takes to get acquainted to instrument flight will take you well into the clouds. But a rash attempt of a turn on unset instruments is crazy at best. Yes, you may be lucky… and you might have enough gas to get to the next airport when you have no idea how much fuel is left… luck Is no way to fly. You won the lottery this time, great. Good for you.
Even in your little Cessna 172 traveling at 120kts in two minutes, your attempted exit from the clouds will be nowhere near where you entered the clouds. Did you enter an airway where other planes are flying on instruments and can not see or avoid you? You just flew a 4 mile ark and hopefully know what is there at the end of the ride if you are holding it together making that perfect turn on instruments you likely didn’t have set for instrument flight. At the end of the little trip you took, there is a very good possibility you will not break out of the clouds… now you are in the clouds flying on a heading that isn’t really where you came from. Now, you really don’t know what is in front of you. If disoriented and you stopped your turn, Add in even slight vertigo disorientation and you are lost at best or worse… dead.
I’ve seen it dozens of times.
Remember when you first took hold of an airplanes controls… could you make a perfect level coordinated turn? I doubt it. Could you keep the plane relatively wings level without falling out of the sky? I bet you could, or you likely would have given up on flying. In any emergency it is best to keep the control of the aircraft simple. The attitude indicator horizon is an easy reference even for a first flight.
I’ve seen people so disoriented they couldn’t hold a heading or understand which direction they were heading. It is why I recommend controllers give half standard turns until told to stop and only continue the turns if comfortable. Other wise keep the wings level.
Yes, I’ve even been called into the control room, and had to talk pilots down. The first thing I always told them, keep the wings level, there are no obstructions or planes around you. It is going to be OK. No big deal. I then would have them do half standard turns to a clear area. Most were freaked out from the heavy rain and just wanted out. Another weird problem, Controllers at that time didn’t have a good working knowledge of how to show weather on the monitors. I had to come in to adjust the radar weather settings, so the heavy rain returns could be avoided.
Why climb and call for help ? Yet one more reason… storm down drafts. I doubt your Cessna had a weather radar. Heavy down drafts in a dissipating thunderstorm will slam a small craft into the ground without mercy. I personally would rather be at 8,000 feet being pushed down… than 1000ft.
What else does a slow climb do? It slows things down. It is a good idea to slow down to keep the aircraft in one piece if you hit turbulence inside the clouds or rising smoke. They tend to fly better with all the parts attached. In the mountains? Now your turn arks will be smaller.
Should you avoid spending a a long time in the clouds… well, that isn’t really the issue once inside the clouds. Fear of clouds and stalls is something that has been drilled into new pilots for so long even heavy ATP pilots are killing themselves. The object is to get out of the clouds alive and with your aircraft in one piece.
Yea, avoid spending a long time in IMC, turn on your pitot heat! If you don’t like to gamble, don’t fly near bad weather without proper training and planning.
No one said make an immediate rash turn. Yes, the pilot has to transition to the instruments and then decide on the course of action.
You consistently fail to differentate between unproficient/ill-prepared and prepared/proficient pilots. Please re-read your posts. Luck may be a small factor, but not the principal factor when pilots calmly and successfully execute a LEVEL 180 degree turn.
If a pilot is either not calm, not-proficient, or both a wings level climb probably will turn out poorly, just as a 180 degree level turn as you perceive it will. We know about about how many pilots FAILED to execute a successful 180. We have NO IDEA WHATSOEVER how many pilots were successful, nor do we know what the circumstances were for those successful pilots.
Every pilot’s control is initially *terrible* attempting surprise transition to instruments (especially in a high adrenaline situation like scud running). PIlots in these situations are usually in a panic situation. Statistically, IFR-rated pilots do no better than untrained VFR pilots at completing a 180-degree turn. Pilot control improves *dramatically* after just a little time on the gauges (based on 4K flight tests and 16K dual given). I agree an untrained VFR pilot has a limited endurance IMC, but priority #1 is “restoring control and buying time;” the goal here is to eliminate the “immediate 180” knee jerk reaction – and esp. hands-off rudder recommendation. This “boiler-plate” immediate 180 recommendation in many airplane manuals predates the required 3 hours of private instrument training >50 years. NO instrument training was required back then, and there were no computer simulators either.
Since in most of these cases pilots are *not* at a safe altitude (GAJSC data) a stable climb is necessary to clear terrain (and buy time – impact is often imminent). Once clear of terrain threat, and under control, a gentle 180 might be the best course of action. This is an emergency escape; regain control, calm down a bit and decide then a pilot can decide the wisest action based on circumstances. A climb has the additional advantage of restoring radio contact with ATC (not a problem in the East but common in most of US).
Well really it is both pitch and bank control that are critical. I think the strategy of an immediate turn is being misinterpreted; i.e. it first requires good technic and the hands off rudder recommendation is done after the turn and rollout. I wonder where the recommendation of climbing may eventually lead and be interpreted – into immediate kneejerk climbs and stalls? Whichever escape strategy is chosen, the #1 objective is first DON’T LOSE CONTROL.
Umm huh…and I can see climbing into freezing levels in IMC with high tops to also be problematic.
I agree… flying is way to dangerous for people because it requires people to think.
Don’t even do a climb out off the run way… it is way too dangerous.
And if they do and crash… they just improved the gene pool.
Hate to admit it, but I’ve flown into clouds accidentally twice in 1300 hours VFR. In both cases I followed the pink line (on a Garmin 430 in a Maule the first time and on a G3X with auto-pilot in an RV7 the 2nd time) to a valley and then descended below the clouds.
In the Maule I was deliberately circling down at what “felt like” a 10 degree bank. Then I looked and noticed it was 30! No harm, no foul, but one heck of a wake-up call.
When you get into a cloud by mistake and you are not IFR rated, it is a very scaring experience.
Training and explanations like your are really useful to get out of trouble and do not loose more than just a beer.
What are the statistics for the ones that decide to climb?
That reminded me of a most unusual experience. We were IFR and IMC somewhere between mid-Connecticut and NYC and the IMC extended quite a bit vertically. The controller advised us of traffic and we responded IMC. Well the traffic continued to get closer, so much so, the controller had to give us evasive headings. And there’s was no way the other aircraft could have been VMC for even a second – he/she shouldn’t have been there.
I think the main objective is for the pilot to avoid panic on the controls, which happens also of course in VMC. Then after that the action taken is more of ‘it depends’. I escaped easily once with a 180, but I was quite active and fortunately proficient. I climbed in another situation. That can be a great strategy, but as I experienced, it can now expose you to a mid-air collision with IFR traffic.
“Statistics” in GA accidents/incidents and non-reported “survivals” make “data” on this difficult. Just like “the other 180” – “Impossible Turn” on T/O, no one reports the successes (and craters in the ground make diagnostics difficult).
With that said, most experienced CFIs have seen how hopeless an unprepared pilot is (VFR or IFR-rated) with a surprise “IMC 180.” This is “data” also; pilots suck at this! Why recommend (in a/c handbooks) a dangerous maneuver? FAA guidance; straight ahead, control, climb, confess, comply. A 180 may be wise once control and calm are restored(?), but certainly not “immediately!”
Yes I think that word ‘immediately’ can be taken incorrectly. No matter what plan of escape is decided, reasonably good technique is a must.
“Immediate” is pretty unambiguous (and in this case wrong)…what we commonly see on flight tests (what we train and test) Let’s fix this (and save lives)!
“A 180 may be wise once control and calm are restored(?), but certainly not “immediately!”” Absolutely. The procedure says make an immediate plan, not an immediate turn. Instructors must be very careful there and not cause the pilot to panic on the controls.
What an outstanding article by mr st George. A recommendation long over due. . Let’s eliminate the “immediate 180 turn” advice and save pilots who blunder into clouds. Level wings, maintain control (breathe), and climb; no turning? Preaching this approach for years in 54 years of military and general aviation… nice job Dave!
Thank you Phillip!
What are the statistics for someone that doesn’t turn? I haven’t found crashes where the person stayed straight and called for help.
Every crash I’ve seen in the last 40 years was after an attempted turn.
Again (as just mentioned) data is tough to find. GAJSC (total data-driven safety group) is working this now (Doug Stewart SAFE rep). One alarming takeaway is high correlation of CFIT accidents (hence the “climb”). The YouTube in the blog is an ideal outcome; control, climb, confess, comply.
as I said. HAI (helicopter Association International) has agreed to change the training. A 180 doesn’t get you back to where you started and will likely get the person lost and bring on Vertigo.
“A 180 doesn’t get you back to where you started and will likely get the person lost and bring on Vertigo” (mentioned below). It worked perfectly for me getting us back in VMC in one minute. With that said, as David mentioned in the article, if the pilot is in a panic and unprepared, probably nothing is going to work, and the emphasis on initially staying calm and cross checking is the right strategy. | aerospace |
https://the-great-battle-of-the-universe.fandom.com/wiki/Mars | 2020-07-06T21:48:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655890181.37/warc/CC-MAIN-20200706191400-20200706221400-00295.warc.gz | 0.951803 | 207 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__187446988 | en | Mars, or known as the "Red Planet" is a planet located in the Sol system, where the human civilization is from. Mars, a planet covered in a desert-landscape, is being visited by humans a lot. In the first time, probes were visiting Mars, then rovers, driving around the surface, then visited by humans. Around the 2020s it were for the first time sent manned missions, and Mars is a proposed target for being colonized by the humans.
- 2022 AD: First manned mission to Mars
- 2046 AD: The first 1,000 colonists are being sent to Mars to live in the colony.
Name: Mars Class: Planet Type: Terrestrial Diameter: 6792.4 km Moons: 2(Phobos, Deimos) Orbital period: 686.971 Earth days Distance to it's star: 1.52 AU Name of star: Sol/Sun Solar system: Sol system Habitable: No, but were colonized in 2046 AD. | aerospace |
https://islamentunisie.com/isbknvb6/south-africa-fly-half-00a79c | 2021-07-28T17:34:18 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153739.28/warc/CC-MAIN-20210728154442-20210728184442-00541.warc.gz | 0.947104 | 3,072 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__256353101 | en | michael collins astronaut quotes funny
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Gracious Quotes is a community (created on 12 February 2020) to help you discover mysterious passion and unknown inspiration that you didn’t know were there before.This community allows you ample space and time to indulge deeper into the quotes so you can have deeper meditation and won’t feel like you are in a rush. Michael Collins, the astronaut who took this photo, is the only human, alive or dead that isn't in the frame of this picture, 1969 - Michael Collins, the astronaut who took this photo, is the only human, alive or dead that isn’t in the frame of this picture, 1969 – popular memes on the site ifunny.co Quotations by Helen Sharman, British Scientist, Born May 30, 1963. Illustrated. And do we know it, not just because the world is yelling "Lift-off" in our ears, but because the seats of our pants tell us so! 65. From out there on the moon, international politics look so petty. “No, goddamn it, Flit Gun! Unique Michael Collins Posters designed and sold by artists. We are but awkward trespassers bobbing at the mercy of a new set of experts.”, “Of course, Apollo was the god who carried the fiery sun across the sky in a chariot. He was chosen for advanced day fighter training at Nellis […] And when man finally did make it into space, it didn’t disappoint — as the many space quotes about the beauty of seeing the planet from orbit indicate!. I would miss Ed, but I liked John. I am it. One selects based on bitter experience in ground tests, where a poor fit in the feet-above-head Gemini seating arrangement means urine trickling up the spine and pooling in the small of the back. Vote up your favorite bit of trivia about the space explorer, pilot, and all-American badass who's so cool he didn't even need to walk on the moon. So when I heard from John Young (he and Gus Grissom had just come off the Gemini 6 backup crew) that he and I were to fly 10, I was overjoyed. Part of life's mystery depends on future possibilities, and mystery is an elusive quality which evaporates when sampled frequently, to be followed by boredom. Most of the messages were pretty straightforward, but there were a few weirdos in the bunch. My favourite account is Michael Collins’ 1974 Carrying the Fire: An Astronaut’s Journeys. This venture has been structured for three men, and I consider my third to be as necessary as either of the other two.”, “There is money hanging around, but it is tainted PR money, trading great piles of greenbacks for tiny bits of soul in an undetermined but unsatisfactory ratio. Michael Collins — Irish Leader born on October 16, 1890, died on August 22, 1922 Michael Collins may refer to:.. I am it,'" Offerman quotes from Collins. I know that I would be a liar or a fool if I said that I have the best of the three Apollo 11 seats, but I can say with truth and equanimity that I am perfectly satisfied with the one I have. The earth must become as it appears: blue and white, not capitalist or communist; blue and white, not rich or poor; blue and white, not envious or envied.”, “I am alone now, truly alone, and absolutely isolated from any known life. “Q: What were you thinking when your colleagues were out there making cosmic history? ', 'I really believe that if the political leaders of the world could see their planet from a distance of, let's say 100,000 miles, their outlook would be fundamentally changed. In 1952, Collins graduated from the United States Military, he then joined the U.S. Air Force Experimental Flight Test Pilot School in 1960 and became a test pilot. An Astronaut's Journeys. Goodreads helps you follow your favorite authors. Collins is breezy, glib, collegiate and frequently funny—like the jockish test pilot and astronaut he in fact is. Michael Collins was the man who got history’s middle seat — literally aboard the Apollo 11 spacecraft, but in more lasting ways too. There is no comfort to it; it is too stark and barren; its invitation is monotonous and meant for geologists only. “Roger, Six Gun,” they would say, and he would tartly reply, “No, it’s Flit Gun.” “Roger, Six Gun.” That would destroy him. Not so with this withered, sun-seared peach pit out of my window. Apollo 11 astronaut Michael Collins reflects on the 50th anniversary of the historic Moon landing. 478 pp. (Collins wrote that note on the solitude of spaceflight in his autobiography " Carrying the Fire," which FSG re … See more ideas about michael collins, apollo 11, buzz aldrin. All Right Reserved. This week marks the 50th anniversary of the Apollo 11 mission, which first landed American astronauts on the moon's surface. Michael Collins, U.S. astronaut who was the command module pilot of Apollo 11, the first crewed lunar landing mission. Collins’ first flight was Gemini 10, which was launched on July 18, 1966, which rendezvoused with another spacecraft. Michael Collins may be remembered forever as the Apollo 11 astronaut who got the short end of the stick, but he's so much more than that, and this list proves it. Collins joined NASA as an astronaut in 1963, just five years after the agency was established. The Michael Collins who fought for Irish freedom and the Michael Collins who piloted the Apollo XI command module during the 1969 moon landings had more than just a … Michael Collins says NASA should focus efforts on missions to Mars. This slight alteration sometimes renders a familiar sound unrecognizable. Aug 2, 2014 - Michael Collins (b. Michael Collins (astronaut) : biography October 31, 1930 – Military service After entering the Air Force, Collins completed flight training at Columbus Air Force Base, Mississippi in the T-6 Texan, then moved to San Marcos Air Force Base and James Connally Air Force Base, Texas. “I knew I was alone in a way that no earthling has ever been before.”, “I really believe that if the political leaders of the world could see their planet from a distance of, let's say 100,000 miles, their outlook would be fundamentally changed. However, the screams from Congress in opposition to this scheme caused NASA quickly to back away from the idea. I want no part of destroying fishing as a mysterious sport.”, “We are off! He became devoted to Irish nationalism while still a boy on the family’s farm in Co Cork. Foreword by Charles A. Lindbergh. Buzz Aldrin on keeping an open mind. Michael Collins — Irish Leader born on October 16, 1890, died on August 22, 1922 Michael Collins may refer to:.. It would be disaster, he pointed out, for the LM to come down on or near one of these anthills, and he would be happy to provide us with his detailed maps showing the location of each hill—for a price, of course.”, “On the return trip, the atmospheric “re-entry corridor,” or zone of survivability, or whatever you wanted to call it, was only forty miles thick, and hitting a forty-mile target from 230,000 miles is like trying to split a human hair with a razor blade thrown from a distance of twenty feet.”, Carrying the Fire: An Astronaut's Journey. Apollo 11 astronaut Michael Collins reflects on the 50th anniversary of the historic Moon landing. Collins joined NASA as an astronaut in 1963, just five years after the agency was established. I chose to ride, but picked an animal which stopped walking whenever I stopped kicking, so I got as much exercise as if I had been afoot. His first spaceflight was Gemini 10, in which he and command pilot John Young performed two rendezvous with different spacecraft and Collins undertook two EVAs.His second spaceflight was as the command … He was a young pilot, with three children under the age of 5. "I thought, well, when I step off it's just going to be a little step … Enjoy the best Helen Sharman Quotes at BrainyQuote. Selected as part of the third group of fourteen astronauts in 1963, he flew into space twice. Almost anyone can put up with almost anyone else for a clearly defined period of time in pursuit of a mutual objective important to each.”, “Deke proposed a system which had been used in previous selections, and with minor modifications we agreed. Michael Collins (born October 31, 1930) is a former American astronaut and test pilot. Michael Collins (astronaut) : biography October 31, 1930 – Military service After entering the Air Force, Collins completed flight training at Columbus Air Force Base, Mississippi in the T-6 Texan, then moved to San Marcos Air Force Base and James Connally Air Force Base, Texas. The all-important border would be invisible, that noisy argument suddenly silenced.”, “I am alone now, truly alone, and absolutely isolated from any known life. He was a young pilot, with three children under the age of 5. Alone at the Moon: What Was Michael Collins Thinking? Character and motivation was not subdivided, but the entire ten-point package was examined in the interview, and the victim’s personality was an important part of it. Saved by Diane Neff. But I can say absolutely, with total honesty, I was delighted to have the seat that I had. Michael Collins’ Candid Moon Landing Confession, Carrying the Fire: 50th Anniversary Edition, 24 John Glenn Astronaut Quotes (SPACE TRAVEL), Top 11 Yuri Gagarin Quotes (SOVIET COSMONAUT), Top 15 Astronaut Jim Lovell Quotes (APOLLO 13), Top 43 Astronaut Chris Hadfield Quotes (CANADIAN), 41 Sally Kristen Ride Quotes (WOMAN ASTRONAUT), Top 11 Sergei Krikalev Quotes (USSR COSMONAUT), 29 Neil Armstrong Quotes About Space (APOLLO 11), 52 Buzz Aldrin Quotes (MAGNIFICENT DESOLATION), 19 Alan Shepard Astronaut Quotes (MOON SHOT), 11 Scott Carpenter Famous Quotes (ASTRONAUT), Top 7 Fred Haise Quotes (AMERICAN ASTRONAUT), 18 Famous Valentina Tereshkova Quotes (VOSTOK 6), 23 Famous Ernest Shackleton Quotes (ENDURANCE), 25 Famous Peggy Whitson Quotes (NASA Astronaut), Top 14 Christina Koch Quotes (NASA ASTRONAUT), Top 15 Wally Schirra Quotes (PROJECT MERCURY), Top 49 Jewish Proverbs and Sayings (WISDOM), 58 Best Irish Proverbs and Sayings (INSPIRING), 61 Inspiring Mother’s Love Quotes (HEARTFELT), 172 Courage Quotes to Instill Confidence (BRAVERY), Top 69 Responsibility Quotes (POWER & DUTY), 278 James Clear Quotes (POWER OF ATOMIC HABITS), 104 Determination Quotes to Inspire Willpower (VALOR), 107 Time Quotes for Better Time Management (VALUE), 92 Quotes on Change to Help You Stay Ahead (ADAPT), 79 Success Quotes for Greater Achievement (TRIUMPH), 86 Short Inspirational Quotes to Uplift You (EMPOWER), Top 88 Inspirational Quotes on Life (BEAUTIFUL).
His Judgment Cometh And That Right Soon Shawshank Redemption, Wind Power Generator, Maybank Islamic Kuala Terengganu Swift Code, Home Depot Dump Trailer, Eucharistic Minister Rota St Michael And St Martin, Uconnect Bluetooth Issues, Up Arrow Gif, Are Ap Classes Considered College Courses On Applications, Xiaomi Window Cleaner, | aerospace |
https://www.aerioncorp.com/the-sound-and-the-fury/ | 2022-12-03T16:54:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710933.89/warc/CC-MAIN-20221203143925-20221203173925-00764.warc.gz | 0.939374 | 637 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__224742635 | en | by Doug Nichols, CEO
March 30, 2022
NASA’s recent $20 million award to Lockheed Martin for a preliminary low-boom X-plane design has spawned enthusiastic media coverage around the world. To many readers, it may have seemed that a new era of supersonic travel was at hand—this time without the limitations imposed by sonic booms.
We’re as pleased as anyone at NASA’s emphasis on supersonic breakthroughs. Aerion had its origins well before DARPA’s Quiet Supersonic Platform program (2001), to which Aerion contributed natural laminar flow data and boom calculations.
But those who aspire to travel supersonically need to understand the likely timeline for unrestricted high-speed travel. Assuming full funding is received from Congress, the low-boom demonstrator is scheduled to fly in 2020. Testing could take several more years, and new sonic boom acceptability standards from the FAA and the International Civil Aviation Organization (ICAO) yet more time.
Assuming all that goes well, aircraft manufacturers will have to figure how to commercialize the low-boom technology, adding several more years to the development of commercially viable business jets and airliners.
Then there is the not insubstantial problem of takeoff and landing noise standards that will come into effect in the years ahead that will need to take into account the physics of requisite thrust for supersonic flight.
So the best-case scenario is for unrestricted overland supersonic flight in the mid to late 2030s.
Amidst all of these uncertainties, Aerion is moving ahead with a supersonic jet that can be in the air by 2021 and certified by 2023. And that will be certified under current Stage 4 community noise requirements.
The AS2 will fly efficiently at Mach 0.95 to 0.98 over land, or, where permitted, at speeds up to Mach 1.2 without creating a boom on the ground. The AS2 does create a boom, but at low supersonic speeds it dissipates as it descends into the warmer lower atmosphere. We can’t take credit for this phenomenon; it’s just physics and applies to all supersonic aircraft. The only new technology required is boom-mapping software integrated within an onboard flight management system. NASA and avionics companies are developing this technology today.
Some in the business aviation industry have suggested that U.S. restrictions on overland supersonic flight might clip Aerion’s wings. They say there is no market for a supersonic jet unless it can fly supersonically over the United States. Our launch fleet customer Flexjet, their many customers, and other business jet operators tell us otherwise.
To reach a distant future of quiet supersonic flight, the most likely path is through a first-generation practical and efficient supersonic jet that can operate at up to Mach 1.5 within today’s regulatory framework, and with known technologies. That first step is the Aerion AS2, and we plan to place it into service inside of a decade. | aerospace |
https://www.supermario.me/super-mario-space-shuttle-20.bros | 2024-04-13T02:28:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00289.warc.gz | 0.70282 | 98 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__204147698 | en | Super Mario Space Shuttle Game Online Free
Super Mario Games Online free
Super Mario Space Shuttle bors game online Super Mario goes to moon. This space flying game about landing on platform. You must land the mario slower to floor. if you get down fast super mario will lost. Use arrow keys to move slower while landing. Try to go uppoer and use keys to go down slower. new super mario game level 20 ready.
Start mario bros game : | aerospace |
https://www.fischer.senate.gov/public/index.cfm/news?ID=FCDE4B5E-7890-4652-BF6D-77D01DEBB6F4 | 2023-09-25T13:25:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508977.50/warc/CC-MAIN-20230925115505-20230925145505-00122.warc.gz | 0.926424 | 529 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__74102836 | en | Jun 09 2023
WASHINGTON, D.C. – U.S. Senators Deb Fischer (R-Neb.) and Tammy Duckworth (D-Ill.), members of the Senate Commerce Committee, this week introduced the Advanced Aviation Integration Act. The bill would re-designate a portion of the Federal Aviation Administration (FAA) so the agency is better equipped to tackle the regulatory challenges of emerging aviation technologies. This includes innovations like advanced air mobility, which promises to improve accessibility to underserved communities in rural and urban areas. The bill would also create an online portal at the FAA for all new aircraft certification requests, allowing applicants to monitor their progress.
“The aviation industry is undergoing an exciting period of innovation, with new technologies emerging nearly every day. It’s critical then that the FAA has the right structure and people in place to keep up. Our bipartisan bill would retool the agency so it can more efficiently tackle the regulatory and safety challenges of the future,” said Senator Fischer.
“I’m proud to partner with Senator Fischer to introduce our bipartisan bill that will focus and enhance our nation’s leadership on Advanced Aviation. As we move into a new era of aviation with rapid technological advancement, such as Electric Vertical Take-Off and Landing operations, our legislation will ensure the FAA prioritizes the effective and efficient integration of advanced air mobility aircraft into our National Airspace System,” said Senator Duckworth, Chair of the Subcommittee on Aviation Safety, Operations and Innovation.
"We applaud Senators Fischer and Duckworth for this bipartisan legislation that provides the FAA with much-needed tools, leadership, and resources to position the United States to remain the leader in aviation safety globally. Our nation is at an inflection point for aviation safety, with safety-enhancing technologies that will prevent accidents and save lives within reach for smaller aircraft, and this legislation will accelerate that work,” said Robert Rose, Co-founder and CEO of Reliable Robotics.
The FAA’s reauthorization, which lasts five years, is up at the end of 2023.
Innovation in the aviation sector has led to a growth of new technologies. The Advanced Aviation Integration Act would:
- Charge the Deputy FAA Administrator to boost coordination across the agency on advanced aviation topics.
- Create an online portal at the FAA for all new aircraft certification requests, allowing applicants to monitor their progress.
- Re-designate the FAA’s office of NextGen as the Office of Advanced Aviation.
Click here to view text of the legislation. | aerospace |
http://www.eclipse.co.uk/phoenixmp/enigma1.htm | 2017-10-21T17:30:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187824824.76/warc/CC-MAIN-20171021171712-20171021191712-00014.warc.gz | 0.927995 | 162 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__121981418 | en | Enigma was designed in response to requests from the pylon racing
fraternity for a 60in EPP pylon racer. With the RG15 wing and Flaperons / Flap Elevator
coupling it also makes an excellent sports aerobatic model that maintains speed throughout
manoeuvres and will soar in the lightest of winds. The Enigma is capable
of sustaining inverted flight and a wide range free style aerobatics including bunts
(outside loop), figure of eights, etc. With wing mounted aileron servos lead ballast can
be carried in the fuselage under the wing. Construction is similar to that of the Synergy and consists of EPP wings and fuselage with the necessary
hardwood / ply reinforcing to absorb the knocks etc. | aerospace |
https://spatial.aero/cabin-emergency-evacuation-trainers/?wpv_view_count=1892 | 2023-09-22T11:51:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506399.24/warc/CC-MAIN-20230922102329-20230922132329-00846.warc.gz | 0.929304 | 320 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__247888139 | en | Cabin Emergency Evacuation Trainers
The complete training experience
Designed to offer the ultimate in realism, our Cabin Emergency Evacuation Trainers (CEETs) provide cabin crew with the highest possible training standards in all Safety and Emergency Procedures (SEPs).
Tailor-made for you
Completely custom-built for each client, our CEETs incorporate simulated doors and emergency exits and are fitted with a full cabin interior based on your individual training requirements.
A hyper-realistic environment
Our CEETs can be mounted on motion systems with 3 or 6 degrees of freedom to provide a full range of cabin movement. Our window visual systems ensure further realism by simulating numerous emergency scenarios through all stages of flight including turbulence, ditching, engine fire and landing gear failure. We can simulate fires inside the cabin using integrated smoke machines and adapted fire extinguishers at galleys, overhead bins and other locations. Oxygen masks can be fitted to allow crew to train for cabin decompression situations.
Manufactured to the highest standards, our CEETs are specifically designed to be robust and reliable in order to withstand the rigours of high volume training schedules.
“With over 35 years in the airline industry I have seen many projects taken on but never one as challenging and ever-evolving as the Cabin Service Trainer project. Having the expertise of Spatial, its dedicated management and support staff allowed us to move quickly from concept to reality. The end product is something both Emirates and Spatial are extremely proud of.” | aerospace |
https://www.ariss.org/meeting-minutes/april-2019 | 2020-01-28T19:55:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251783000.84/warc/CC-MAIN-20200128184745-20200128214745-00151.warc.gz | 0.951352 | 1,427 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__176348312 | en | April 16, 2019, 1100 UTC
Francesco De Paolis
Interpreter: Olga Moncuquet
Unable to attend:
Eskil Van Loosdrecht
Roll Call—Rosalie White, K1STO
Welcome—Frank Bauer, KA3HDO
Frank Bauer thanked the team for participating in the monthly meeting. He said that a great astronaut, friend to ARISS, and colleague, Owen Garriott, W5LFL, had become a silent key on April 15, 2019. Owen Garriott had been slated in his early career to support the Apollo missions and he hoped to have a ham radio station on a lunar flight. Before he could do so, he was moved to other important space projects. One was to be part of the Skylab team. The STS-9 mission allowed Owen Garriott to be the first human to talk via amateur radio from space to ham operators on the ground. That flight became the first SAREX mission, which led to many more SAREX missions, and eventually was the path to the development of ARISS. The ARISS team set aside a few moments of silence during the telecon to remember this great man.
Frank Bauer reported that the ARISS web pages are now secure, with an https address. This was the first step for setting up an on-line ARISS store.
1. Call for Acceptance of Minutes—Rosalie White, K1STO
Summary: The minutes from the ARISS-International Monthly Meeting on March 19, 2019 were completed by Rosalie White on March 20, 2019. After a review was completed on March 21, 2019, the minutes were distributed on March 27, 2019 to ARISS Delegates.
Discussion: Gaston Bertels made a motion to accept the minutes as written. Ciaran Morgan seconded the motion. There were no objections from any delegates, so the minutes were approved as distributed by Rosalie White.
2. 2019 Face-to-face Meeting Plans, Canada—Glenn MacDonell, VE3XRA and Chet Latawiec, VE3CFK
Summary: The ARISS-Canada Delegates will offer more information to ARISS team members regarding the 2019 face-to-face meeting at the Canadian Space Agency (CSA).
Discussion: Glenn MacDonnell and Chet Latawiec are pulling together final meeting details with CSA. Rosalie White reported that work is progressing on the agenda for the delegates’ meeting. Frank Bauer reminded the team that Carol Jackson sent an email to everyone with a survey of questions on team members’ plans for attending the meetings, which are:
* Hardware meeting, 25 June
* ARISS-I Delegates meeting, 26-28 June.
Team members will need to provide passport information to CSA.
A reminder of deadlines related to the meeting, which team members have already seen are:
* To get the special hotel rate, rooms must be booked by May 24. BE CAREFUL to select the Alt Hotel QUARTIER DIX30. (There are several Alt Hotels with similar names.) If a question or problem occurs regarding your room reservation, contact Glenn MacDonell or Chet Latawiec.
* ARISS delegates, committee chairs, and team members will submit their repeorts to Carol Jackson by May 25.
* ARISS delegates, committee chairs, and team members will submit their presentations to Carol Jackson by May 30.
* If any report or presentation is not submitted to Carol Jackson by the deadline, the particular report or presentation will be removed from the meeting agenda and will not be presented.
3. SSTV Transmissions—Sergey Samburov, RV3DR
Summary: An update will be given by Sergey Samburov on the April SSTV downlink sessions.
Discussion: Sergey Samburov told the team that he has only reports about the SSTV transmissions from other people because he was away from Russia during the session and could not monitor things. The team heard that the RF signals were good and audio signals were low resulting in somewhat fuzzy images. Sergey Samburov sent a radiogram to the crew to check the volume. For the Huntington High School ARISS contact a day after the SSTV transmissions, modulation was good. Dave Jordan reported that people uploaded 4,424 images to the ARISS SSTV Gallery. Sergey Samburov is considering a future SSTV session on Owen Garriott and his contributions to amateur radio in space.
Armand Budzianowski reported that as of this telecon meeting, his team received 1,200 applications for diplomas for the April series, and more applications are arriving. ARISS SSTV is always a very popular activity. The team thanked Armand Budzianowski and his team.
Frank Bauer related that he finally had success with engaging the company that ESA wanted used to transfer the Ham TV equipment for delivery to Italy. He felt the company was slow to help because ARISS is a small organization, not a large corporation. ESA became involved and was very helpful with making the shipment happen. The hardware arrived in Milan on April 15, 2019. Paolo Cergna on the ESA logistics team took care of getting a highly important waiver to ensure ARISS would not have to pay very expensive import taxes. Emanuele D’Andria said he received confirmation from the company that the equipment had arrived in Italy. He will keep the team informed about the next steps.
IORS Tests at Johnson Space Center
Frank Bauer reported that Lou McFadin and Kerry Banke were in Houston at Johnson Space Center for the week to conduct tests on the new Interoperable Radio System. EMI and EMC tests were performed on the flight-identical unit of the multi-voltage power supply and the Kenwood radio Lou McFadin said tests checked for radiated emissions and possible harmonics with the transmitter in transmit mode. Susceptibility tests were run on the signal from the power supply and the noise it generates; interference from the power supply was well within specifications. The next test was for radiated emissions from the transmitter; measurements were higher than the specification and in consulting with JVC Kenwood, Shin Aota felt the cause might be distortion on the input of the test system. If so, that would allow the testing to be completed before the end of the week. If not, more work would have to be done along with more tests in the future.
The team must travel to Johnson Space Center two more times. Tests will be done on the flight-identical unit for-power quality and acoustics testing, and also, for Russian requirements. Then, abbreviated testing will be done on the flight unit.
The next meeting will be May 21, 2019 at 1100 UTC.
Rosalie White, K1STO
April 23, 2019 | aerospace |
https://www.time24.news/2020/10/space-debris-almost-crashes-and-creates-a-chain-effect-on-earths-orbit.html | 2020-10-25T14:01:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107889173.38/warc/CC-MAIN-20201025125131-20201025155131-00560.warc.gz | 0.962512 | 329 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__32210433 | en | Experts worry about accumulation of debris near the planet’s orbit
Two artifacts of space junk weighing about 2.5 tonnes just barely hit space, which could have a chain effect on Earth’s orbit. The near disaster was observed on Friday (16).
The two objects are a Soviet Parus navigation satellite, and a Chinese auxiliary rocket, which would have been launched in 2009. Neither has any method of propulsion on board, so there would be no way to divert them from each other.
Scientists at LeoLabs, a Silicon Valley, Calif. Startup that offers orbital mapping services using its own radar network, said Kosmos-2004 and the ChangZheng rocket stage were just 25 meters away. Other groups reported that the distance was greater, about 70 meters.
Because of the weight and at a relative speed of 14.66 km / s (32,800 mph), any collision would have been catastrophic and produced a rain of debris. And by the altitude of about 1,000 km, resulting fragments would have remained in orbit for an extremely long time, representing a threat to operational satellites, which could generate a chain reaction of collisions.
It turns out that the growing number of space debris in orbit, somewhere around 900,000 larger than 1 cm, all capable of causing damage or even destroying an operational spacecraft in a high-speed encounter, worries the scientists.
The online International Astronautics Congress, held last week by a group of experts, listed what it considered the 50 most abandoned objects in orbit of most concern. Most of them are from old Russian Zenit rockets, from the extinct Soviet Union. | aerospace |
https://www.yourgreencareer.com/jobs/29870643-gearbox-engineer | 2023-06-02T01:58:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648245.63/warc/CC-MAIN-20230602003804-20230602033804-00510.warc.gz | 0.908015 | 521 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__145961971 | en | ZeroAvia is a leader in zero-emission aviation, flying the world's largest hydrogen-electric aircraft since September 2020. Its focus is the design and commercialization of hydrogen-powered aviation solutions to address a variety of markets, initially targeting short-haul, sub-regional commercial flights up to 500 miles. To date, ZeroAvia has secured the UK CAA and FAA experimental permit to fly for its 6-seat aircraft powered by hydrogen-electric powertrain, passed significant flight tests, and is on track for commercial deliveries by 2024. Its achievements to date were rewarded by the UK prime minister by inviting ZeroAvia as a member to the UK Jet Zero Council.
ZeroAvia’s powertrain development focuses on integrating hydrogen storage tanks, fuel cell systems, and electric motors, delivering a solution that will be not only without carbon emissions but also cheaper to operate. Commercializing the solution requires the establishment of a new clean aviation ecosystem, encompassing hydrogen production from renewable energy sources and tackling public perception of safety.
Working together daily with the Head of System Design and in conjunction with the Electrical Power System and Power Generation System departments, the Gearbox Engineer will have the overall responsibility for:
- Interface with internal stakeholders to capture gearbox input parameters for requirements.
- Provide the gearbox requirements to external suppliers and consultants.
- Track the gearbox design progress.
- Work on overall integration of the gearbox to the aircraft system.
- Develop FMEA (DFMEA and PFMEA) and safety analysis for the gearbox for certification efforts.
- Degree in mechanical engineering with focus on powertrain development.
- Project management experience of NPI.
- System level knowledge of gearboxes (aircraft application is preferred).
- Knowledge of one of the following (at least)
- Mechanical shaft calculations
- Bearing calculations
- Lubrication analysis of gearbox
- Thermal analysis of gear teeth
- Cross functional experience.
- Requirements capture/development experience.
- Manufacturing, certification, and testing knowledge is preferred.
Diversity and Inclusion
ZeroAvia is an equal opportunity employer and as a young company in the aviation industry, we value diversity and need people of different backgrounds that bring a plethora of skills, perspectives, and mindsets to the table that can spur originality, imagination, and creativity. We do not discriminate based on race, religion, colour, national origin, sex, gender expression, sexual orientation, age, marital status, veteran status or disability status | aerospace |
https://newsletter.3ds.com/1/en/node/268?code=57fdacca82e49cd8a534fbc27a069acf | 2021-02-24T20:05:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178347321.0/warc/CC-MAIN-20210224194337-20210224224337-00003.warc.gz | 0.91504 | 212 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__90148956 | en | Welcome to the Dassault Systèmes Aerospace and Defense Newsletter
Most of us spent a significant time traveling by airplanes for work or with our families and friends to a well-deserved vacation location. Because of the time we spend on such a journey, the Airports, Airlines and the Airplane makers are working on new concepts and technologies to make this traveling experience less stressful and much more relaxing and joyful. This is great news for us traveler but also for the Airports who will leverage our good time for more shopping and restaurant stops. Airlines can increase their customer relationship by providing personalized flying experience and Airplane makers provide a competitive advantage when they can deliver Airplanes which are low maintenance and adjustable to customer demand and airline experience strategy. This newsletter provides insides on how these now concepts and technologies will significantly change our traveling experience in the near future. Enjoy.
Trends in the Aerospace Industry
Stay updated on the latest trends in the Aerospace & Defense Industry.
We won’t spam you – this Newsletter is published 3 times a year. | aerospace |
https://andersstenhammar.com/2014/07/22/practising-flying-akka/ | 2023-06-03T08:25:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649177.24/warc/CC-MAIN-20230603064842-20230603094842-00010.warc.gz | 0.976148 | 116 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__204770442 | en | Yesterday I was out flying my Akka. I did 4 landings and also a short flight outside the airport. I did wing slipping at the final before landings. This plane is fun without a passenger in it! Really short take of distance. Next time I will measure my landing distance.
Someday I will bring Molly up for a ride. Just need to male some hearing protection for here. We have a dog safety belt so that she stays on the seat. It is also possible to make a safe space for here up behind the seats on the cargo bay. | aerospace |
https://www.traveller24.com/Flights/airbus-exceeds-2015-targets-with-ground-breaking-production-and-innovation-20160113 | 2019-05-27T00:22:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232260161.91/warc/CC-MAIN-20190526225545-20190527011545-00432.warc.gz | 0.94669 | 650 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__181157740 | en | Cape Town - Airbus has excelled in the aviation market by exceeding its targets for 2015 by achieving a new record of 635 aircraft deliveries for 85 customers of which ten are new.
The deliveries comprise of: 491 A320 Family aircraft; 103 A330s; 27 A380s; and 14 A350 XWBs.
The achievement in production means Airbus' aircraft deliveries in 2015 rose for the 13th year in a row. 2014's annual totals only delivered 629 aircrafts. Airbus net orders totalled to 1 036 from 53 customers (including eight new ones) comprising of 897 single-aisle aircrafts and 139 wide-bodies. 2015's year-end overall backlog had grown to a new record of 6 787 aircrafts, valued at $996.3 billion at list prices.
READ: Mid-flight thieves target SA passenger on SAA flight to Hong Kong
Fabrice Brégier, Airbus President and CEO said, “In 2015 Airbus has also laid firm foundations for the future, increasing the capability and variety of the aircraft which we can offer to our customers.”
Other 2015 achievements for Airbus included the certification of A320neo by the aviation authorities on both sides of the Atlantic just five years after its launch and delivering 14 A350s.
Progress was made on the A35O programme's next variant, the A350-1000 – whose major components and structures are taking shape across various production sites.
READ: Lufthansa says it achieved record passenger numbers in 2015
Airbus can also confirm that parts are now in production for the first A330neo - with the machining of its first engine pylon and centre wing box components. Ten years after the flagship A380's first flight, the programme is now breaking even for the first time.
In September 2015, the first Airbus factory in the US opened, at Mobile on Alabama's Gulf Coast, where between 40 and 50 A320 Family aircraft will be produced annually by 2018.
In China, additional orders for the A330 spurs on plans for a new A330 completion and delivery centre in Tianjin - which will help smooth their transition towards the A330neo.
READ: DHA: 0.6% foreign minors turned back during SA 2015 festive season
Three new incremental aircraft developments included the: Long-Range version of the A321neo which will offer true transatlantic operation; a regional version of the A330 which is optimised to seat up to 400 passengers on missions to 3 000nm, as well as the Ultra-Long-Range version of the A350-900 capable of 19-hour flights.
Headquartered in Toulouse, France, Airbus is a leading commercial aircraft manufacturer with a modern range of family airliners ranging in capacity from 100 to more than 500 seats. It has sold up over 16 thuosand aircrafts to around 400 customers worldwide.
The EASA and FAA certified #A320neo
The A350 XWB
Share your travels with us by emailing us at email@example.com or connect with us on Facebook, Twitter or Instagram. | aerospace |
https://www.ls-group.fr/fr/post/real-time-3d-application-and-photorealistic-images | 2024-04-22T22:24:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818374.84/warc/CC-MAIN-20240422211055-20240423001055-00576.warc.gz | 0.93165 | 364 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__164304426 | en | Date: 2021 – Today
Expertise: Custom Solutions
The leader of the European space industry, Arianespace, asked LS Group to faithfully reproduce its missions through realistic images. For centuries, mankind has wondered about space. It is a whole new world of possibilities that has opened up to discovery and exploration thanks to new and more powerful technologies. Today, space explorations gather a nebula of actors who invest to make progress in this field. Since then, these explorations raise new stakes, whether scientific, economic or political. For the public interest and for all the stakeholders, the concern of transparency regarding the launch process became a requirement. However, it remains complex to obtain quality images in space. Therefore, it is in this black hole of apprehension that LS Group intervenes to highlight the rocket launches.
We developed a 3D software, based on Unreal Engine 4 (UE4) and React JS for the user interface, virtually recreating each launch in real time. This tool can read Arianespace's simulation data with the launcher's real-time status (position, orientation), solar conditions and the current status of ground stations reading the launcher's data during the mission. Using these different data, the application will produce photorealistic images that will serve as a communication tool. A fine work has been done beforehand on all the elements that will compose the images. The image of the Earth, which was created from public images of NASA, was cleaned and processed by our tools for a real-time rendering. We also modeled in 3D the Arianespace launchers (Ariane 5, Vega and Soyuz) as well as the different satellites (James Webb, OneWeb, Galileo, CERES...) involved in the missions. | aerospace |
http://www.themarslab.org/ | 2014-10-30T15:51:14 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414637898477.17/warc/CC-MAIN-20141030025818-00204-ip-10-16-133-185.ec2.internal.warc.gz | 0.905931 | 169 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__50662955 | en | 60 Minutes On Mars is a five lesson teacher-led unit of curriculum-linked science activities that provide an introduction to the search for evidence of life on Mars culminating with a teleoperation rover driving experience. Students investigate the main geological and astrobiological features of interest on the Martian surface and use this knowledge to carefully plan their rover mission.
Suitable for Years 7-10
Mars Mission 5 is a 2 part virtual excursion led by our Mars Lab team over video conferencing. MM5 introduces students to the robotic exploration of Mars and focusses on collaboration, planning, observation and scientific investigation. This education program involves students in a variety of experiences over VC and in their classrooms including discussions, mission planning, virtual rover driving and teleoperating our robot rover in the Mars Yard.
Suitable for Years 5-8. | aerospace |
https://docs.flytbase.com/flight-operations/first-flight-setup | 2023-09-22T00:38:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506320.28/warc/CC-MAIN-20230922002008-20230922032008-00018.warc.gz | 0.904166 | 888 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__26650392 | en | First Flight Setup
A checklist of what requires to be ensured before a flight with the new DiaB system runs smoothly and as desired.
With the new DiaB system fully set up and ready to go, the operator can now move on to planning and executing the first flight!
Let's start with stationing the drone and box at the desired location. The operator can place the box on any surface - be it an industrial site, rooftop, or truck bed.
FlytBase's Precision Landing module can be configured to enable the drone to stably land itself on the docking station (DS). Every box has an ArUco marker on its landing pad, which the drone uses to accurately position itself before landing.
Now that the drones have a new 'home' to go to after completing a flight (i.e., the DS), the operator can set appropriate safety actions, such as Return to Docking Station (RTDS) and Return to Safe Location (RTSL), Land during events such as a low battery or network connectivity loss.
To ensure high-quality data capture during an automated mission, it is advisable to have all media stored on the drone SD Card.
To do this, go to the Media section of the dashboard settings and set Save Media Location to SD Card.
Collision Avoidance settings
Executing a mission involves a series of routines that the DS performs to get the drone up in the air, maintain its battery health, and initiate battery swapping/charging. The DS executes routines that are in the Docking Station Utility window on the FlytBase dashboard. The docking station goes through these routines to prepare the drone before it takes off and after it lands, this also helps in procuring drone safety and smooth proceedings.
Before executing a mission, ensure that the drone and docking station are on & linked and even the RC Power is turned on.
To ensure that the docking station enclosure closes only when the drone has safely landed inside the station, it is recommended that the user enables landing verification in the docking station settings. The Docking station auto mode must be enabled to use this feature. How this works: Once the drone lands inside the box, it looks for the ArUco markers on the enclosure panel and confirms a safe landing.
The Landing verification feature works only with the docking stations equipped with ArUco markers on the inside of the front panel of the enclosure.
currently supported ds are Hextronics and Idiployer
While running missions in manual mode, the operator will be required to execute the appropriate DS routine at each stage of the flight.
When the mission starts, initially the operator will need to trigger the Pre-take routine. This is will appear as a pop-up, which the operator can execute with the click of a button.
Trigger Pre-take off
Next, the operator needs to run the pre-flight checklist to ensure the right mission configuration and required parameters for a smooth flight. When the operator has checked all items, click on Execute.
The drone will now take off to the prefixed altitude of the first waypoint. The operator will be able to verify successful take-off via the telemetry info on the left panel or the live drone feed on the top-right of the dashboard.
The operator will now see a dialogue box at the bottom of the screen to confirm if the drone has taken off. If the drone has taken off, click Yes; otherwise, click No. Next, execute the Post-takeoff routine.
Trigger post take off
When the drone completes traversing all the waypoints, the mission finish action will be triggered (in this case, RTDS). The operator will now be prompted to execute the Pre-land routine as the drone approaches the DS for landing.
The operator will be able to verify the successful landing via the telemetry info on the left panel or the live drone feed on the top-right of the dashboard. If the drone has landed, click Yes on the dialogue box at the bottom of the screen; else, click No.
Now the operator is all ready for their maiden flight with FlytBase.🤝
After completing a mission, operators can navigate to the Flight Logs section on the dashboard to analyze and review the mission data. | aerospace |
https://www.caacayman.com/bellawings-get-cayman-islands-aoc/ | 2024-04-22T12:47:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818293.64/warc/CC-MAIN-20240422113340-20240422143340-00874.warc.gz | 0.914799 | 890 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__165722943 | en | Grand Cayman, Cayman Islands (21 May 2019) –The Civil Aviation Authority of the Cayman Islands (CAACI) announces the issuance of the first Air Operator Certificate (AOC) for fixed wing commercial operations in the Cayman Islands’ Special Economic Zone to Cayman Bellawings, an affiliate of Hong Kong Bellawings business jet management company. HK Bellawings currently operates nine aircraft on the Cayman Islands Aircraft Registry including the Gulfstream G-200 to be operated by Cayman Bellawings under the AOC.
Director-General, Civil Aviation Authority of the Cayman Islands P. H. Richard Smith presents AOC to Mr. Zhang, President of HK Bellawings along with Mr. Charles Kirkconnell, CEO of Cayman Enterprise City.
“We are very pleased to announce this milestone development for the Cayman Islands Aircraft Registry. The strategic partnership between the Civil Aviation Authority of the Cayman Islands (CAACI) and Cayman Enterprise City (CEC) provides key elements required for facilitating jurisdictional establishment for offshore operations and Cayman Bellawings has demonstrated the viability of this arrangement. We are excited to have Cayman Bellawings operate commercially under Cayman Islands jurisdiction and look forward to their continued growth as they serve the needs of this dynamic industry” said Director General of CAACI, Mr, Richard Smith. .
HK Bellawings is the third largest fleet operator in Hong Kong and provides a diverse array of professional, highly efficient and comprehensive business aviation services and solutions to their clients, which include business jet management, aircraft maintenance, travel concierge service, aircraft acquisition service, and business aviation consultancy.
“We are honored to be the first AOC holder endorsed by the CAACI. Bellawings would regard Cayman Islands as one of our bases in the future to help expanding the diversity of local aviation industry and bring more fly options to clients around the world.” Said Mr. YJ Zhang, President of HK Bellawings.
“It is a pleasure to welcome internationally recognised jet management company, Cayman Bellawings to the Cayman Maritime & Aviation City community. We know that the Cayman Islands is a great place to live, work, and do business from, and we’re pleased to see that businesses as far away as Hong Kong agree. The growth of the Aviation Services Industry good news for the Cayman Islands as we work towards diversifying our economy, attracting businesses to establish a genuine physical presence, and assist in growing the number of career opportunities for Caymanians,” said Charlie Kirkconnell, CEO Cayman Enterprise City.
CAACI and CEC are jointly marketing the Cayman Islands to the aviation industry, promoting its robust regulatory environment, neutral tax status, sound legal and finance systems and first-world life style, touting it as the perfect domicile from which to operate a business aviation company. Clients that qualify are aircraft owners and brokers, technology companies and start-ups engaged in aviation research and development, the head offices of aviation industry businesses, aircraft manufacturing and repair businesses, and businesses that provide management consultancy and other specialized services to the aviation industry.
FOR MORE INFORMATION:
The Civil Aviation Authority of the Cayman Islands
LinkedIn: Civil Aviation Authority of the Cayman Islands
The CAACI has full designation for safety oversight as a UK OT, and is one of three OTs to enjoy such delegation. The CAACI is responsible for both financial and economic regulation of the Cayman aviation industry. In addition, the Cayman Islands is classified as Category 1 by the USA Federal Aviation Administration under their “International Aviation Safety Assessments” programme that evaluates a country’s civil aviation authority’s ability to effectively regulate its aviation industry. This rating enables commercial air transport operators registered in Cayman to conduct international air transport operations into the USA, i.e, Cayman Airways, Ltd. The requirement for such rating lies with the CAACI being assessed as having technically qualified and highly experienced staff to effectively regulate the aviation industry in accordance with established standards and recommended practices of the International Civil Aviation Organisation (ICAO). | aerospace |
https://www.mixbook.com/photo-books/education/caden-kirksey-8793635?vk=hbcOkvRCjg | 2018-04-20T21:11:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125944682.35/warc/CC-MAIN-20180420194306-20180420214306-00007.warc.gz | 0.888422 | 192 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__215052806 | en | FC: Mars By:Caden Kirksey
1: Table of contents chapter 1 :IntroDUCTION chapter 2 : Planet InfoRMATION Chapter 3 : 5 Cool Facts Chapter 4 pictures credits
3: Chapter 1 My name is Caden Kirksey I am going to tell you about Mars. I hope you will like it.
5: Chapter 2 Planet Information Mars is the 4th planet to the Sun. It is also smaller than Earth. Mars has not very much gravity so if you weigh 58 pounds, on mars you would weigh 22.04 pounds.
7: Chapter 3 Cool Facts Mars once supported life because there was water on Mars Can you believe it Mars a really hot planet holding water. Can you see the snow on the bottom of mars thats snow it fades in the summer and comes in the winter.
8: Chapter 3 pictures
10: Credits Nasa.org Google Images
11: Thank you for reading my book. | aerospace |
http://www.wia.org.au/newsevents/news/2006/20060820-2/index.php | 2019-05-25T20:10:31 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232258439.57/warc/CC-MAIN-20190525184948-20190525210948-00356.warc.gz | 0.94284 | 137 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__73072177 | en | Van Allen Belt discoverer dies
James Van Allen, the US physicist who discovered the radiation belts surrounding the Earth, has died. He was 91. In a career that stretched over more than half a century, Van Allen designed scientific instruments for dozens of research flights, first with small rockets and balloons, and eventually with space probes that travelled to distant planets and beyond. Van Allen gained global attention in the late-1950s when instruments he designed for the first US satellite, Explorer I, discovered the bands of intense radiation that surround the Earth. These bands are now known as the Van Allen Belts.
Chris Jones - VK2ZDD
Click Here To Return To Previous Page | aerospace |
http://military.wikia.com/wiki/OKB-1_EF_140 | 2018-03-18T13:35:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257645775.16/warc/CC-MAIN-20180318130245-20180318150245-00200.warc.gz | 0.9632 | 397 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__260285630 | en | The OKB -1 EF 140 a prototype aircraft was developed in the Soviet Union by German engineers who had been captured at the end of the Second World War. They belonged to the German company Junkers and the Nazis had built a jet prototype Junkers Ju 287 which served as a model. Significant changes were however made by the engineer Brunolf Baade .
The aircraft was developed by the company Space Corporation Energia (OKB). It was originally designed as bomber. Then as reconnaissance aircraft.
One EF 140 was built . He began flight tests on 15 March 1949 with reactors Rolls-Royce Nene, because Mikulin reactors originally planned were not yet developed.
The project was abandoned before the completion of the second prototype due to advances made by traditional jet aircraft at the time.
- Crew: Three
- Length: 19.70 m (63 ft)
- Wingspan: 19.40 m (62 ft 1 in)
- Height: 5.70 m (18 ft 3 in)
- Wing area: 58.4 m² (627 ft²)
- Empty weight: 12,500 kg (27,500 lb)
- Loaded weight: 24,500 kg (53,900 lb)
- Max takeoff weight: 27,000 kg (59,400 lb)
- Powerplant: 2× Mikulin AM-01 turbojets, 68.7 kN (15,400 lbf) each
- Maximum speed: 1,230 km/h (665 knots, 767 mph)
- Range: 2,500 km (1,350 nm, 1,558 miles)
- Service ceiling: 12,300 m (40,000 ft)
- 4 × 23 mm machine guns in two remotely-controlled turrets
- Production version was to carry 4,500 kg (9,900 lb) of bombs
|This page uses Creative Commons Licensed content from Wikipedia (view authors).| | aerospace |
https://utmb-ir.tdl.org/items/e908fc92-4904-4883-b6ed-73400dd357ac | 2024-04-13T07:20:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816586.79/warc/CC-MAIN-20240413051941-20240413081941-00864.warc.gz | 0.865036 | 158 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__24253007 | en | 23.1 color comparison Wang
The Spacelab 3 mission, STS 51-B, which focused on research in microgravity, took place during the period April 29 through May 6, 1985. Spacelab 3 was the second flight of the National Aeronautics and Space Administration’s modular Shuttle-borne research facility. STS 51-B was the seventeenth flight of NASA's Space Shuttle program, and the seventh flight of Space Shuttle Challenger. This image reflects Payload Specialist Taylor Wang in a color comparison study.
Space Medicine, shuttle, STS-51-B, Taylor Wang, color comparison, Spacelab 3 | aerospace |
http://flynata.org/content.aspx?page_id=22&club_id=812035&module_id=302540 | 2018-06-25T09:51:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267867644.88/warc/CC-MAIN-20180625092128-20180625112128-00324.warc.gz | 0.95714 | 239 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__190690870 | en | NATA is committed to maintaining an excellent safety record at its formation clinics, and to improving the safety record of owners and operators of NAA military aircraft.
The Safety Committee maintains a safety database of mishaps related to the NAA military aircraft, conducts research and analysis of these data, and develops policies and programs to help prevent mishaps.
In addition, the Committee represents NATA throughout the industry, working cooperatively to improve safety with owners and other organizations such as the FAA, NTSB, Boeing (type certificate holder), EAA Type Club Coalition. NATA efforts include support and promotion of safe and efficient operation of NATA aircraft such as the approved AMOC for AT6, SNJ and Harvard AD 2005-12-51 (available in our Online Store
As warbird owners and operators, many NATA members honor the veterans who flew these aircraft in training and in combat. By doing so safety, we can also do our part to preserve their legacy.
This Safety section contains information to help members more safely operate their aircraft. The public only has access to the introduction and Accident Review pages. Members should be sure to log in to access all the safety pages. | aerospace |
https://kedlist.com/nasa-connects-voyager-2-finally-with-its-deep-space-network/ | 2021-07-25T23:19:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151866.98/warc/CC-MAIN-20210725205752-20210725235752-00072.warc.gz | 0.973715 | 690 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__180533249 | en | Voyager 2 is one of the probes that is exploring into deep space where no other spacecraft from earth has ever reached before. It is now traveling for 43 years since its launch on August 20, 1977.
The only dish DSS43 that can command the voyager 2 was put into maintenance from March 2020 and to install new hardware as said by the operatives. The work is said to be completed by February 2021. On October 29, 2020, the operators send a command to Voyager 2 and it sent a signal confirming that the command has been received and executed successfully. Making contact with the Voyager 2 was testing for the new hardware that is installed in the Deep Space Station 43. It is situated in Canberra, Australia, and is a part of NASA’s DSN ( Deep Space Network ).
During the upgrade and maintenance of DSS43 Voyager 2 was able to send its well-being updates and data from intersteller space but it was not able to receive any command from the earth. As the contact was successful with Voyager 2 it can be said that DSS43 will be back in February 2021 as expected.
The Deep Space Network Manager at NASA said “What makes this task unique is that we’re doing work at all levels of the antenna, from the pedestal at ground level all the way up to the feedcones at the center of the dish that extends above the rim. This test communication with Voyager 2 tells us that things are on track with the work we’re doing.”
According to NASA, this is the longest time that DSS43 was offline, and the old dish that needs to be replaced had been doing its job for the past 47 years. The updates for the DSS43 are –
- Two new antennas
- Heating and cooling equipment
- Power supply equipment
- Various other electronics to support the new transmitters
When DSS43 started its operation it was about 64 meters (210 feet) wide in 1972 and later it increased to 70 meters (230 feet) in 1987 due to its various maintenance and upgrades. The operatives working on the current upgrade and maintenance says that this is a compelling upgrade DSS43 has received over so many years. It will be beneficial to various other missions.
The operation manager for NASA’s Space Communication And Navigation (SCaN) Program said “The DSS43 antenna is a highly specialized system; there are only two other similar antennas in the world, so having the antenna down for one year is not an ideal situation for Voyager or many other NASA missions. The agency decided to conduct these upgrades to ensure that the antenna can continue to be used for current and future missions. For an antenna that is almost 50 years old, it’s better to be proactive than reactive with critical maintenance.”
Even though DSS43 was updating for such a long time for the scientists always kept update on Voyager 2. Suzanne Dodd said to CNN “We’ve always been talking to the spacecraft. We’ve been doing that daily. We can see the health of it. If it wasn’t healthy, we would have known.”
The Voyager shows an amazing track record by sending valuable data since the day of its launch. It is expected that it will help us to discover more about outer space in the upcoming years.
Source – nasa | aerospace |
https://www.iva.se/en/tidigare-event/sparking-interest-in-science-through-space--a-sweden-japan-conference/ | 2022-08-08T03:37:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570765.6/warc/CC-MAIN-20220808031623-20220808061623-00464.warc.gz | 0.842288 | 257 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__170779047 | en | This year, Japan and Sweden celebrate 150 years of diplomatic relations. One of the areas where the two countries cooperate closely is space research and exploration.
You are warmly invited to a conference to discuss and learn about the role of science and space in society and the importance of dialogue and collaboration between researchers and their surrounding communities.
- Dr. Chiaki Mukai, Astronaut, Senior Advisor to the Director General of JAXA, Japan Aerospace Exploration Agency
- Dr. Christer Fuglesang, Astronaut, Professor, KTH, Royal Institute of Technology
- Cissi Askwall, Secretary General, VA (Public & Science)
- Stefan Gustafsson, Senior Vice President Strategy, SSC, Swedish Space Corporation
- Cecilia Hertz, CEO and Founder, Umbilical Design
- Måns Holmberg, Chair, Swedish Astronomical Youth Association
- Anna Rathsman, Director, General Swedish National Space Agency
- Yoshifumi Saito, Professor, Institute of Space and Astronautical Science of JAXA
- Tuula Teeri, President, IVA, the Royal Swedish Academy of Engineering Sciences
Anders Sahlman, VA (Public & Science) | aerospace |
https://tcausafaaog.org/contact-us/ | 2023-09-26T05:14:09 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510149.21/warc/CC-MAIN-20230926043538-20230926073538-00856.warc.gz | 0.87365 | 125 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__218709862 | en | Need to talk with us? Contact one of our officers with by completing the email form below their name:
Our Chapter President, Tom Wilson ’61.
Our Chapter Vice President, Charlie Nelson ’96
Our Chapter Treasurer, Rick Knoll ’65
Our Chapter Membership Officer, Zach Turcotte ’00
Content of this web site is not an official publication of the United States Air Force Academy or the Association of Graduates. Information presented here does not represent policies of the United States Air Force or its associated organizations. | aerospace |
https://www.vietnamdance.com/2020/05/nasas-1st-us-astronaut-launch-in-years-lifted-off-today-sending-elon-musk-spacex-ship-on-historic-take-off/ | 2022-09-24T16:20:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030331677.90/warc/CC-MAIN-20220924151538-20220924181538-00371.warc.gz | 0.889941 | 444 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__220835141 | en | ASTRONAUTS launched into space from US soil today for the first time in a decade. Nasa heroes Robert Behnken and Douglas Hurley blasted into orbit aboard a spacecraft built by California rocket firm SpaceX . The pair will spend 19 hours in orbit before docking with the International Space Station roughly 250 miles above Earth. Their historic flight was originally due to liftoff on Wednesday but was called off at the last minute due to poor weather conditions. The launch was quickly rescheduled and its successful second attempt will go a long way towards restoring America’s dominance in space, according to experts. Nasa says the mission – dubbed Demo-2 – will lay the groundwork for future manned flights to the Moon, Mars and beyond. Falcon 9 and Crew Dragon will lift off from Launch Complex 39A – the same place Saturn V launched humanity to the Moon and from where the first and final Space Shuttle missions lifted off pic.twitter.com/wOSsbCRqi7 — SpaceX (@SpaceX) May 25, 2020 The historic flight also marked the first time astronauts have flown into orbit using a spacecraft built by a private company. Nasa has depended on Russia’s space agency Roscosmos for its manned launches since… Read full this story
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Nasa’s 1st US astronaut launch in years lifted off TODAY – sending Elon Musk SpaceX ship on historic take-off have 283 words, post on www.thesun.co.uk at May 30, 2020. This is cached page on Vietnam Dance. If you want remove this page, please contact us. | aerospace |
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