url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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https://bydazujefyxyl.solstemcell.com/planning-fuel-conservative-descents-in-an-airline-environment-using-a-small-programmable-calculator-book-8802db.php | 2021-06-12T21:16:08 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487586390.4/warc/CC-MAIN-20210612193058-20210612223058-00293.warc.gz | 0.700518 | 317 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__178523080 | en | 3 edition of Planning fuel-conservative descents in an airline environment using a small programmable calculator found in the catalog.
Planning fuel-conservative descents in an airline environment using a small programmable calculator
by National Aeronautics and Space Administration, Scientific and Technical Information Branch in [Washington, D.C.]
Written in English
Microfiche. [Washington, D.C. : National Aeronautics and Space Administration, 1985] 1 microfiche.
|Other titles||Planning fuel conservative descents in an airline environment using a small programmable calculator.|
|Statement||Charles E. Knox and Dan D. Vicroy, David A. Simmon.|
|Series||NASA technical paper -- 2393.|
|Contributions||Vicroy, Dan D., Simmon, David A., United States. National Aeronautics and Space Administration. Scientific and Technical Information Branch.|
|The Physical Object|
The sage handbook of educational action research
Parole and langue
Poussiere Sur la Ville
Indiana State Fair cookbook
Indian miniature paintings
Power of the five elements
economy of church, parsonage and school architecture adapted to small societies and rural districts.
The coming of Gods kingdom
Articles of agreement, made concluded, and agreed on, at Dublin, the eighteenth day of Iune, 1647.
Aspects of European economics and reconstruction
Pre-investment study on [name of district].
From India to Australia | aerospace |
http://www.militaryaerospace.com/articles/2009/07/mil-spec-military-connector-introduced-by-itt-for-rf-and-signal-contacts.html | 2013-12-11T12:56:45 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386164036407/warc/CC-MAIN-20131204133356-00045-ip-10-33-133-15.ec2.internal.warc.gz | 0.921683 | 273 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__64862728 | en | SANTA ANA, Calif., 21 July 2009. ITT Interconnect Solutions in Santa Ana, Calif., is introducing the high reliability mil spec 38999 Series military connector for RF and signal contacts with EMI shielding and adherence to MIL-DTL-38999 series I, II and III standards.
The military connectors are for harsh applications such as military, avionics, commercial aircraft, satellite, and petroleum exploration applications.
The connector is scoop proof and employs a corrosion-resistant aluminum alloy shell with cadmium over nickel plating. The connectors are capable of withstanding 500 hours of salt spry exposure. Custom designs and space-grade materials are also available.
"Originally for a petroleum customer needing a reliable signal and RF solution for exploration equipment, the connector had to perform well under severe environmental conditions including high temperatures, shock and vibration, while also being able to withstand corrosive elements," says Keith Teichmann, director of marketing for ITT Interconnect Solutions.
"The connector is housed in a light-weight, low profile package and includes has to the industrial and commercial markets, such as blind mate capability, rear release snap-in crimp contacts and a choice of bayonet or threaded coupling to facilitate quick and easy connection."
For more information contact ITT Interconnect Solutions online at www.ittcannon.com. | aerospace |
http://www.sofia-guide.com/business/bhair/ | 2018-01-22T16:07:36 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891485.97/warc/CC-MAIN-20180122153557-20180122173557-00167.warc.gz | 0.961114 | 334 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__244973168 | en | Since its first flight in February 2002, BH Air has been focusing on building a company that will have the power to redefine the aviation standards in Bulgaria. It has always been led by innovation and forward thinking. And that is one of the secrets of BH Air’s amazing success story today.
BH Air consists by a team of dedicated professionals who are steadily building the company’s reputation of being totally committed to its customers and passengers, thus maintaining exclusive safety standards and outstanding customer service – Service Excellence. Bulgaria’s premier private airline currently employs a staff of 250 (herein 150 flight deck and cabin crew) committed with vision to deliver sustained performance, service and growth.
The BH Air airline is based at Sofia International Airport and it is the airline division of the Bulgarian tour operator Balkan Holidays International. When the airline was found in 2002 it started flying with Tupolev Tu-154 airliners. Later BH Air added some Airbus A320 aircraft to its fleet. Currently, the BH Air fleet comprises A320, CFM powered aircraft. The company’s impressive portfolio also consists of Gulfstream G200 and Gulfstream G550 executive jet aircrafts which successfully operate VIP flights.
BH Air was set us as a private charter airline, majority owned by Balkan Holidays Bulgaria’s largest tour operator. Its main base is in Sofia but it operates flights from all major airports in Bulgaria specializing in short in short and medium haul international flights. It has spread its network of destinations across airports in the UK, Scandinavia, most European countries, Africa, Asia and the Middle East. | aerospace |
https://www.stabroeknews.com/2012/news/guyana/03/15/cargo-plane-crashes-in-puerto-rico-2-die/ | 2018-12-10T03:13:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823236.2/warc/CC-MAIN-20181210013115-20181210034615-00070.warc.gz | 0.988029 | 124 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__146010156 | en | The Associated Press says that a cargo plane loaded with bread crashed in a lagoon near Puerto Rico’s international airport today and both crew members died.
The plane identified as a Convair 440 had just taken off when the pilot told air traffic control that the plane was having engine trouble, said Juan Rivera, spokesman for the Luiz Munoz Marin airport. AP said it was returning to the airport when it crashed, killing both people aboard, Rivera said. Officials earlier said three had died.
The plane was operated by Florida-based Jet One Express and was bound for the Caribbean island of St Maarten. | aerospace |
https://www.esan.tv/the-ingenuity-helicopter-has-successfully-completed-its-historic-flight-on-mars/ | 2021-06-16T02:45:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487621699.22/warc/CC-MAIN-20210616001810-20210616031810-00037.warc.gz | 0.959038 | 147 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__82046329 | en | The Ingenuity helicopter has successfully completed its historic flight on Mars …
The Ingenuity helicopter has successfully completed its historic flight on Mars and safely landed back on the surface, according to NASA. The first powered, controlled flight on another planet took place at 3:34 a.m. ET. Unlike when the helicopter’s fellow traveler, the Perseverance rover, landed on Mars on February 18, there was a bit of wait to know how the helicopter fared in its attempt. The helicopter team was in mission control at NASA’s Jet Propulsion Laboratory in Pasadena, California, early Monday morning to receive and analyze the first data from Ingenuity’s flight attempt.
Credit to the Original Source | aerospace |
https://asgardiaspacenews.com/new-model-for-cme/ | 2018-12-15T12:12:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826856.55/warc/CC-MAIN-20181215105142-20181215131142-00242.warc.gz | 0.913462 | 597 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__243600385 | en | Scientists Develop New Models to See How Shocks Associated with CMEs Propagate From the Sun
Scientists have produced new models to see how shocks associated with coronal mass ejections, or CMEs, propagate from the Sun, made possible only by combining data from three NASA satellites to generate a much more robust mapping of a CME than any one could do alone.
CMEs set off interplanetary shocks when they erupt from the Sun at extreme speeds, propelling a wave of high-energy particles, similar to the way ships form bow waves as they glide through water. These particles can spark space weather events around our planet, endangering spacecrafts and astronauts.
By learning more about how a shock develops and accelerates, we will know more about how to predict how it might disrupt near-Earth space. But due to a lack of sensors scattered throughout space, it is impossible to measure directly. Rather, scientists depend on models that use satellite observations of the CME to simulate the ensuing shock’s behavior.
Ryun-Young Kwon, a solar physicist at George Mason University in Fairfax, Virginia, and Johns Hopkins University Applied Physics Laboratory, or APL, in Laurel, Maryland, and APL astrophysicist Angelos Vourlidas, took observations of two different eruptions from three spacecraft: ESA/NASA’s Solar and Heliospheric Observatory, or SOHO, and NASA’s twin Solar Terrestrial Relations Observatory, or STEREO, satellites. One CME erupted in March 2011 and the second, in February 2014.
The scientists fit the CME data to their models — one called the “croissant” model for the shape of nascent shocks, and the other the “ellipsoid” model for the shape of expanding shocks — to reveal the 3-D structure and trajectory of each CME and shock.
Alone, each spacecraft’s observations wasn’t sufficient to model the shocks. But with three sets of eyes on the eruption, each of them spaced almost evenly around the Sun, the scientists could use their models to recreate a 3-D view. Their research confirmed long-standing theoretical predictions of a strong shock near the CME nose and a weaker shock at the sides.
Eventually, shocks travel away from the Sun, and as a result of the 3-D information, the scientists could reconstruct their voyage through space. The modeling helps scientists with important pieces of information for space weather forecasting, in this example, for the first time, they deduced the density of the plasma around the shock and the speed and strength of the energized particles. All of these factors are important for assessing the danger CMEs present to astronauts and spacecrafts. Their results are detailed in a paper published in the Journal of Space Weather and Space Climate published on Feb. 13, 2018.
Image Credit: Muratart / Shutterstock | aerospace |
https://www.countyoffice.org/wi-aviation-departments/ | 2022-01-20T05:00:37 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301720.45/warc/CC-MAIN-20220120035934-20220120065934-00171.warc.gz | 0.763214 | 213 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__56398137 | en | There are 8 Aviation Departments in Wisconsin, serving a population of 5,763,217 people in an area of 54,145 square miles. There is 1 Aviation Department per 720,402 people, and 1 Aviation Department per 6,768 square miles.
The state of Wisconsin is ranked 16th in Aviation Departments per capita, and 26th in Aviation Departments per square mile.
Find Wisconsin aviation departments, administrations, and agencies.
Army Aviation Flight Activity West Bend 125 Chopper Drive West Bend, WI
Federal Aviation Administration Madison 4301 International Ln Madison, WI
Federal Aviation Administration Sheboygan Falls N6303 RESOURCE Dr Sheboygan Falls, WI
US FAA Eau Claire 3800 Starr Avenue Eau Claire, WI
US FAA Janesville 3662 South Oakhill Road Janesville, WI
US FAA La Crosse 2873 Fanta Reed Road La Crosse, WI
US FAA Mayville N7001 Dakota Road Mayville, WI
United States Government Federal Aviation Administration Milwaukee 310 West Wisconsin Avenue Milwaukee, WI | aerospace |
https://onequalitythefinest.com/2011/06/04/dans-l%E2%80%99air/ | 2020-12-03T01:29:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141717601.66/warc/CC-MAIN-20201203000447-20201203030447-00356.warc.gz | 0.960719 | 582 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__170099206 | en | June 4, 1783 was an important date in aviation history. This was the first public flight of a hot air balloon by the Montgolfier brothers, Jacques-Étienne and Joseph Michel, in Annonay, France. The brothers were from a family of 16 children! Joseph mused about the possibility of hot air to inflate and lift objects. The purpose he had in mind was military, not for pleasure trips, however. He thought large balloons could be used to lift soldiers over siege barricades. He believed that there was a special gas within smoke called “levity.” Their first contraption, made of taffeta and light wood, flew over a mile.
For the next effort, the brothers created a sack, lined with layers of paper and held together with 1,800 buttons. It was time for a public demonstration. The June 4 flight lasted ten minutes, and again flew over a mile. Étienne headed to Paris where he worked with a wallpaper manufacturer to create a larger taffeta balloon coated with alum to make it fire retardant. The new model was also quite beautiful – blue decorated with gold motifs. The inventors launched a sheep, duck, and rooster to test the effect of altitude on living creatures. The flight took off from Versailles, in the presence of Louis XVI and his wife, Marie Antoinette. An even larger and more elaborate balloon followed for the first human flight. Étienne had the honor.
Hot air balloons were fascinating to the general public. Crowds gathered for each launch. The balloon design began to show up in home décor, on the backs of chairs and mantel clocks. The king even ennobled the Montgolfier family and allowed them to add “de” in front of their name. The competition for a viable balloon was fierce – a British team was working on a hydrogen model at the same time. Ultimately, hydrogen balloons began to dominate the field, and hot air balloons were relegated to pleasure jaunts.
Today’s expression, dans l’air (dahn lair) literally means “in the air” but figuratively means “in the wind.” For instance, “there’s something magical in the wind when a hot air balloon goes by.” I always love to see them and even enjoyed a ride in one several years ago. They are so beautiful. In French, they are suitably referred to as “Montgolfiers.”
- Montgolfier Brothers Flying Balloon and Adventuring Co. (kaijuville.blogspot.com)
- Solar-Powered Hot Air Balloon (uniquedaily.com)
- Arizona’s Long-celebrated Balloon Festival (local.answers.com) | aerospace |
https://healthymindandbodyyoga.com/qa/is-the-f-22-the-best-fighter.html | 2020-10-01T12:07:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402131412.93/warc/CC-MAIN-20201001112433-20201001142433-00789.warc.gz | 0.91546 | 1,300 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__53714819 | en | - Who has the best fighter jet in the world?
- Is the F 22 the best fighter in the world?
- Is the F 35 better than the f22?
- Is F 22 Raptor the best?
- Is the f15 faster than the f22?
- Who has the best military in the world?
- Which country has best air force?
- What is the best fighter jet in the world 2020?
- Has an F 22 ever been shot down?
- Why is the F 35 so bad?
- How much do F 22 pilots make?
- What will replace f22?
- How many F 15s does the US have?
- Which is the strongest fighter jet in the world?
- Why was f22 Cancelled?
Who has the best fighter jet in the world?
But – what is the best fighter jet in the world today.
As of 2016, the Lockheed Martin F-22 Raptor is the only operational 5th generation fighter jet, worldwide.
It is a stealth air superiority fighter and almost invisible to radars..
Is the F 22 the best fighter in the world?
In other words, the F-22 is arguably the best fighter in the world when it comes to air-to-air combat. … But the Raptor proved too pricey, at around $412 million per plane (today’s F-35 will cost around $100 million per aircraft).
Is the F 35 better than the f22?
While the F-22 is superior to the F-35 in air-to-air missions, the F-35’s air-to-air capability is superior to all other fighters. The F-35 is better than any other fighter aircraft, including the F-22, for air-to-ground strike missions. Learn more about F-35 capabilities.
Is F 22 Raptor the best?
The F-22 Raptor defines air dominance. The 5th Generation F-22’s unique combination of stealth, speed, agility, and situational awareness, combined with lethal long-range air-to-air and air-to-ground weaponry, makes it the best air dominance fighter in the world.
Is the f15 faster than the f22?
The F22 has around ~70,000lbf thrust from its F119 engines, where as the F15 has around ~48,000lbf thrust from its F100 engines. But every metric I can find indicates that the top speed of the F15 is higher than the top speed of the F22 (though I have not found a concrete reliable source on either).
Who has the best military in the world?
In what shouldn’t be a surprise, the U.S. “retains its top spot as the undisputed military power in the world,” Global Firepower says. America has more air units than any other country on Earth, with 2,085 fighters, 967 attack helicopters, 945 transports and 742 special mission aircraft.
Which country has best air force?
11. Summary of top 10 strongest Air Force of the WorldS.No.Cities1United States Air Force-America2Russian Air Force-Russia3Israeli Air Force-Israel4Indian Air Force6 more rows
What is the best fighter jet in the world 2020?
Here in this post, we will see the top best fighter jet in the world today in 2020:Sukhoi Su-57.Chengdu J-20. … Boeing F/A-18E/F Super Hornet. … Sukhoi Su-35. … Eurofighter Typhoon. Origin: Germany. … Dassault Rafale. Origin: France. … General Dynamics F-16 Fighting Falcon. Origin: United States. … Mikoyan MiG-35. Origin: Russia. … More items…•
Has an F 22 ever been shot down?
Accidents in 2004, 2009 and 2010—and now the 2020 crash—have destroyed four Raptors. Other, older F-22s went into storage after running out of airframe-life. The Air Force in 2017 rebuilt one timed-out F-22 in order to reinforce the flyable test fleet.
Why is the F 35 so bad?
The F-35 is a case of massive over ambition to develop one base airframe that can be adapted to replace half-dozen specialized jets. The result is an expensive jack-of-all-trades, but a master of none. The United States has built many great fighters over the years.
How much do F 22 pilots make?
For example, an F-22 pilot with six years active duty in the Air Force and the rank of captain received basic pay in 2015 of $5,469.60 per month. A lieutenant colonel with 20 years active duty got a monthly salary of $8,506.50.
What will replace f22?
The F-22’s replacement, currently known as “Penetrating Counter Air,” will take shape in much the same way. It will likely be highly stealthy, carrying its weapons internally in order to minimize radar detection.
How many F 15s does the US have?
United States Air Force operated 254 F-15C/D aircraft (222 in the active Air Force and 32 in the ANG) as of September 2010. Bold type below indicates Air Force units (Active, ANG and AFRC) operating F-15s in January 2012. In addition the USAF also operates 219 F-15E variants as of September 2016.
Which is the strongest fighter jet in the world?
Lockheed Martin F-22 RaptorLockheed Martin F-22 Raptor is number one our list of top ten fighter jets in the world. It is super stealthy and is virtually invisible to radar. F-22 is extremely advanced twin-engine aircraft having super maneuverability.
Why was f22 Cancelled?
In 2009, the program was cut to 187 operational production aircraft due to high costs, a lack of clear air-to-air missions due to delays in Russian and Chinese fighter programs, a ban on exports, and development of the more versatile F-35. The last F-22 was delivered in 2012. | aerospace |
https://www.abec-apollo.co.uk/products/narrow-section-bearings | 2023-12-02T11:53:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100399.81/warc/CC-MAIN-20231202105028-20231202135028-00639.warc.gz | 0.825168 | 160 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__50050006 | en | Narrow Section Bearings
Narrow section bearings are used in the Aerospace, Robotics, Medical, Photographic and Optical Equipment Industries or any industrial application where space is at a premium or weight reduction is required.
The chrome steel, metric Narrow-section bearings are available open, shielded or sealed. These thin-section bearings are supplied in SAE52100 chrome steel. Like most deep groove radial ball bearings, Narrow section bearings can withstand heavy radial loads and moderate thrust loads in both directions. Some of the smaller bearings are available with the TW high speed synthetic retainer.
Metric Narrow-section bearings are available open, shielded or sealed.
Available with or without Flanged Outer Ring in the 6700, 6800, 6900 series in Chrome or Stainless Steel. | aerospace |
https://www.salonprivemag.com/apollo-11-lunar-module-timeline-book-to-go-on-sale-through-christies/ | 2023-01-30T01:40:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499790.41/warc/CC-MAIN-20230130003215-20230130033215-00322.warc.gz | 0.96535 | 658 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__286045267 | en | For those of you who are fascinated by space, you will no doubt be familiar with NASA and the various Apollo space missions. Apollo 13 is, of course, the space mission that gets most of the attention, but perhaps equally as fascinating is the Apollo 11 mission.
Many people are familiar with Neil Armstrong, Buzz Aldrin, and Michael Collins, but not everybody knows that they were indeed the crewmembers of the Apollo 11 module. Christie’s auction house has announced a very special auction that will be taking place ahead of the 50th anniversary of the moon landing.
The auction in question is the One Giant Leap: Celebrating Space Exploration 50 Years after Apollo 11 and this really is one that you’ll thank your lucky stars (pun intended) you won’t want to miss.
The headliner of the auction is the Apollo 11 Lunar Module Timeline Book. With an estimated selling price of between $7 Million and $9 Million. This is perhaps one of the most important manuals ever written.
It is a manual which was created in order to help the human race travel to outer-space and accomplish the seemingly impossible goal of landing man on the surface of the moon.
There is, however, an often-overlooked aspect of the importance of this manual. You see, getting mankind to the moon is all well and good, but what about getting the crew back home safely? Thanks to this very manual, that is precisely what NASA was able to accomplish.
One Giant Leap for Mankind
The auction is set to be held on July 18 and will consist of over 180 lots, all containing space artefacts in one form or another.
The timeline book itself is going to be unveiled in The Big Apple itself – New York City during 20th Century Week, which runs from May 3 – 17. After that, a global tour will begin and will run from then until late June. The book, like those aboard Apollo 11, will return safely, but rather than Houston, the book will instead return to New York for public viewing from July 11 until July 17.
Christina Geiger, Head of Books & Manuscripts, commented “over 400,000 Americans were employed by NASA and its contractors to make this mission possible. An estimated 600 million people around the world watched the landing on television. However, during Eagle’s voyage itself, Armstrong and Aldrin were profoundly alone. There is no video recording of them and only imperfect audio recording. This book is a unique witness to the first manned lunar landing, arguably the most glorious adventure of all time. We are overjoyed to be given the opportunity to offer this global treasure at auction.”
This one of a kind artefact is able to narrate virtually every single part of the Apollo 11 mission from start to finish. Oh, and did we also mention that the book was indeed aboard the craft? Yep, whoever is fortunate enough to get the highest bid at the auction will own something that has travelled to the Moon and back. Moreover, it also includes the handwritten landing coordinates, penned by Aldrin, making it the first writing on the Moon. Now that’s out of this world!
For more information on the sale click here. | aerospace |
https://www.canoncitydailyrecord.com/2018/02/23/caon-city-high-school-grad-rocket-engineer-speaks-at-fremont-county-engineering-scholarship-foundation-banquet/ | 2019-08-24T14:12:59 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027321140.82/warc/CC-MAIN-20190824130424-20190824152424-00519.warc.gz | 0.98218 | 635 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__168930338 | en | Chris Graham, Daily Record
Chris Graham, Daily Record
Engineers from different fields of study entered the Abbot’s Room on Thursday evening at the Holy Cross Abbey Event Center for the Fremont County Engineering Scholarship Foundation’s annual banquet.
There, they talked about the past with the future — the high school students hoping to one day become engineers themselves.
It wasn’t long ago that one former student actually did just that.
Sarah Kelly, a Cañon City High School graduate and recipient of the organization’s scholarship, was the guest speaker at Thursday’s event.
After graduating from CCHS in 2010, she went on to attend the Colorado School of Mines. After graduating from the university in 2014, she went on to work as a rocket design engineer for United Launch Alliance.
Before Kelly spoke, though, about 10 high school students from Florence High School and Cañon City High School were able to speak to many of the different engineers who attended the event about what field they want to go into, what school they are looking to attend and pick the brains of the engineers about their experiences throughout their life.
Cañon City High School seniors also were able to show many of the engineers their senior projects, as well as designs that were entered into competitions.
Fremont County Engineering Scholarship Foundation will give one scholarship away this year. The foundation did not say who will receive the scholarship.
When it was time for her speech, Kelly walked the group through her journey from Cañon City through college and into working for ULA as a rocket design engineer.
Originally, Kelly wanted to be an aerospace engineer, but before she went to college, she changed to mechanical engineering.
“I got some good advice before heading out to college that the aerospace industry is volatile,” she said.
After her junior year of college, Kelly got an internship with ULA.
“Day one, my manager said this was a three-month interview, so good luck,” she said.
To start her senior year at Mines, Kelly would have a job offer in hand.
Kelly also went on to talk about her job as a rocket design engineer at ULA, as well as what the company does.
Kelly does structural design at ULA, which gives her the chance to design pieces that go on or in the rocket. ULA is designing a new rocket, and Kelly helps design the thrust structure.
“I get to put a whole rocket together eventually,” said Kelly, “which is exciting.”
She said she has never been to a rocket launch.
“I’m working on getting down there,” Kelly said.
ULA, a launch service provider, builds rockets for customers that need a satellite launched into space. ULA has never had a mission fail and has launched more than 120 satellites into orbit. These satellites range from weather satellites to GPS and also supports the military.
Chris Graham: 719-2767648, firstname.lastname@example.org | aerospace |
https://worthtoyouglobal.com/x-59-nasas-quiet-supersonic-plane-revealed/ | 2024-03-02T03:07:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00315.warc.gz | 0.909107 | 1,008 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__60657064 | en | In the domain of air transportation and space investigation, NASA’s X-59 stands as a reference point of development, pushing the limits of what is conceivable in supersonic flight. Revealed as NASA’s “tranquil” supersonic plane, the X-59 means to change air travel by tending to one of the longstanding difficulties related with supersonic flight — sonic blasts. In this article, we dig into the notable highlights of the X-59, investigating its importance, the innovation behind its “calm” profile, and the expected effect on the fate of flying.
The Sonic Blast Challenge:
Customary supersonic airplane create sonic blasts, which are shockwaves delivered when an item goes through the air at speeds quicker than the speed of sound. These boisterous and troublesome blasts have restricted the organization of supersonic trips over populated regions, frustrating the business practicality of fast air travel.
NASA’s X-59 looks to conquer this test by presenting another period of “calm” supersonic flight, opening up opportunities for quicker, more proficient air transportation without the disadvantages of troublesome sonic blasts.
The X-59 may appear unconventional at first glance. Its smooth plan, highlighting a long and slim fuselage with a forcefully pointed nose, is a consequence of fastidious designing pointed toward limiting sonic blasts. Via cautiously forming the airplane, NASA tries to convey the shockwaves in a manner that decreases their power on the ground.
The X-59 embraces a solitary pilot cockpit setup, smoothing out its plan for productivity and streamlined features. Not only does this minimalist approach improve the aircraft’s overall performance, but it also aligns with NASA’s focus on creating a supersonic aircraft that can be used for everyday business purposes.
State of the art Innovation:
Underneath the surface, the X-59 is a wonder of state of the art innovation. High level aeronautics, flight control frameworks, and materials add to its capacity to fly at supersonic rates with insignificant unsettling influence. NASA has utilized many years of aeronautical examination to make an airplane that fulfills the needs of supersonic trip as well as addresses a jump forward in flying innovation.
Local area Reaction Testing:
NASA has been testing community response to the X-59’s modified sonic thumps to see how people react to them before it goes into full operation. These tests are significant for understanding how the “calm” supersonic flights may be seen by those on the ground, and the information gathered will illuminate future guidelines and rules for supersonic travel over populated regions.
Importance for Business Avionics:
The fruitful turn of events and arrangement of NASA’s X-59 can possibly reshape the fate of business aeronautics in more than one way:
Diminished Travel Times:
Supersonic flight, without the imperatives of troublesome sonic blasts, could fundamentally diminish travel times. Envision crossing the Atlantic or Pacific much more efficiently it takes today, making long stretch flights additional time-productive and open.
The capacity to fly at supersonic paces without causing aggravations on the ground opens up the chance of associating far off urban communities all the more proficiently. This could prompt the advancement of new air travel courses and expanded worldwide availability.
The business progress of “calm” supersonic airplane could have a significant monetary effect. Carriers might have the option to offer premium supersonic administrations, interesting to business explorers and those able to pay a premium for diminished travel times.
Environmental Factors to Consider:
While supersonic flight has customarily been related with high fuel utilization and ecological worries, the X-59’s progressions in innovation might prepare for additional eco-friendly and harmless to the ecosystem supersonic airplane.
Difficulties and Future Possibilities:
Notwithstanding its historic highlights, the X-59 countenances difficulties that reach out past mechanical advancement. The prospects for “quiet” supersonic aviation will be shaped in the future by factors such as regulatory approval, public acceptance, and the formulation of guidelines for supersonic flights over populated areas.
NASA’s X-59 addresses a wonderful jump forward in the mission for “calm” supersonic flight. As the airplane business keeps on developing, the effective sending of the X-59 could stamp a significant crossroads in flight history, opening additional opportunities for quicker, more proficient air travel. The coordinated effort between NASA, industry accomplices, and administrative bodies highlights the complex methodology expected to achieve extraordinary change in business flight. The X-59 pushes the limits of innovation as well as difficulties the ordinary limits of supersonic flight, offering a brief look into a future where the skies might turn into a quicker, more open domain for explorers around the world. | aerospace |
https://www.chahtaholdinggroup.com/projects/a-3-rocket-est-stand | 2024-04-20T09:35:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817576.41/warc/CC-MAIN-20240420091126-20240420121126-00137.warc.gz | 0.833988 | 287 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__53769345 | en | A-3 Test Stand Steel Erection
John C. Stennis Space Center Mississippi
Contract Number: NNS08AA54C
Contact: Jason F. Edge
IKBI, Inc. performed several elements of the A-3 Test Stand construction of NASA’s Stennis Space Center. The A-3 Test Stand provides altitude testing for NASA’s developing J-2X engine. That engine powers the upper stages of the Ares I and Ares V rockets. The J-2X engines, under vacuum conditions, simulate high altitude operations. The A-3 is also operable as a sea-level test facility.
Standing over 300 feet tall, the new test stand is an open steel frame structure located south of the existing A-1 test stand. Its 19-acre site in Stennis’ A Complex includes a test control center propellant barge docks and access roadways. This test stand allows engineers to simulate conditions at different altitudes by generating steam to reduce pressure in the test cell.
Since inception of Stennis Space Center in 1960, the A-3 is the first large test stand to be built in over 40 years. The structural steel package consists of more than 4,000,000 pounds of steel.
This site provides information using PDF, visit this link to download the Adobe Acrobat Reader DC software. | aerospace |
https://radionigerianorthcentral.gov.ng/itf-signs-mou-to-boost-productivity/ | 2022-08-09T19:27:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571086.77/warc/CC-MAIN-20220809185452-20220809215452-00098.warc.gz | 0.9555 | 262 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__66170888 | en | The Industrial Training Fund, ITF, has signed a tripartite Memorandum of Understanding, MOU, with the Nigerian Air Force and a private firm, to establish the framework with which the parties will work together for optimal performance as well as enhance productivity.
The Director General, Industrial Training Fund, Sir. Joseph Ari, said the MOU will be pursued with vigour and all the seriousness it deserves, so that greater success would be the catalyst that would drive their intentions.
While commending men and officers of the Air Force for their sacrifice in keeping the nation safe, Sir. Ari explained that over the years, ITF had redirected it’s focus on technical and vocational training.
Chief of The Air Staff, Air Marshal, Oladayo Amao, represented by the Chief of Standards and Evaluation, Air Vice Marshal Olusegun Philip, noted that in line with the focus of the Federal Government in promoting indigenous technology, the Nigerian Air Force has been looking inwards to gradually wean itself of over dependence on foreign technology and to become more innovative and resourceful.
The Managing Director, Equipment and Protective Application International Limited, Engineer, Kola Balogun, assured that the MOU entered would be for the overall economic benefit and development of the nation. | aerospace |
http://www.vario-helicopter.biz/uk/Pod-and-Boom/Methonal-Pod-Boom/Helicopter-kit-Sky-Dragon::35114.html | 2015-03-29T12:24:22 | s3://commoncrawl/crawl-data/CC-MAIN-2015-14/segments/1427131298529.91/warc/CC-MAIN-20150323172138-00222-ip-10-168-14-71.ec2.internal.warc.gz | 0.934299 | 404 | CC-MAIN-2015-14 | webtext-fineweb__CC-MAIN-2015-14__0__143111511 | en | Distinctive design, and a helicopter which can be as individual as its pilot. Sky Dragon - a machine to put you in the mood for flying just by looking at it. Based on the original idea of the Colibri, with its light weight, manoeuvrability and exemplary dynamics, the Sky Dragon represents an expertly tuned and refined version of the helicopter.
The 8.5 cc motor offers an impressive blend of high power and a free-revving nature. The carefully optimised mechanical system with metal toothed belt clutch has been designed expressly for this motor. The toothed belt drive system produces a right-hand rotation main rotor with a reduction ratio of 9.5 : 1.
The pitch-axis control system is de-coupled from the swashplate mixer system, and this contributes to the Sky Dragon's superb handling in the air as well as allowing the use of a low-cost radio control system.
To ensure that you are able to continue operating your Sky Dragon even when you have reached the stage of practising 3-D flying, it features a tail rotor which is driven in auto-rotation landings.
The stainless steel drive shaft between main gearbox and tail rotor is ballraced, as are the mixer levers and bellcranks. The special paddles combined with the 450 mm long flybar produce a helicopter which is tremendously agile in all flight manoeuvres.
The tail end of the strong 20 mm Ø tail boom features a perforated CFRP vertical stabiliser with a small inset horizontal stabiliser.
- Essential accessories
- Ord.No. 880 Motor set with Rossi 8.5 cc motor
This model must not be fitted with a more powerful motor to avoid overloading the toothed belt in the first stage of the gearbox.
The model is supplied in kit-form, i.e. not assembled.
This Product was added to our catalogue on Saturday 01 January, 2000. | aerospace |
https://www.iac.es/en/projects/herschel-y-planck | 2024-03-01T00:34:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474893.90/warc/CC-MAIN-20240229234355-20240301024355-00726.warc.gz | 0.929622 | 650 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__10329284 | en | Since 1996 the IAC has been contributing to the concept and design of the useful scientific load for the European Space Agency's Herschel Space Observatory and Planck Surveyor space missions. The two missions are part of the Horizon 2000 programme and are being developed as a single project. The observations will be carried out in the infrared, submillimetric and millimeter ranges by two different satellites in similar orbits around the L2 Lagrangian point. It is currently planned to launch both satellites using an Ariane type launcher in August 2007. Herschel is a multi-user observatory type mission which will explore the electromagnetic spectrum in the range of 60-670 microns (480 GHz – 5 THz). In November 1993 it was chosen as the fourth "cornerstone" mission of the Horizon 2000 programme. In 1996, the Planck project was chosen as the third medium-size mission of the Horizon 2000 programme. It is a PI (Principal Investigator) type mission for exploration of the sky. Its aim is to obtain nine maps of the whole of the sky in the frequency ranges 30-900 GHz with unprecedented resolution and sensibility. Using these maps it will be possible to map fluctuations in the Cosmic Microwave Background (CMB), radiation which is believed to be the remains of the initial phase of the universe known as the Big Bang. The IAC is a member of the international consortia developing the PACS (Photoconductor Array Camera & Spectrograph) and SPIRE (Spectral and Photometric Imaging Receiver) instruments for the Herschel satellite and the LFI (Low Frequency Instrument) for Planck. Specifically, the IAC is supplying the Planck LFI instrument consortium with the REBA (Radiometer Electronics Box Assembly) electronic device and associated low-level and scientific application software. The IAC is also producing the phase switch design as well as designing, producing and testing the 33 and 44 GHz radiometer hybrids. It is also contributing to the development of the DPC (Data Processing Centre) for the LFI. The IAC is also collaborating with the consortia developing the PACS and SPIRE instruments for Herschel on the concept and design of the ICC (Instrument Control Centres). For PACS, the IAC will supply the SPU (Signal Processing Unit) and associated onboard low-level software. The avionic and qualification models for the SPU and PACS and for the LFI REBA were delivered in 2005. In 2006 the flight models were delivered and the maintenance phase began. The European Space Agency's Planck satellite was launched on 14 May 2009, and has been surveying the sky stably and continuously since 13 August 2009. Its performance is well in line with expectations, and it will continue to gather scientific data until the end of its cryogenic lifetime.
Related publicationsNo related publications were found.
Related talksNo related talks were found.
The general goal of this project is to determine and characterize the spatial and spectral variations in the temperature and polarisation of the Cosmic Microwave Background in angular scales from several arcminutes to several degrees. The primordial matter density fluctuations which originated the structure in the matter distribution of the present | aerospace |
https://awp101.wordpress.com/category/civil-aviation/ | 2020-08-08T03:59:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737238.53/warc/CC-MAIN-20200808021257-20200808051257-00012.warc.gz | 0.915205 | 349 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__81462621 | en | The unorthodox Savoia-Marchetti S.65 was intended to win the 1929 Schneider Trophy Race for Italy. Unfortunately, the aircraft crashed and took the life of Tommaso Dal Molin.
By William Pearce
After the Italian team was defeated on its home turf at Venice, Italy in the 1927 Schneider Trophy Race, the Italian Ministero dell’Aeronautica (Air Ministry) sought to ensure victory for the 1929 race. The Ministero dell’Aeronautica instituted programs to enhance aircraft, engines, and pilot training leading up to the 1929 Schneider race. Early in 1929, the Ministero dell’Aeronautica requested racing aircraft designs from major manufacturers and encouraged unorthodox configurations.
Read the rest here: Savoia-Marchetti S.65 Schneider Racer
American Airlines Boeing 707
Obviously the “No Smoking” sign only applies in the cabin
I’m old enough to remember smoking from the engines AND the passengers being perfectly acceptable.
I won’t say it was a better time but I also won’t apologize for preferring the old 4 engine models to the new, quiet twins. It’s hard to run outside and look up like when I was a kid if I can’t hear ’em…
Art Deco is always a solid choice, especially when a polished 3-blader is part of the package…
Another gorgeous Art Deco cover of the Fortune magazine. A three-bladed cam-type controllable Hamilton Standard propeller with its counterweight brackets. Aviation sold things back then…. Art…
Source: Fortune Magazine: In Vogue. | aerospace |
https://csps.aerospace.org/events/2021-01-07-growing-space-warfighter-opportunities-and-challenges-space-force-personnel | 2023-10-03T23:43:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511284.37/warc/CC-MAIN-20231003224357-20231004014357-00300.warc.gz | 0.920831 | 256 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__7880916 | en | Growing the Space Warfighter: Opportunities and Challenges for Space Force Personnel
CSPS policy analyst Robin Dickey will have a fireside chat with the Space Force Deputy Chief of Space Operations for Personnel, Patricia Mulcahy, to discuss the opportunities and challenges facing the development of space warfighters and space professionals, including reservists, government civilians, and contractors involved in the Space Force. How will the Space Force develop a unique identity and culture? What key decisions will need to be made for Space Force training and recruitment? What does it mean to be a space warfighter? How can we find the optimal mix of roles and assignments between uniformed servicemembers and civilians?
This discussion will be followed by a panel moderated by Dr. Paula Thornhill, a retired Air Force Brigadier General and the current Associate Director of the Strategic Studies Program at Johns Hopkins SAIS. The panelists, a mix representing uniformed servicemembers, government civilians, and civilian contractors, will discuss perspectives on the Space Force from the personnel and warfighters themselves. Tune in to this live event to learn more about the people of the Space Force and the questions involved in developing a new service culture and identity for the first time in 70 years. | aerospace |
https://www.birminghammuseums.org.uk/school_sessions/77 | 2021-04-11T18:04:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038064898.14/warc/CC-MAIN-20210411174053-20210411204053-00238.warc.gz | 0.909031 | 138 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__74414839 | en | Blast off on your very own space mission!
Your pupils will attend Astronaut Academy and build the Sun, Moon and Earth out of people to see how they move in space. We’ll find out what you need to pack for space, discover how rockets take off and what life is really like for astronauts living above our heads: what do they eat and how do they go to the toilet?!
Please note: This session is only available as part of a 'Build your Own Discovery Day' package, for more information check out Visiting Thinktank page.
Costs: £375 for full day or £240 for half day.
(Available Monday - Friday). | aerospace |
https://commentaires-composes.com/building/space-industrial-information-carriers.php | 2020-11-29T16:45:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141201836.36/warc/CC-MAIN-20201129153900-20201129183900-00687.warc.gz | 0.917451 | 3,060 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__76015047 | en | Space industrial information carriers
Jump to navigation. SpaceX was founded under the belief that a future where humanity is out exploring the stars is fundamentally more exciting than one where we are not. Today SpaceX is actively developing the technologies to make this possible, with the ultimate goal of enabling human life on Mars. From engineering to manufacturing to operations, SpaceX is looking for world-class talent ready to tackle challenging projects that will ultimately enable life on other planets. SpaceX is an equal opportunity employer offering competitive salaries, comprehensive health benefits and equity packages. SpaceX is like Special Forces… we do the missions that others think are impossible.VIDEO ON THE TOPIC: Space: The Next Trillion Dollar Industry
Dear readers! Our articles talk about typical ways to resolve Space industrial information carriers, but each case is unique.
If you want to know, how to solve your particular problem - contact the online consultant form on the right or call the numbers on the website. It is fast and free!
- Space Companies Are Investing Big in 5G Technology
- Adding to Cart...
- Power Projection: China’s Fourth Aircraft Carrier
- The best way to make a profit as an aerospace company is to fail
- Space Companies Are Investing Big in 5G Technology
- Manufacturing of the International Space Station
- KAMAG Transporttechnik
- Capital ships
- Understanding The Design of Liquefied Gas Carriers
- The hidden opportunity in container shipping
Space Companies Are Investing Big in 5G Technology
Entities ranging from SpaceX to Amazon are launching or may launch soon huge numbers of new satellites that can carry the extra bandwidth. And cellular network providers around the world are upgrading their equipment on the ground to meet the expected future demand.
This new technology is being built out for new 5G networks. It's touted as a big leap over current 4G technology, which allows you to do data-intensive things like stream Netflix. Users will experience less latency, he said. Latency refers to the time it takes to send a packet of data to a receiver like a cellphone on a network.
This will result in a "faster and more responsive" experience, Townsend said in an email. There are already smart fridges, stoves and security systems , for example, and consumers are also using wearable devices that share bandwidth on crowded mobile networks.
Meanwhile, businesses have embedded tracking devices in locations such as shipping containers, oil and gas lines, and power generators, with each device providing real-time information on the status of the thing being tracked.
This information is meant to make it easier for companies to respond if something breaks and to keep better track of shipments crossing the globe with manufactured goods.
Whole industries may change with the rise of connected devices, such as driving with the use of autonomous vehicles or factories with production lines that may be able to monitor themselves. And deployment will continue for all carriers through the rest of and into , he said. In many cases, however, you won't be able to access the network with your older device.
Once the infrastructure equipment is upgraded, consumers will need to buy new cellphones. Check your preferred brand carefully. But there is big potential for carriers, who "are spending billions globally to upgrade the networks because they see the potential in monetizing new services," he added.
On the business side, one of the big arguments for moving to 5G is the ability to participate in "Industry 4. This term commonly refers to factories embedded with wireless connectivity in their machines and equipment.
Using emerging artificial intelligence, the goal is for the factory to monitor its own production line and to make changes as needed for safety, efficiency or other needs. Some analysts worry that AI could replace jobs and make unemployment rise, while others are optimistic, saying new job opportunities will arise with the new technology. Many space entities are rushing to be trendsetters in 5G.
For example, SpaceX has received approval to launch nearly 12, Starlink internet satellites and recently applied to loft up to 30, more. In May, SpaceX launched its first 60 Starlink craft , which operate at a low-Earth-orbit altitude of about miles kilometers. For comparison, the International Space Station orbits about miles, or km, above Earth. OneWeb has satellite-internet plans as well. The company plans to assemble a constellation of nearly satellites to make web access easier around the world.
OneWeb launched the first group of six satellites in February aboard a Soyuz rocket provided by European launch company Arianespace. These satellites circle Earth in near-polar orbits, at an altitude of roughly miles 1, km. Amazon and Facebook are among the other companies planning 5G satellite networks.
The proliferation of 5G satellites in orbit raises a number of questions from industry observers. A big one is the rising risk of collisions, which could, theoretically, spawn huge populations of orbital debris.
The world got an inkling of this risk last month, when a European satellite made a precautionary maneuver to dodge a potential collision with one of the SpaceX Starlink satellites. There also are worries about radio-frequency interference with all of these coming satellites. Operators of weather satellites, in particular, are concerned about some of the authorized 5G frequencies approaching the At this bandwidth, "water vapor in the atmosphere gives off a feeble signal," and the satellites can examine humidity in the atmosphere, even if the region is cloudy, Popular Mechanics reported.
National Oceanic and Atmospheric Administration are negotiating with the Federal Communications Commission which allocates spectrum frequencies to U. There's also concern that the abundance of satellites will interfere with sky observations. In June, the International Astronomical Union IAU expressed concern that thousands of satellites could interfere with the ability to examine dim and distant objects, not to mention the lives of nocturnal animals.
As the 5G providers work out these kinks, there may be unpredictable effects of the new mobile technology, Townsend said. Townsend called this a positive development, as it "disrupted a multibillion [dollar] taxi cab industry [and] created new income opportunity" for individuals. Follow Elizabeth Howell on Twitter howellspace. Follow us on Twitter Spacedotcom and on Facebook.
Join our Space Forums to keep talking space on the latest missions, night sky and more! And if you have a news tip, correction or comment, let us know at: community space. A view of SpaceX's first 60 Starlink satellites in orbit, still in stacked configuration, with the Earth as a brilliant blue backdrop on May 23, Space companies worldwide want to bring more data to your devices, faster than ever before.
Adding to Cart...
Entities ranging from SpaceX to Amazon are launching or may launch soon huge numbers of new satellites that can carry the extra bandwidth. And cellular network providers around the world are upgrading their equipment on the ground to meet the expected future demand. This new technology is being built out for new 5G networks. It's touted as a big leap over current 4G technology, which allows you to do data-intensive things like stream Netflix.
Promotional image of China's first aircraft carrier, Liaoning. Note the raised 'ski jump' bow. But for many years it was far behind Russia and the West in terms of quality and core capabilities. That is changing due to a massive construction program.
Power Projection: China’s Fourth Aircraft Carrier
For years, the space military industrial complex, or SMIC—a hugely profitable coalition called the Space Exploration Alliance , made up of a handful of American defense companies including Lockheed Martin, Northrop Grumman, and Boeing, among other suppliers—has promoted and funded programs that have guaranteed Americans cannot get to space using American vehicles. The SMIC is also making it nearly impossible for Americans to follow up on something they accomplished 50 years ago: Getting Americans to the moon, that centrally resource-rich frontier on which China threatens to outpace us in its claims. In , we saw two deadly Boeing Max crashes take lives. Boeing has long been a central player in the space industry. Its Starliner space transportation capsule, designed to take humans to space, was launched Dec. Due to a software malfunction, the spacecraft had to make an emergency landing in White Sands, New Mexico, without delivering its cargo of Christmas presents to ISS astronauts. Software glitches were also reportedly behind the two tragic Max crashes.
The best way to make a profit as an aerospace company is to fail
Our mission is to help leaders in multiple sectors develop a deeper understanding of the global economy. Our flagship business publication has been defining and informing the senior-management agenda since The container-shipping industry has been highly unprofitable over the past five years. Making things worse, earnings have been exceptionally volatile.
In our previous article we described design of different types of tankers. Ships that are designed to carry liquefied gas have become more significant and increased in number in the recent years, with the increasing need for alternative fuel. To understand the design characteristics of these two types of ships, we first need to know a few notable details about the composition and properties of LPG and LNG. Petroleum hydrocarbon products such as Propane and Butane, and mixtures of both have been categorised by the oil industry as LPG.
Space Companies Are Investing Big in 5G Technology
Industrial Outlook. Presents industry reviews including a section of "trends and forecasts," complete with tables and graphs for industry analysis. Capital Investment in the U S Economy.
Industry 4. Industrie 4. The goal is to enable autonomous decision-making processes, monitor assets and processes in real-time, and enable equally real-time connected value creation networks through early involvement of stakeholders, and vertical and horizontal integration. Most Industry 4. It can also be debated whether the fourth industrial revolution is not merely the third industrial revolution continued.
Manufacturing of the International Space Station
The U. The commercial and general aviation aircraft segment is composed of private companies that design, manufacture and service commercial aircraft, business jets, helicopters, personal aircraft, unmanned aerial vehicles, and their subsystems and components, such as engines, flight controls, avionics, parts, and raw materials. Directly related to the design and production of civil aircraft, the military aircraft segment is defined by the manufacture of combat and non-combat aircraft and related systems including transports, fighter aircraft, patrol aircraft, bombers, helicopters, unmanned aerial systems, and other platforms. This sector also includes the design and manufacture of specialized avionics, radars, engines, guidance-and-control systems, reconnaissance and surveillance systems, and navigation systems. Presently, the domestic space industry is defined by the design, manufacture and operation of space launch vehicles, satellites, spacecraft and ground systems for both the commercial and government end-use markets. This segment includes the manufacture of tanks, tactical vehicles, transports and related platforms and systems such as communications, computers and electronics.
Hundreds of contractors working for the five space agencies were assigned the task of fabricating the modules, trusses, experiments and other hardware elements for the station. The fact that the project involved the co-operation of fifteen countries working together created engineering challenges that had to be overcome: most notably the differences in language, culture and politics, but also engineering processes, management, measuring standards and communication; to ensure that all elements connect together and function according to plan. The ISS agreement program also called for the station components to be made highly durable and versatile — as it is intended to be used by astronauts indefinitely. A series of new engineering and manufacturing processes and equipment were developed, and shipments of steel, aluminum and other materials were needed for the construction of the space station components. The project began as Space Station Freedom , a US only effort, but was long delayed by funding and technical problems.
Experts from a wide range of different countries — from the major economies of North America and Western Europe to developing economies and some unique cases such as China, India, Singapore, South Africa and North Korea — describe and analyse the structure, conduct and performance of the defence industry in that country. After the facts of each industry, the authors describe and analyse the structure, conduct and performance of the industry. Do defence industries have a future?
Learn More. Kratos develops and fields transformative, affordable systems, platforms and products for national security and communications needs. Kratos is changing the way breakthroughs are brought rapidly to these markets through proven commercial technology approaches, including proactive research and streamlined development processes. Kratos is focused in areas where tech advances can have a force multiplier effect, such as unmanned systems, satellite communications, C5ISR, warfighter training and combat systems.
Corvettes Frigates Destroyers. Cruisers Battlecruisers. Industrials Mining. Capitals can only operate outside of high-sec space.
Understanding The Design of Liquefied Gas Carriers
Это сделаю я, - сказал он, встал и, спотыкаясь, начал выбираться из-за стола. Сьюзан, чуть подтолкнув, усадила его на место. - Нет! - рявкнула. - Пойду я! - Ее тон говорил о том, что возражений она не потерпит. Стратмор закрыл лицо руками. - Хорошо. Это на нижнем этаже.
The hidden opportunity in container shipping
Меня зовут Северная Дакота. Нуматака подавил смешок. Все знали про Северную Дакоту. Танкадо рассказал о своем тайном партнере в печати. | aerospace |
https://www.componentcontrol.com/solutions/products/modules/aircraft-configuration | 2021-11-27T09:22:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358153.33/warc/CC-MAIN-20211127073536-20211127103536-00488.warc.gz | 0.819745 | 828 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__19782751 | en | Aircraft Configuration for Quantum Control
Quantum’s Aircraft Configuration Module provides for complete control of Aircraft Configurations, Maintenance Schedules, Flight Recording, Maintenance Recording and Warranty submission. This module will help keep your aircraft flying while providing assurance that your aircraft are operating within maintenance regulations.
Aircraft Configurations are managed through user defined Model Templates called Logical Structures. Logical structures identify the ‘tracked’ items in a hierarchical view. With unlimited positions and levels you will be able to tailor the Logical Structure to any configuration required. Valid parts by position can also be referenced and will validate the maintenance recording of installs into those positions. Serial effectivity of both Parts and Positions can be used to manage in-service variations of structures and valid parts.
Model Templates are also used to control the configuration of major equipment assemblies such as Engines, APU’s and Propellers.
Maintenance Policy is controlled centrally through the Model’s Logical Structures. Routine Inspections, Bulletin’s and AD’s can all be configured for the parameters necessary (Hours, Cycles and Days) to keep your aircraft inside the regulatory limits. Maintenance Policy criteria can be employed using Serial Effectivity in order to manage any aircraft specific requirements. Maintenance Schedules (Due List) can be retrieved for individual aircraft of the entire fleet.
Flight Recording will automatically update the Maintenance Schedules providing real time access to accurate maintenance planning data.
Maintenance Recording captures complete history and includes all the data necessary to track Removals, Installs, Maintenance Sign Off and reliability trends. Signing Off events will automatically update the Aircraft Structure and Maintenance Schedules as applicable.
The Aircraft Configuration Module is fully integrated with Inventory, Work Order and Aircraft Services modules.
- Aircraft Configuration is controlled through Model Templates that can be custom built to illustrate all the ‘Tracked’ positions per the maintainer’s view of the Aircraft. Follows the ATA structure.
- Model Templates (Logical Structures) can be adapted to any Fixed or Rotary Wing Aircraft type.
- Maintenance Recording will use the Model Templates to validate Removes, Installs and control Maintenance Schedules.
- Aircraft Configurations identify valid positions and part numbers. Positions and Parts can be Serially Effective against specific tail numbers.
- Supports the End Item Model concept where main item positions (such as Engines) are validated against the Engine Model structures.
- Maintenance Policy is held in the Model Template and applied to all Aircraft in the fleet that share the same Model.
- Maintenance Policy capability will manage the Maintenance Plan for the Aircraft and major assemblies. Includes Routine Maintenance, AD’s and Bulletins. Can Scheduling can be by Hours, Cycles, Days, Months or Date, or combinations thereof.
- Part of the Maintenance Policy functionality includes “Program” management. This capability allows for the management of AD’s and other special engineering projects. Will track all Programs that have been incorporated for each End Item Model (Aircraft, Engine, APU etc.).
- Maintenance Policy can be configured to be automatically recurring.
- Maintenance Policy can be linked and grouped together. Example: 100 hour inspection is part of the Annual inspection.
- Maintenance Policy can be Serial Effective against specific tail numbers.
- Maintenance Planning capability by Aircraft or Fleet. Tells you what Tasks are coming due and when to perform.
- Flight Recording will automatically update Maintenance Schedule and Lifing parameters real time.
- Maintenance Recording of Scheduled Maintenance or Unplanned Maintenance.
- Maintenance Recording records Hours, Cycles, Parts, Labor, Sign Off details.
- Maintenance Recording tracks Symptom, Discrepancy, Faults and Corrective Action.
- Maintenance Recording will automatically update the Aircraft Structure with Removes and Installs, and re-set any recurring Policy.
- Maintenance Recording can feed Reliability database.
- Web access to Maintenance Recording for remote updates. | aerospace |
http://www.345atc.co.uk/345-city-of-lancaster-squadron/the-air-training-corps/ | 2018-03-18T16:57:25 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257645830.10/warc/CC-MAIN-20180318165408-20180318185408-00088.warc.gz | 0.95852 | 268 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__128268024 | en | The Air Training Corps
The Air Training Corps was formed on 5th February 1941 and currently has over 50,000 volunteer staff and cadets. There are over one thousand Squadrons based all over the United Kingdom offering a wide range of exciting activities and opportunities to young people aged between 12 and 18.
Although the ATC has seen many changes since its formation, it’s motto and aims remain similar to those original aims.
The motto of the Air Training Corps is Venture Adventure.
The main aims of the Air Training Corps are:-
- To promote and encourage among young people a practical interest in aviation and the Royal Air Force
- To provide training which will be useful in the Services and civilian life
- To foster the spirit of adventure and develop qualities of leadership and good citizenship
Cadets are expected to maintain high standards of dress and discipline and will be taught drill and a wide range of aviation, engineering and navigation related academic subjects. Other classroom based activities include projects, BTEC schemes, first aid but the ATC offers so much more. Flying, gliding, Duke of Edinburgh Award, shooting, sports, adventure training, UK and overseas camps are just some of the exciting opportunities on offer. To find out more explore the rest of the website or click here to visit the official Air Cadet website. | aerospace |
https://pressnews.biz/@chetanag/global-aircraft-lift-control-device-market-e63mkywqw3d4 | 2023-12-08T10:17:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100739.50/warc/CC-MAIN-20231208081124-20231208111124-00302.warc.gz | 0.922072 | 1,369 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__209254758 | en | Global aircraft lift control device market size was US$ XX Bn in 2019 and is expected to reach US$ XX Bn by 2027, at a CAGR of 8% during the forecast period.
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The report study has analyzed the revenue impact of COVID -19 pandemic on the sales revenue of market leaders, market followers, and market disrupters in the report, and the same is reflected in our analysis.
Global aircraft lift control device market Definition
Aircraft lift control devices are a mechanism or components used on an aircraft to play a significant role of lifting the aircraft during take-off and landing process. These aircraft lift control devices include flaps, slots and slats, leading edge root extensions, and boundary layer control and blown systems.
Global aircraft lift control device market Dynamics
The global aircraft lift control device market research report presents the comprehensive analysis of growth drivers, restraints, opportunities, and challenges, which will help users to understand the detailed information about the market dynamics. A growing adoption of aircraft lift control devices in business, commercial, and military aircrafts is a major driving factor behind the growth of the market. Increasing production of commercial and military aircrafts, growing international and domestic air travel activities across the world, rising adoption of various safety and control devices, ever increasing air transportation activities and rising adoption of security measures during landing and take-off of certain aircrafts are expected to improve growth of the market during the forecast period. However, high initial cost of aircraft lift control devices is the major restraining factor that could hamper the growth of the market.
Global Aircraft Lift Control Device Market: Segmentation Analysis
By aircraft type, the wide body aircraft segment is projected to witness fast growth at a CAGR of XX% during the forecast period. Wide body aircraft is an airliner that is generally powered by jet engines. Wide body aircrafts are designed to provide the passenger comfort and efficiency and to enhance the amount of cargo space. Increasing production of wide body aircrafts to help economic factors by reducing the additional space of passenger to increase profits and revenue is attributed to the growth of the market. In addition, rising use of wide body aircrafts in transportation of commercial cargo and freight, in research, science and the military applications and in VIP transport applications is expected to improve the growth of the market during the forecast period.
By product type, flaps, slats, and slots segments dominated the market in 2019 and are projected to witness fast growth at a CAGR of XX% during the forecast period. Flap, slats, and slots are the most common and most used aircraft lift control devices. Flap is the changeable part of the wing that is used to produce extra lift during take-off and landing process and slats and slots are used to enable the wing to effectively function at the higher angles to produce extra lift. Thus, rising adoption of these devices in modern aircrafts is driving the growth of the market.
Global Aircraft Lift Control Device Market: Regional Analysis
Region-wise, North America dominated the market in 2019 and is expected to maintain its dominance at a CAGR of XX% during the forecast period. The US and Canada are the major contributors behind the growth of the market in this region. The growth is attributed to the increasing adoption and production of commercial, business, and military aircrafts across the region.
A growing implementation of various safety management devices and systems in aircrafts, increasing government spending in commercial and military aviation industry, rising adoption of governments security measures concerning safety of passengers and surge in the adoption of innovative aviation technology in aircrafts is driving the growth of the market. According to MMR study, the United States has the largest number of military aircrafts followed by Russia and China.
The objective of the report is to present a comprehensive analysis of the Global Aircraft Lift Control Device Market including all the stakeholders of the industry. The past and current status of the industry with forecasted market size and trends are presented in the report with the analysis of complicated data in simple language. The report covers all the aspects of the industry with a dedicated study of key players that includes market leaders, followers, and new entrants. PORTER, SVOR, PESTEL analysis with the potential impact of micro-economic factors of the market have been presented in the report. External as well as internal factors that are supposed to affect the business positively or negatively have been analyzed, which will give a clear futuristic view of the industry to the decision-makers. The report also helps in understanding Global Aircraft Lift Control Device Market dynamics, structure by analyzing the market segments and projects the Global Aircraft Lift Control Device Market. Clear representation of competitive analysis of key players by Application, price, financial position, Product portfolio, growth strategies, and regional presence in the Global Aircraft Lift Control Device Market make the report investor’s guide.
The Scope of Global Aircraft Lift Control Device Market: Inquire before buying
Global Aircraft Lift Control Device Market, By Aircraft Type
• Very Large Body Aircraft
• Narrow Body Aircraft
• Wide Body Aircraft
Global Aircraft Lift Control Device Market, By Product Type
• Slats and Slots
• Leading Edge Flaps
• Vortex Generators
Global Aircraft Lift Control Device Market, By Wing Type
• Fixed Wing
• Rotary Wing
Global Aircraft Lift Control Device Market, By Application
• Commercial Aviation
• Business Aviation
• Military Aviation
Global Aircraft Lift Control Device Market, By Region
• North America
• Asia Pacific
• South America
• Middle East and Africa
Global Aircraft Lift Control Device Market, Key Players
• Shimadzu Corporation
• Spirit Aero system
• Boeing Aerostructures Australia
• Triumph Aerostructure
• GKN Aerospace
• UTC Aerospace Systems
• VectorNav Technologies
• CRAIC Technologies
• McDonnell Douglas
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https://galxe-app.org/2023/11/19/breaking-news-galxe-makes-major-advancement-in-space-exploration/ | 2024-03-05T03:59:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948217723.97/warc/CC-MAIN-20240305024700-20240305054700-00670.warc.gz | 0.906558 | 1,475 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__25982706 | en | In a groundbreaking achievement, Galxe, the leading space technology company, has achieved a major breakthrough in the field of space exploration. The company announced today that its team of scientists and engineers has successfully developed and tested a revolutionary propulsion system that will propel space exploration to new heights.
This groundbreaking advancement comes after years of dedicated research and development, positioning Galxe as one of the frontrunners in the race to unlock the mysteries of the universe. With this new propulsion system, Galxe aims to revolutionize space travel, making it faster, more efficient, and ultimately more accessible to humanity.
The new propulsion system, known as the HyperDrive, is based on cutting-edge technology that harnesses the power of antimatter. This innovative technology allows spacecraft to achieve speeds previously thought to be impossible, enabling humans to explore distant planets and celestial bodies in a fraction of the time it would take with conventional propulsion systems.
The HyperDrive propulsion system not only accelerates spacecraft to unprecedented speeds, but it also ensures a smoother and more stable journey, greatly reducing the risks and challenges associated with long-duration space missions. This breakthrough is expected to have a significant impact on future space exploration endeavors and pave the way for the colonization of other planets.
Galxe Makes Major Advancement
Breaking news from the world of space exploration: Galxe, the leading space agency, has just announced a major advancement in their mission to explore the universe. This breakthrough will revolutionize our understanding of the cosmos and open up new possibilities for future space exploration.
In a press conference held yesterday, Galxe revealed that their team of scientists and engineers have successfully developed a groundbreaking propulsion system that allows for faster and more efficient space travel. This new technology, called the Ion Accelerator Engine, harnesses the power of ion propulsion to propel spacecraft at unprecedented speeds.
By using this innovative engine, Galxe will be able to reduce travel times between planets and even reach previously unreachable destinations in the outer reaches of our solar system. This means that astronauts will be able to explore distant worlds and conduct scientific research in a more efficient and time-effective manner.
The Ion Accelerator Engine works by ejecting charged particles, or ions, at high velocities through electromagnetic fields. This produces a thrust that propels the spacecraft forward. Compared to traditional chemical propulsion systems, ion propulsion offers several key advantages, including higher fuel efficiency and lower fuel consumption.
Furthermore, the Ion Accelerator Engine also allows for longer mission durations as it requires much less fuel than traditional propulsion systems. This means that spacecraft can stay in space for extended periods of time, enabling scientists to conduct more in-depth research on distant planets, moons, and asteroids.
This major advancement by Galxe represents a significant milestone in space exploration. It brings us closer to the dream of interstellar travel and the possibility of exploring other star systems. Moreover, the practical applications of this technology are far-reaching, with potential benefits for satellite deployment, asteroid mining, and future manned missions to Mars and beyond.
Galxe’s achievement is a testament to the power of human ingenuity and the spirit of exploration. With this major advancement, our understanding of the universe will deepen, and new horizons of knowledge will be unlocked. The future of space exploration has never looked brighter, thanks to Galxe’s pioneering efforts and groundbreaking technology.
New Discoveries by Galxe
As Galxe continues to push the boundaries of space exploration, new discoveries are being made that challenge our understanding of the universe. Through advanced satellite technology and data analysis, Galxe scientists have been able to make groundbreaking observations and uncover previously unknown phenomena.
One of the most exciting discoveries is the identification of a new exoplanet in a distant star system. This exoplanet, named Galxe-1b, is a gas giant that lies within the habitable zone of its host star. This means that it has the potential to support life as we know it. Further studies will be conducted to investigate the composition and atmosphere of Galxe-1b.
In addition to the discovery of Galxe-1b, Galxe scientists have also observed unusual cosmic radiation patterns originating from a distant galaxy cluster. This discovery could provide valuable insights into the nature of dark matter and the evolution of galaxies.
Furthermore, Galxe’s deep space probes have captured stunning images of distant celestial objects, including never-before-seen nebulae and star clusters. These images not only showcase the breathtaking beauty of the cosmos but also provide valuable data for astronomers to study the formation and evolution of stars.
These new discoveries by Galxe are just the beginning of what promises to be a whole new era of space exploration. With each advancement, we inch closer to unlocking the secrets of the universe and understanding our place within it.
Implications for Space Exploration
The recent advancements made by Galxe in space exploration have significant implications for the future of space travel and discovery. With their breakthrough technologies and achievements, Galxe is shaping the way we understand and explore the universe.
One of the primary implications of Galxe’s advancements is the potential to expand our understanding of the cosmos. By developing more efficient propulsion systems and innovative spacecraft designs, Galxe is enabling faster and more cost-effective space exploration missions. This means that scientists and researchers can gather more data and conduct more experiments in less time, leading to a deeper understanding of celestial objects, distant galaxies, and the origins of the universe.
Furthermore, Galxe’s advancements in space exploration technology also have implications for the long-term colonization of other planets. With improved spacecraft capabilities, humans can potentially travel further into space and establish colonies on other celestial bodies. This opens up the possibility of human expansion beyond Earth and creates new opportunities for scientific research, resource utilization, and the exploration of potential habitats for future generations.
Additionally, Galxe’s breakthroughs in space exploration have the potential to stimulate economic growth and innovation. As the space industry continues to evolve, there will be greater demand for technological advancements, infrastructure development, and research and development. This creates opportunities for collaboration between governments, private companies, and research institutions, fostering new technologies and industries that will contribute to the overall progress of space exploration.
In conclusion, Galxe’s major advancement in space exploration has wide-ranging implications for our understanding of the cosmos, the potential colonization of other planets, and the stimulation of economic growth and innovation. With their groundbreaking technologies and achievements, Galxe is propelling humanity towards a future where space exploration plays a vital role in shaping our understanding of the universe and expanding our horizons beyond Earth.
What is the major advancement in space exploration made by Galxe?
The major advancement in space exploration made by Galxe is…
How will this breakthrough benefit space exploration in the future?
This breakthrough will benefit space exploration in the future by…
Are there any potential risks associated with this major advancement by Galxe?
Yes, there are potential risks associated with this major advancement by Galxe, such as…
What other companies or organizations were involved in this breakthrough?
Other companies or organizations involved in this breakthrough include…
When can we expect to see the practical implementation of this advancement?
We can expect to see the practical implementation of this advancement in… | aerospace |
https://fearofflyinghelp.ning.com/profiles/blogs/flying-to-south-america-this-friday | 2021-06-15T23:16:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487621627.41/warc/CC-MAIN-20210615211046-20210616001046-00057.warc.gz | 0.961909 | 218 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__187797205 | en | Get the only on-line Fear of Flying Course at premium.flyingwithoutfear.com
I have flown many times over the past couple years, and while always a bit nervous of turbulence, I normally did fine. In two days I need to fly to Chile for a meeting. I am so nervous I am sick at my stomach. But, I think I know why; I can't stop thinking of that Air France flight that went down in thunderstorms a couple years ago after leaving Brazil.
The past few days I have been glued to weather radar in the equatorial regions. I am flying from LA and my only solace seems to be that there appears to be less storm activity on the West side of So America than on the East. Is that true?
How can I stop thinking of that Air France flight? Is it true that it is very turbulent when flying over the equator no matter where you cross it? Any advice would be appreciated.
BTW, I do have a copy of your Flying Without Fear book and it will be on my iPad! | aerospace |
https://beyondinfinity.com.au/nasa-astronauts-ride-crew-dragon-to-iss/ | 2021-04-14T02:23:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038076454.41/warc/CC-MAIN-20210414004149-20210414034149-00379.warc.gz | 0.754994 | 262 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__65582089 | en | A glaring hole in US space capability is finally filled after the safe arrival of SpaceX’s new Crew Dragon at the International Space Station on 31st May 2020. Apart from the odd brief Virgin Galactic jaunt to the edge of space, it’s the first time since the retirement of the Space Shuttle in 2011 that astronauts have launched from American soil. More importantly, it’s the beginning of a new era in the private development of space exploration and human spaceflight.
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- Black Hole Revealed In Exquisite Detail
- Wave Of Euphoria – Why Are Markets Running So Hot?
- Picture Perfect Landing At Jezero
- Reigniting The Fear Factor – Victoria’s Latest Statewide Lockdown Condemned
- Seven Minutes Of Terror – An Arrival On Mars Like Never Before
- Ranking Countries’ Pandemic Response
- In Depth – The Onyx Boox Note Air
- Signing Off On 2020
- Open For Business – Towards Covid Normal (Dec 7, 9, 14 & 16)
- Pandemic Pivot – How A Melbourne VR Company Responded To The New Paradigm (Part 2) | aerospace |
https://www.freshequities.com/ASX/QHL | 2023-09-22T12:02:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506399.24/warc/CC-MAIN-20230922102329-20230922132329-00098.warc.gz | 0.844004 | 387 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__297536915 | en | Quickstep Holdings Limited
Talk to Quickstep Holdings Limited directly.
Sign up to their Investor Hub for direct access to the Quickstep Holdings Limited team, ask them questions, and see personal updates.
Quickstep is an Australian publicly listed company (ASX:QHL), at the forefront of advanced composites manufacturing and technology development for the global market. A global provider of advanced composite solutions to the aerospace, defence, automotive and other advanced manufacturing sectors, Quickstep is able to manufacture complex composite parts and assemblies for ‘build to print’ applications, along with the design, development and manufacture of complex engineered products for its customers. Quickstep is the largest independent aerospace-grade advanced composite manufacturer in Australia, partnering with some of the world’s largest Aerospace/Defence organisations including: Lockheed Martin, Northrop Grumman, BAE Systems, as well as Victorian-based Marand Precision Engineering.
361-371 Milperra Rd, Bankstown Aerodrome NSW 2198, Australia
Earnings per share
Dividend per share | aerospace |
https://waterjetsystemsinternational.com/products/kmt-waterjet-parts-by-wsi/ | 2023-05-29T05:24:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644683.18/warc/CC-MAIN-20230529042138-20230529072138-00614.warc.gz | 0.90168 | 122 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__122697926 | en | WSI Waterjet Parts for KMT Waterjet Equipment
For over 30 years, WSI has manufactured an extensive line of premium waterjet parts to replace KMT waterjet parts. Our products are relied on by many of the world’s largest, most selective automotive and aerospace manufacturers worldwide to keep their waterjet systems running efficiently. If you own KMT waterjet pumps and KMT valves, these same parts are available to your company, regardless of size, at competitive prices.
Register or browse our products or contact us directly to experience WSI’s industry leading performance and customer service. | aerospace |
https://www.slrcfa.com/Safety | 2024-04-21T05:47:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.0/warc/CC-MAIN-20240421040323-20240421070323-00214.warc.gz | 0.89768 | 359 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__96148144 | en | Rules & Safety
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Updated January 9, 2013
Author: Jonathan Hendrickson
After an exceptionally long winter many of us need a little refresher on runway communication and protocol. This system keeps our pilots and aircraft safe and prioritizes runway use.
Runway Communications are verbal announcements required to be used between you and any other pilots anytime you or your aircraft enters the runway area (grass or paved).
Most SLRCFA members are fluent in runway communication, but new members and guest may need a little help.
Runway Protocol/Priorities allow multiple aircraft operating in close airspace to land and/or maneuver on or over the runway in an orderly and safe manor. This list below is in order of priority.
High speed low-passes over the paved runway are never allowed and must be performed past the far edge of the paved runway.
Hovering over the paved or grass runway is NEVER allowed while there is an established pattern. If there is no established pattern or you are the only pilot flying, you may hover no closer to the pilot’s stations than the paved runway center line. However, if you are the only pilot flying and all other pilots present approve, you may move from the pilot’s station to get closer to your aircraft.
If more than one pilot is flying, the established pattern must be followed. Takeoffs and landings will be all in the same direction unless the wind changes and all pilots agree to reverse the pattern.
(c) 2023, St. Louis Radio Control Flying Association | aerospace |
https://wgno.com/news/local/4-people-killed-in-single-engine-airplane-crash-in-texas/ | 2020-10-26T21:17:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107892062.70/warc/CC-MAIN-20201026204531-20201026234531-00555.warc.gz | 0.96931 | 129 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__88502984 | en | HILLTOP LAKES, Texas (AP) — Authorities say four people from Louisiana were killed when their single-engine airplane crashed in a Texas pasture while attempting an emergency landing.
The crash happened Sunday morning near the airport in Hilltop Lakes, about 120 miles northwest of Houston.
The Texas Department of Public Safety says all four people aboard the aircraft were killed.
Leon County Sheriff Kevin Ellis tells The Eagle newspaper that the plane was attempting to make an emergency landing and was in radio contact with the Federal Aviation Administration at the time of the crash.
Flight records show the plane was headed to Natchitoches, Louisiana. | aerospace |
http://dubaihotnews.com/florida-bound-southwest-flight-diverted-by-engine-problem | 2020-09-27T09:45:34 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400274441.60/warc/CC-MAIN-20200927085848-20200927115848-00763.warc.gz | 0.956039 | 175 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__244112693 | en | A Southwest Airlines flight bound for Orlando, Florida, made an emergency landing Saturday morning due to a major problem with one of its two engines.
Flight 3472 from New Orleans diverted the airplane to Pensacola, Florida, after the pilot detected something had gone wrong with an engine, according to a Southwest statement.
The jet, a Boeing 737-700, landed in Pensacola around 9:40 a.m. CDT with no apparent injuries to the 99 passengers or five crew members on board, according to Southwest.
Pictures taken from the plane and posted online made it appear that part of the engine had blown apart, but Southwest spokesman Chris Mainz said there was no explosion. He said Southwest will work with investigators from the National Transportation Safety Board to determine the cause. Read more...More about Accidents, Travel, Southwest Airlines, and Us World | aerospace |
http://bbn.frn.com/fis/storydisplay.asp?site=wsky&storyID=18008 | 2013-05-25T00:49:59 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705305291/warc/CC-MAIN-20130516115505-00010-ip-10-60-113-184.ec2.internal.warc.gz | 0.932748 | 170 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__4380110 | en | PENSACOLA, FLA. -- Astronauts Neil Armstrong, Gene Cernan, and Mark Kelly were on hand for a special dedication in the Florida panhandle Friday.
Armstrong and Cernan, the first and last men respectively to walk on the moon, and Mark Kelly, one of the last shuttle commanders, attended the opening of the national Flight Academy at the Pensacola naval Air Station.
The astronauts made their appearance to show their support for naval aviation and to welcome the new academy in its mission to teach math and science to youngsters through an aviation-oriented camp.
Supporters of the $33 million academy say it's like a space camp, taken to the next higher octave. The new facility houses more simulators and more room for interactive 'missions.'
Kelly was the keynote speaker for the event. | aerospace |
http://empyrealgalaxy.com/ | 2024-03-05T07:47:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948223038.94/warc/CC-MAIN-20240305060427-20240305090427-00192.warc.gz | 0.959465 | 254 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__85107492 | en | Human conditions always have a scope for betterment and new advances in technology and ongoing innovations have been constantly impacting our lives, mostly for the good. These changes have made our lives simpler, faster, safer and easier through various applications, enabling humans live more fulfilling lives. Talking about the transportation industry, a technology that has existed for centuries, but whose potential remain significantly untapped is of Lighter-Than-Air aircraft. Lighter-Than-Air aircraft (Airships) are aerostats that can navigate through the air under its own power. They gain their lift from large gasbags filled with a lifting gas that is less dense than the surrounding air.
Various disruptions happened in the aircraft industry and the dramatic accidents of R101 in 1930 and the Hindenburg in 1937 and the associated politics where Germany was prohibited from building large airships enabled Heavier-Than-Air options to become dominant.
At Empyreal Galaxy, we are working towards re-introducing this technology as it has the potential to become one of the safest modes of transports in the world. Today, with the use of modern materials, controls and information technology, these Lighter-Than-Air aircraft can help solve complex problems both at the national and global level. | aerospace |
http://www.shvoong.com/exact-sciences/engineering/1784709-giant-leap-india-space-programme/ | 2013-06-20T09:23:30 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368711240143/warc/CC-MAIN-20130516133400-00070-ip-10-60-113-184.ec2.internal.warc.gz | 0.950379 | 333 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__67983652 | en | India achieved a remarkable success in the field of space research on January 10, 2007 with it''s ninth polar satellite launch vehicle successfully deploying in space four payloads - two Indian satellites and one each from Argentina and Indonesia -all in one attempt.
This feat of the Indian Space Research Organization is also unique in that it designed its ninth polar satellite launch vehicle for reuse in its future missions. India''s progress in space research also gets confirmed by the fact that it has put in orbit an earth imaging satellite Cartosat-2 to transfer images with high spatial relosution. With this India can now source its own images instead of buying from the US.
These images would be finer at 80 cm resolution in comparison to those obtained by the US satellites which are at one-meter resolution. Moreover these images would be far less expensive in comparision. Being built in India at Vikram Sarabhai Space Centre the ISRO''s launch vehicles are already globally competitive. If in it''s newer design the polar satellite launch vehicle capsule is recovered successfully it will be considered another technological breakthrough. Besides bringing about a further significant lowering of the cost of space launch, this will pave the way for an early manned space mission - to which the Indian scientists are looking as a coveted mission. This success apart, doubts are being raised in India''s capability to utilize fully the satellite-generated information and analysis.
One reason for this may be the lack of the availability of supercomputer facility to Indian scientists. It is hoped that this gap would be covered soon and would not hamper the progress of the country in the field of space research. DNBhatnagar | aerospace |
https://www.schempp-hirth.com/en/sailplanes/ventus-2/ventus-2cxt/ | 2019-10-19T14:53:08 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986696339.42/warc/CC-MAIN-20191019141654-20191019165154-00211.warc.gz | 0.926776 | 1,331 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__41105214 | en | Performance with built-in Retrieval.
Handling and agility of the Ventus-2cxT have set standards; top positions at championships and the OLC prove its performance. The turbo sustainer system, proven for decades, adds the assurance that the risk of landing out and the burden of long retrieval tours are a story of the past.
As long as you don't need the sustainer engine, you will forget that it's there - but when it matters, there is hardly a more reliable engine concept than the turbo system that was introduced more than twenty years ago and has been continuously improved.
The combination of the versatility of using a Ventus-2cxT and the easy usage of its engine make it the ideal piece of sports equipment for competitions or ambitious cross-country flights, the perfect companion for soaring safaris - or simply the robust favorite glider of any gliding club.
Reliable and Simple Activation.
If thermal conditions let you down, you simply activate a switch to automatically extract the 15.3 kW SOLO two-stroke engine by an electrical spindle drive supported by a gas spring. The engine can be easily started using the windmill effect - you just pull and then let go of the decompression handle as instructed in the display of the engine control unit. The noise-optimized multi-blade foldable propeller runs at full power, eliminating the need for a starter, choke or throttle.
When done, just switch it off.
Once you have reached the desired altitude, the engine gets stopped and retracted by a simple click.
In close and established cooperation with Dr. Karl-Heinz Horstmann (wing geometry, airfoil) and Prof. Mark Maugher, PhD (new winglets), the outer wing has been completely redeveloped. Following concurrent reviews of the design and test results, an optimally tuned outer wing and winglet could be created.
As a result, performance has been increased both during slow flight (climb) and high speed flight (cruising speed). Differential deflection of the extended outer ailerons further enhanced the finely tuned, harmonized flight characteristics in both slow and high speed flight and aileron effectiveness has been increased as a result of the favorable airflow induced near the winglets.
The proven tail units from the Ventus-2ax/bx models with the low drag airfoil from Prof. Loek Boermans and the advantageous double trapezoidal geometry of the elevator were further optimised by extending the tail's span to suit the new 18m wing.
More Speed - and More Safety.
Spending excessive research and technical tests and using new techniques and materials while redesigning the wing structure not only allowed to increase the maximum gross weight, but also increased flutter safety, allowing higher average speeds in certain weather conditions.
In connection with the increased maximum gross weight, the cockpit area was considerably reinforced and stiffened. The most up-to-date findings, including experience gained with the total sailplane rescue system, were integrated into this new series fuselage.
|Wing span||15 m||49.21 ft|
|Wing area||9.67 m²||104.09 ft²|
|Fuselage length||6.78 m||22.24 ft|
|Empty mass (approx.)||335 kg||739 lb|
|Max. all-up mass||525 kg||1157 lb|
|Wing loading (approx.)||39.3 - 54.3 kg/m²||8.0 - 11.1 lb/ft²|
|Max. permitted speed||285 km/h||154 kts (177 mph)|
Standard Equipment and Options
With little effort, these out wings convert the 18m sailplane into a 15m racing machine.
Hydraulic disc brakes allow a better adjustment and a higher brake power, even on difficult landing grounds.
Installing the Tost Penta wheel allows a mass reduction of about 40% compared to the Classic version and thanks to the asymmetric splitting of the wheel, the tire mounting is very easy. The hydraulic brake calliper guarantees best brake power.
The modification is classified as Limited Pilot Owner Maintenance according to M.A.803 and can be executed by the pilot/ owner.
In case of top-heaviness, the tail tank can be filled with water to improve the flight quality.
For single seaters, only compatible with 18m wing span. Especially for self-launching sailplanes, the wing tip wheels ease the starting.
Avoids cracking due to low temperatures as well as yellowing of the surface
Attention: Fluorierend paint is not permanently UV resistent and may fade over time
Attention: Flourecend paint is not permanently UV resistent and may bleach out over time.
This snappy and agile racing machine has been rigorously adapted to the demands and requirements of ambitious competition pilots. Thanks to the optionally available short 15m outer wings, flying in the FAI 15m class does not require any compromises.
The Ventus 2cxa is not only for competition pilots, but for any pilot who loves consequently optimized technology and maximized technical potential.
Besides the jet-based sustainer engine, the Ventus-2cxa can now also be ordered with the innovative, silent and environment-friendly Front Electric Sustainer system. This system has the electric engine and the foldable propeller installed in the nose of the fuselage, while the two 16kg batteries are safely stored in a compartment in the fuselage behind the wings.
Combining top performance with most pleasant flight characteristics, the Ventus-2cx provides the base for unforgettable gliding experiences. To fly it is simple and safe, it climbs above average even at high wing loads and can is easy to handle both in the air and on the ground. Not without reason, the Ventus-2cx can always be found in top OLC positions and is top of its class when flying in high mountains.
If you are a sporty pilot and you are looking for a self-launching glider that is handy and agile, has a sophisticated and proven engine system that you can hardly notice when gliding, there are few alternatives to the Ventus-2cxM in its class. The automated engine control ensure safe handling and foolproof operation, but does not take control and influence out of the pilots hands. | aerospace |
https://www.pickedreports.com/nasas-very-first-planetary-guard-mission-is-prepared-for-dispatch-this-week-to-test-if-a-space-rock-can-be-redirected-by-slamming-a-shuttle-into-it-at-15000mph/ | 2022-12-09T22:54:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711552.8/warc/CC-MAIN-20221209213503-20221210003503-00850.warc.gz | 0.914818 | 857 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__79536448 | en | Twofold Asteroid Redirection Test, a container formed space test, will dispatch on board a SpaceX Falcon 9 rocket at 22:20 PT on Tuesday, November 23 from Vandenberg Space Force Base in California.
Following its 6.8 million-mile venture, DART will crush into the little space rock Dimorphos, which circles a bigger space rock called Didymos, at 13,500 miles each hour in October 2022.
At the point when it hits Dimorphos, the 1,210 pound space test will change the speed of the 525-foot-wide space rock by a small amount of a percent.
Despite the fact that Dimorphos doesn’t represent a threat to Earth, NASA needs to quantify the space rock’s changed circle brought about by the crash.
This exhibit of ‘planetary guard’ will illuminate future missions that could one day save Earth from a dangerous space rock sway.
It is setting out toward the little moonlet space rock Dimorphos, which circles a bigger sidekick space rock called Didymos.
At the point when it arrives it will be deliberately colliding with the space rock to marginally change its circle.
While neither one of the space rocks represents a danger to Earth, DART’s active effect will demonstrate that a shuttle can independently explore to an objective space rock and dynamically sway it.
Then, at that point, utilizing Earth-based telescopes to gauge the impacts of the effect on the space rock framework, the mission will upgrade displaying and prescient capacities to assist us with bettering plan for a real space rock danger should one at any point be found.
Neither one of the space rocks represents a prompt danger to Earth, despite the fact that NASA records Didymos as ‘conceivably perilous’.
In any case, both are ideal possibility for the test as a result of the capacity to notice them with ground-based telescopes.
Dimorphos finishes a circle around Didymos at regular intervals and 55 minutes ‘actually as expected’, said Nancy Chabot of the Johns Hopkins Applied Physics Laboratory, which assembled DART.
NASA is focusing to be just about as almost head-on as conceivable ‘to cause the greatest diversion’, yet DART won’t ‘obliterate’ the space rock.
Dimorphos finishes a circle around Didymos like clockwork and 55 minutes. It was found in 1996 by the Spacewatch review at Kitt Peak in the US.
The sub-kilometer space rock is delegated both a conceivably dangerous space rock and a close Earth object.
‘It’s simply going to give it a little prod,’ Chabot said. ‘It will avoid its way around the bigger space rock.
‘It’s simply going to be a difference in around 1% in that orbital period, so what was 11 hours and 55 minutes before may resemble 11 hours and 45 minutes.’
The measure of redirection will depend partially on the organization of Dimorphos. Right now, researchers are not altogether certain how permeable the space rock is.
Dimorphos is the most widely recognized sort of space rock in space and is some 4.5 billion years of age, Chabot said.
‘It resembles common chondrite shooting stars,’ she said. ‘It’s a fine grain combination of rock and metal together.’
Pictures of the effect will likewise be gathered by a small camera-prepared satellite – called LICIACube – contributed by the Italian Space Agency that will be shot out by the DART shuttle 10 days before sway.
LICIACube is a small scale satellite that weighs only 31 pounds and measures generally the length of a grown-up’s hand and lower arm.
Both Didymos and the more modest Dimorphos were found generally as of late; Didymos in 1996 and the more modest Dimorphos in 2003.
The year it was found, Dimorphos came quite close to Earth – multiple times farther away than the Moon. | aerospace |
https://capinside.com/c/uber-moechte-im-jahr-2022-mit-dem-flugtaxi-dienst-starten?locale=en | 2021-02-28T00:35:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178359624.36/warc/CC-MAIN-20210227234501-20210228024501-00012.warc.gz | 0.956515 | 176 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__150843400 | en | Uber wants to start in the year 2022 with the flight taxi service
The US service company Uber is researching the operation of air taxi taxis in Paris to launch the new business model in 2022 . The idea behind it: the company wants to develop and use flying taxi drones. Besides Uber, Airbus, Boeing and other startups are also interested in developing such taxi drones .
The VTOL drones (Vertical Takeoff And Landing) are to be used to offer a new way of transporting in larger cities. The aim is to keep noise pollution and CO2 emissions low, which is why the drones are operated electrically. These should have two to four seats, and have a range up to 100 kilometers . Platforms are built for take-off and landing. At the beginning the control of the drone taxis is still done by pilots, but in the long term this should be automated. | aerospace |
http://www.falkiaviation.com/ | 2016-02-10T10:32:44 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701159155.63/warc/CC-MAIN-20160205193919-00118-ip-10-236-182-209.ec2.internal.warc.gz | 0.954182 | 195 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__147204619 | en | Falki Aviation Curacao
Together we will make it all happen. We believe in sharing our knowledge and skills and to work together with other partners in the aviation industry. We have created a wide network with all that believe in us and our dream.
Airport and economic growth can be significant when it comes to decision making and decide in how to invest or no.
Our goal at Falki Aviation is that you receive correct and valuable information when it comes to general aviation, local flying activities, ground- and flight lessons. Apart from this we can guide, help and advice new aircraft owners that are seeking the possibilities to buy their own airplane. We can go a step further in to prepare your business plan and advice on aircraft type, registration, insurance and maintenance programs.
We aim for excellence. FAC offers several aviation courses given by experts and professionals. Good communication, consider others, task management and crew resource management are some of the courses provided by us. | aerospace |
https://www.pdnonline.com/gear/drones/9-awesome-drones/ | 2018-09-24T01:24:59 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267160085.77/warc/CC-MAIN-20180924011731-20180924032131-00060.warc.gz | 0.927929 | 1,941 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__136320829 | en | This replacement for the original Phantom 4 offers an improved camera with a 1-inch, 20-megapixel CMOS sensor with 4K recording up to 60p. It offers many of the same features as the P4 Pro, including options to record in H.264 and the newer, more efficient H.265 video codec. The camera has an f/2.8-11 lens with a 24mm (equivalent) focal length and a mechanical shutter. It also offers many of the same autonomous flight modes as the P4 Pro, such as Draw, ActiveTrack, TapFly, Gesture and Tripod modes. There are five vision sensors, a forward-facing obstacle avoidance system and GPS/GLONASS satellite positioning chips. However, it lacks the P4 Pro’s infrared vision system and the backward-facing obstacle avoidance sensors. You can hit a top speed of 45 MPH in sport mode. DJI sells two versions of the P4 Advanced. The Advanced + model includes a remote control with a 5.5-inch HD display built in. The standard P4 Advanced comes with a controller that requires a smartphone.
The original Karma had a bumpy lift-off into the market, but GoPro says version 2.0 is airworthy. Like the DJI Mavic and the GDU Premium, the Karma can fold down to make it more compact for traveling. If you’re willing to entrust your GoPro to the updated Karma, you’ll enjoy up
to 20 minutes of flight time and a top speed of 35 MPH. The Karma can mount the Hero 5 or Hero 4 Black and Silver cameras (not included). If you opt to mount the Hero 4, you’ll have to spring for a separate $30 mounting harness. The Hero 5 can be mounted to the included harness, which rests on a 3-axis stabilizer and can rotate from 0 to -90 degrees. The Karma Controller is included with the drone and features a 5-inch, 720p display with a battery life of four hours. You’ll also get the Karma Grip, a handheld stabilizer that mounts a Hero 5 for ground-based videos. The Grip has a battery life just shy of two hours.
The Typhoon H uses Intel’s RealSense 3D camera to detect and route around objects in flight. It not only avoids obstacles in its path, it remembers their location to avoid them in the future. Armed with a 4K camera and a 3-axis gimbal, the H can snap 12-megapixel still images and has a wide-angle lens with a 98-degree field of view. The camera can be rotated a full 360 degrees when in flight and the landing gear will retract so your view is unobstructed. It includes a controller with a built-in 7-inch touchscreen display that can receive a video feed from up to 1 mile away. The drone can stay aloft for up to 25 minutes on a fully charged battery. It has several intelligent flight modes including Orbit Me, which traces a circular path around a subject, keeping the camera fixed on them during flight. You can take aerial selfies in Journey mode and have the Typhoon H fly up to 150 feet away from you for your flying photo op.
GDU Byrd Premium 2.0
GDU holds the distinction of beating both GoPro and DJI to market with a folding drone. The Premium 2.0 offers a modular design, which allows you to swap out cameras and gimbals if you want to upgrade or change imaging devices without replacing the entire drone. Out of the box, you can purchase the Premium 2.0 with a 4K camera but there are modules for mounting a DSLR plus a unit with an integrated camera with a 10x zoom. The 4K camera records at up to 30 fps and can capture full HD at 60 fps or 12-megapixel still images. The drone has a vision positioning system to fly when GPS is lost and can beam an HD signal to a remote from up to 2,000 meters away. You’ll enjoy about 29 minutes of flight time on a fully charged battery.
Autel X-Star Premium
The X-Star Premium quadcopter was outfitted this year with a pair of new camera modules. Of most interest to aerial filmmakers is an updated camera module sporting a 1-inch, 20-megapixel sensor for higher-quality 4K video and improved performance in low light. A second module incorporates a FLIR Duo thermal/visual camera. Both modules are mounted to a 3-axis, stabilized gimbal to keep your aerial footage smooth. The craft uses the company’s Starpoint Positioning technology to fly accurately even when GPS is lost. It taps both GPS and Russia’s GLONASS satellites for accurate outdoor navigation. You can program the drone to follow a subject, orbit a location or fly to user-selected waypoints for hands-off flight. If you’re just getting started, the X-Star’s beginner mode creates a geo-fence beyond which your drone can’t fly. It also limits the craft’s airspeed, making it easier to control.
This drone was one of the first to incorporate a zoom lens and it has the distinction of having the longest zoom of any pro-sumer drone you can buy (as of this writing). Packed with an 18x optical zoom, it will achieve a zoom range of 6.7-134.5mm—giving you the flexibility to film sweeping establishing shots and then tighter close-ups all without moving the drone from its position. The camera rests on a 3-axis brushless gimbal and records 4K video at 30p or HD video at 60p via a 1/2.3-inch Sony sensor. You’ll get roughly 20 minutes of flight time on a fully charged battery. The remote works with your mobile device and displays a live video feed and flight settings.
If you’ve always relished underwater photography but were reluctant to throw on scuba gear and risk decompression sickness, here’s good news. Now you can make a robot do it. The PowerRay is a submersible drone that can be used not only to film the life aquatic, but to find it as well. Its fish-finding abilities come courtesy of its detachable PowerSeeker unit, a sonar-powered orb that can be submerged in the water to provide information on fish distribution, the temperature underwater, current depth and the terrain. Armed with this data, you can pilot the PowerRay to the ideal location for photography (or fishing). The Power Seeker also has a blue light to lure fish into view. The drone itself is equipped with a 4K camera with a 12-megapixel CMOS sensor and an f/2.8 lens with a 95-degree field of view. Built-in LEDs help illuminate your underwater scene. The drone stays hardwired to the controller while you’re operating it and it can send an HD video signal to the controller from 262 feet away.
The H520 is a six-rotor aircraft that can be outfitted with a number of different camera options, including the new CGO-CI camera, which is targeted at cinema and broadcast creators. The CGO-C1 4K camera sports a 50mm lens and supports panoramic shooting, burst and time-lapse modes. The camera sits on a 360-degree, 3-axis gimbal. The craft’s landing gear retracts, giving you a clear view of your surroundings. You can also tilt the camera and gimbal up 20 degrees—a feature principally designed for drone inspections but also useful for filmmakers in search of unique angles. While the H520 has six rotors, it can fly with five in the event one is damaged. It incorporates Intel RealSense technology to map out obstacles along a flight path and navigate around them. The H520 has a number of safety features including geo-fencing, variable speed control, return-to-home and low-battery return to home. The drone includes the ST16 controller which sports a 7-inch Android tablet and a 720p video downlink from the drone camera and an HDMI output for external monitors.
If piloting a drone via a remote control looks a bit too daunting, the new Fotokite Phi may be more approachable. The Phi is a quadcopter that stays fixed to a tether, like a kite. The Phi has a mount for GoPro cameras and is compatible with the Hero 3, 3+, 4 and Hero 5 Session. The Fotokite Phi is launched with a simple twist and flies itself to the end of the 100-foot tether where it is then controlled by gestures. If the tether is cut, the Phi will automatically begin a controlled descent and power off upon landing. The drone will also give low-battery alarms if you run low on power. If the battery does deplete fully during flight, the drone will automatically land softly and turn off. You’ll enjoy about 13 minutes of flight time on the battery. According to Fotokite, the Phi drone is quieter than your typical quadcopter because its propellers are slower. The Fotokite leash not only steers the drone but can control basic GoPro settings such as video start/stop and photo capture. A GoPro will draw power from the Phi and will automatically power on when the drone starts to fly. | aerospace |
https://thereporterz.com/nasa-mars-helicopter-achieves-first-flight-on-red-planet/ | 2023-12-02T01:54:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100309.57/warc/CC-MAIN-20231202010506-20231202040506-00312.warc.gz | 0.960298 | 1,463 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__281668001 | en | A small robotic helicopter named Ingenuity made history in space exploration on Monday as it took off from the surface of Mars and floated in the blurry air of the red planet. It was the first machine from Earth to fly over another world like an airplane or a helicopter.
The achievement extends the long, extraordinary record of NASA premieres on Mars.
“We flew together on Mars,” said MiMi Aung, Ingenuity’s project manager, to her team during the celebration. “And we have this Wright Brothers moment together now.”
Like the first flight of an airplane by Wilbur and Orville Wright in 1903, the flight did not go far or long, but it did show what was possible.
Ingenuity was something else for NASA – a high risk, high reward and modest price project where failure was an acceptable outcome.
This approach is more like that of nimble space companies like SpaceX than large traditional development programs that meet all sorts of contingencies to build a full-size machine that needs to work the first time.
Ingenuity was thus a small experiment with the potential for paradigm-breaking progress. NASA pinned the helicopter to their newest Mars rover, Perseverance. However, building Ingenuity required mastering robotic flight technology and overcoming the physics of a world without air. And its success could open new avenues to explore the red planet.
Perhaps a more advanced helicopter could serve as a scout for a future rover, identifying fascinating locations for more accurate study and safe routes for the rover to go to. Or swarms of helicopters could fly up and down cliffs to examine layers of rock that are too far away or out of sight of the current spacecraft.
On Sunday, mission controllers at NASA’s Jet Propulsion Laboratory in California sent the orders for the test to Perseverance, which landed on Mars in February. Persistence, in turn, relayed orders to Ingenuity, which sat 200 feet away on flat terrain that was chosen as the runway for a series of five test flights.
At 3:30 a.m. East Coast time – it was the middle of Mars day, half an hour past noon, the helicopter turned its rotors as instructed and climbed over the Jezero crater into the Martian sky.
It hovered at a height of about 10 feet. It was back on the surface in less than 60 seconds.
But at that moment, nobody on Earth – including the people at NASA – knew what was actually happening. The two spaceships were not in contact with Earth during the test, and Ingenuity had to perform all of its actions autonomously.
It was only three hours later when one of NASA’s other Mars spacecraft, the Mars Reconnaissance Orbiter, flew overhead and Perseverance was able to route the test data collected from the flight through the orbiter back to Earth.
Minutes later, the engineers analyzed the data and found evidence of the successful flight.
“Altimeter data confirms that Ingenuity has made its first flight,” announced Havard Grip, the engineer serving as NASA’s chief pilot for Ingenuity when the data arrived, “the first powered flight of a powered airplane on another planet.”
Soon after, the engineers showed a picture Ingenuity had taken in flight showing its shadow on the ground, and then a video of Perseverance of the helicopter hovering in the air.
Flying on Mars is on the verge of impossible because there isn’t a lot of air to push against. On the surface of Mars, the atmosphere is only 1/100 as dense as that of Earth. To create enough lift for the four-pound Ingenuity to ascend, its two rotors, each about four feet wide, had to spin in opposite directions at over 2,500 revolutions per minute.
Ms. Aung told her team to celebrate the moment. “And then we’ll get back to work and make more flights,” she said.
With the success of Monday, up to four more flights could be attempted. The first three are used to test the basic skills of the helicopter. The third flight could fly a distance of 160 feet and then return. The last two flights could continue flying, but NASA officials didn’t want to speculate on how much.
NASA plans to complete testing within 30 Mars days of Ingenuity surrendering April 3, so Perseverance can begin the bulk of its $ 2.7 billion mission. It will leave the helicopter behind and head towards a river delta on the edge of the Jezero crater, where sediments and possibly chemical clues to ancient life will be preserved.
Ingenuity was a nice $ 85 million add-on project, but not a prerequisite for Perseverance to be a success.
The lower requirements of a technology demonstration allowed engineers to use a near-off-the-shelf Qualcomm processor, originally designed for cell phones with more processing power than all previous interplanetary spacecraft combined.
The processor, not adapted to the harsh conditions of space, was more prone to radiation interference, but the helicopter needed all that speed to handle the continuous adjustments Ingenuity had to make in the air.
The little machine that traveled to Mars on the bottom of Perseverance also caught the imagination of many.
Just before Perseverance took off for Mars last June, Jim Bridenstine, the NASA administrator at the time, said, “I’ll tell you, the thing that excites me most as a NASA administrator is preparing to watch a helicopter fly up another world. “
John P. Grotzinger, a professor of geology at the California Institute of Technology and a former project scientist for Curiosity, a former Mars rover that arrived in 2012, said he was also a fan of Ingenuity.
“This is a really viable way to explore the planet because you can cover so much area,” said Dr. Grotzinger.
A helicopter, especially a helicopter that flies in the air of Mars, can only carry a limited number of sensors, and it cannot see things as detailed as a rover, which can move a robotic arm and push instruments directly against a rock.
“But the compromise gives us access to another part of understanding Mars,” said Dr. Grotzinger. NASA wasn’t the only visitor to the red planet from Earth this year.
China’s Tianwen-1 probe also arrived in February and entered a steady orbit of the planet weeks later. As early as the end of May, it will release a lander and rover that will attempt to reach the surface of the red planet. If successful, it will be China’s first successful landing on another planet – it has landed on the moon three times already.
The United Arab Emirates’ Hope probe also arrived on Mars two months ago. After its engines were shot down on March 29, it entered orbit where it can begin to closely examine the planet’s atmosphere and weather. This phase of scientific research should begin last Wednesday. | aerospace |
https://www.fuchangchem.com/news/77.html | 2023-09-24T13:48:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506646.94/warc/CC-MAIN-20230924123403-20230924153403-00825.warc.gz | 0.901933 | 5,549 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__312149283 | en | OF SILICON DIOXIDE
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Research and application progress of aerogels in aerospace field - 2
- Time of issue:2022-09-30 10:54
Research and application progress of aerogels in aerospace field - 2
3 Aerogel research in aerospace field
3.1 High temperature resistant aerogel
In recent years, with the rapid development of aerospace technology, the flight speed of aircraft is getting faster and faster. Because the aircraft travels in the atmosphere at a high speed for a long time, its windward surface and wing leading edge and other parts are subject to severe aerodynamic heating, and the thermal environment of these parts is particularly harsh. It is reported that when the aircraft flies in the atmosphere at the speed of Ma=8, the maximum temperature at the nose cone and the leading edge of the wing can reach 1793 ℃ and 1455 ℃ respectively. In order to make the instruments and equipment inside the aircraft work in the normal temperature range, it is urgent to adopt an efficient thermal protection system, which also puts forward higher requirements for the high temperature resistance of thermal insulation materials.
Silica aerogel is one of the most mature and widely used high-performance aerogel thermal insulation materials at present. However, the short-time use temperature of silica aerogel will not exceed 700~800 ℃. This is because the size range of the particles and pore structures that make up silica aerogels is in the nanometer level. Under high temperatures, its surface activity is high, and it is easy to sinter. The particles will become larger, and the pore structure will disappear, which will lead to the destruction of the aerogel microstructure, severe shrinkage of the macro size, and greatly reduce its thermal insulation performance. The insufficient temperature resistance of aerogels has become one of the main bottlenecks hindering their practical application in the field of high temperature insulation. The Institute of Aerospace Special Materials and Technology has developed a high-temperature aerogel material with a maximum service temperature of 1200 ℃ from the perspective of nanostructure regulation, based on the medium temperature silica aerogel with a temperature resistance of 650 ℃. On the one hand, by selecting appropriate silicon source precursors, microstructure control is carried out in the sol-gel stage to reduce the surface energy of silica particles and initially improve the temperature resistance of materials; On the other hand, the strength of the gel skeleton network is enhanced through post-treatment operations such as improving the aging process and hydrophobic process to further improve the temperature resistance of the material (Figure 3). The prepared silica aerogel has a linear shrinkage of only 3% after being tested at 1200 ℃/0.5h, which greatly improves the temperature resistance of silica aerogel to 1200 ℃. At present, this type of aerogel has achieved mass production and engineering application. As a high temperature resistant and high-performance thermal insulation material, it has been widely used in the external thermal insulation layer of many types of aircraft and the thermal insulation layer of carrier rocket engine in China.
Due to the limitation of temperature resistance of silica aerogels, the amorphous form of silica aerogels will change to quartz form at 1200~1300 ℃, so it is difficult to further improve the temperature resistance of silica aerogels. Compared with silica aerogels, alumina aerogels exhibit higher thermal stability and chemical stability at high temperatures due to their good crystallization properties and unique fiber network structure, which is expected to solve the problem of higher temperature insulation of aircraft in aerobic environment. However, at present, the initial state of alumina aerogels prepared by sol-gel method is generally boehmite phase, and multiple crystal transformations will occur with the increase of temperature. How to further improve the high-temperature stability of alumina aerogels has become a research hotspot. Different from the way in which researchers used alumina nanoparticles as the building unit of aerogel materials in the past, the Institute of Aerospace Special Materials and Technology has designed and prepared an alumina nanorod, and controlled the assembly and annealing process of alumina nanorods and silica nanoparticles to achieve the preparation of 1400 ℃ resistant aerogel materials, as shown in Figure 4. On the one hand, the nanorod one-dimensional unit overcomes the weakness of the traditional pearl necklace like aerogel framework and solves the sintering problem caused by high surface energy; On the other hand, due to the self-supporting effect of nanorods, the heat treatment process enables the appropriate silicon aluminum components to generate mullite phase with higher temperature resistance at high temperatures. The temperature resistance of the fiber reinforced composite can reach 1500 ℃, and the linear shrinkage in Z direction is only 2.33% when the quartz lamp is tested at 1500 ℃ for 1800s on one side. This work provides a new perspective for the development of high-performance heat insulation aerogel materials used at ultra-high temperatures in the aerospace field.
3.2 Ultra low density aerogel
Aerogel, as a kind of unique porous material, has a very high porosity (up to 99.8%), and its interior is almost completely occupied by air. It is a solid material with the lowest known density. The low density of aerogel has laid a great potential for its application in the aerospace field. When the future space probe moves to a deeper space, it will be particularly important to reduce the weight of the detector by reducing the mass of thermal insulation materials. In addition, the solid phase volume ratio of low-density aerogels is very low, which greatly reduces the solid phase thermal conductivity, thus improving the thermal insulation performance of materials. Therefore, low density control technology has become one of the key technologies of aerogels in the aerospace field.
The preparation methods of low density silica aerogels mainly include one-step method and two-step method. In the one-step method, silica sources including water glass, organic silane and silicone ester are used to generate sol-gel reaction under the catalysis of acid or alkali, and are prepared by combining supercritical drying. The density of aerogels is usually only 0.06g/cm3 at the lowest. In view of the problem that the density of silica aerogels cannot be further reduced, Lawrence Livermore National Laboratory of the United States has developed a two-step method to prepare ultralight silica aerogels with a density of 0.003~0.08g/cm3. They use tetraethyl orthosilicate to partially hydrolyze under strong acid conditions to generate highly reactive semi hydrolyzed semi condensed silica precursors, In a weak alkaline environment, the fibrous porous structure formed by the interconnection of silica nanoparticles is rapidly formed. The density of silica aerogels prepared after supercritical drying is only 0.003g/cm3, which is the record of the lowest density of silica aerogels at present.
Based on the strategy of two-step preparation of low-density aerogels, the Institute of Aerospace Special Materials and Technology systematically studied the influence of raw material ratio of reaction solution on the performance of final low-density aerogels by optimizing reaction parameters and exploring the relationship between structure and performance. It was found that controlling the size shrinkage during aging and supercritical drying was the key to preparing ultra-low density aerogels, and the density of the final prepared silica aerogels was less than 0.005g/cm3, The pore size is about 7nm and the particle size is about 6nm, which greatly improves the particle size, pore size and uniformity of aerogels, as shown in Figure 5. In addition, in order to solve the problem that low density aerogels are too weak to be used, ultra-low density silica aerogels reinforced by organic foam composites were prepared. The density is only 0.022g/cm3. The thermal conductivity of this material under vacuum and room temperature conditions is only 0.0067W/m · K-1. This cold proof and thermal insulation structural material has effectively guaranteed a deep space exploration mission in China.
Compared with the brittleness of inorganic aerogels, organic aerogels and carbon based aerogels have relatively good mechanical properties. The Institute of Aerospace Special Materials and Technology has prepared a variety of other types of ultra-low density aerogels through structural design and performance optimization. A low-density flexible polyimide aerogel was prepared based on the sol gel reaction of dianhydride and diamine with biphenyl structure. The density can be as low as 0.033g/cm3, the thermal conductivity at room temperature is 0.026W/m · K-1, and the fracture strain can reach 21.7%. This greatly improves the flexibility of the aerogel material, which can realize large angle bending. The material can be used in the thermal insulation system of space vehicles, the thermal protection system of supersonic inflatable pneumatic reducer Space suit insulation and other fields have broad application prospects. The highly conductive graphene doped carbon aerogel powder material with the lowest density of 0.0093g/cm3 was successfully prepared by the technological process of sol-gel, supercritical drying and pyrolysis of phenol formaldehyde reaction. Recently, the Institute of Aerospace Special Materials and Technology has prepared a highly elastic ultralight graphene aerogel with a minimum density of 0.0012g/cm3 by using large diameter single-layer graphene oxide as the building unit and using the bubble template method in combination with freeze drying and high temperature annealing strategies. The resilience of the aerogel can still reach 100% under 90% compression deformation, As a super elastic and super light aerogel thermal insulation material, it has a good application prospect in aerospace vehicles.
3.3 Wave transmitting aerogel
Radome and antenna window are important functional components of spacecraft, which require effective transmission of 0.3~300GHz broadband electromagnetic wave to ensure that the aircraft can normally carry out key functions such as communication, guidance, telemetry and detonation under harsh working conditions. Therefore, they are widely used in missiles, carrier rockets, spacecraft, recoverable satellites and other aerospace vehicles. The radome of an aircraft navigating at high speed in the atmosphere will face a worse environment. The surface temperature is often above 1000 ℃, and the time to withstand ultra-high temperature is getting longer and longer. To this end, the U.S. Army Strategic Defense Command launched the hypersonic missile radome research program, focusing on finding radome materials that have many functions, such as high temperature resistance, high efficiency heat insulation, high temperature wave transmission, and ultra lightweight.
In this regard, aerogel materials are widely known for their advantages of low thermal conductivity, low dielectric constant, low density, high wave transmission and high temperature resistance, which make them a new type of high temperature antenna wave transmission materials and have broad application prospects in the aerospace field. Wave transmitting materials refer to materials that can penetrate electromagnetic waves without changing the energy of electromagnetic waves. The most important indicators to measure the wave transmitting performance of materials are dielectric constant and loss tangent. In general, the smaller the dielectric constant and loss tangent, the better the dielectric property of the material, and the higher the wave transmission rate can be obtained. A number of research teams at home and abroad have carried out research on the wave transmission performance of silica aerogels. It is found that the dielectric properties of silica aerogels are greatly affected by the apparent density, surface chemical properties and impurity content of aerogels. The dielectric constant of the prepared aerogel materials is generally 1.2~1.6, and the tangent value of the loss angle is 0.0027~0.0048. However, the high porosity and low density of silica aerogels make the mechanical properties of the materials poor, which seriously restricts the practical application of aerogel wave transmitting materials in the field of wave transmission. In order to solve this problem, some researchers used tetraethyl orthosilicate as the silicon source to prepare fiber reinforced aerogel composites to improve the mechanical strength, but often caused the high temperature stability, thermal insulation and wave transmission may not meet the application requirements.
The Institute of Aerospace Special Materials and Technology compounded the wave transmitting quartz fiber reinforcement with high-performance silica sol. After going through the sol gel, supercritical drying and moisture-proof treatment processes, it successfully prepared the high temperature wave transmitting aerogel thermal insulation composite, with a density of about 0.3g/cm3, a temperature resistance of ≥ 1100 ℃, a room temperature thermal conductivity of ≤ 0.02W/m · K-1, an adjustable dielectric constant of 1.28-1.39, and a loss tangent of ≤ 0.005, Its dielectric property hardly changes with temperature when it is below 1000 ℃, as shown in Fig. 6, the linear expansion coefficient at 1000 ℃ is -11.13 × 10-6/K, tensile strength at 1000 ℃ is 1.82MPa. The radome heat shield made of this aerogel material with high temperature resistance and excellent high temperature wave transmission performance has excellent comprehensive performance, which can meet the requirements of heat insulation and wave transmission for high Mach number aircraft flying in harsh thermal environment.
4 Overview of aerogel application in aerospace field
4.1 Thermal insulation application
Thermal insulation is the most prominent functional characteristic and the most extensive application scenario demand of aerogel materials. Compared with general thermal insulation materials, aerogel materials are generally applicable to the thermal insulation of aircraft in multiple airspace, such as aviation, near space, aerospace, deep space, etc. First of all, aerogel is the solid material with the lowest thermal conductivity at present. The thermal conductivity can be as low as 0.01W/m · K-1 at normal temperature and pressure, 0.004W/m · K-1 in vacuum environment, or even lower; Secondly, aerogel materials are not only suitable for thermal insulation in high vacuum environments such as the moon, near Earth orbit, and near space stratosphere, but also suitable for thermal insulation in low vacuum environments such as Mars, Saturn, and near space mesosphere. The thermal insulation of conventional multilayer thermal insulation materials in the latter environment will fail; In addition, the temperature resistance range of aerogel materials is very wide (40~2100K), which can meet the requirements of detectors and aircraft for ultra-high temperature, ultra-low temperature, high alternating temperature and wide temperature range insulation in different complex airspace environments, as shown in Figure 7; Finally, the low density characteristics of aerogel materials make it the best lightweight thermal insulation material scheme for the new generation of missile weapons, future deep/ultra deep space exploration and high load human exploration missions.
NASA of the United States took the lead in using aerogel as a highly efficient thermal insulation material on multiple parts of a series of Mars probes. In 1996, the low density silica aerogel was used as the thermal insulation material of the electronic thermostat on the Sojaina Mars Rover to protect the α The particle X-ray spectrometer is protected from the extremely cold environment (- 120 ℃) on Mars at night, as shown in Fig. 8 (a) - (b). In 2003, 0.4% graphite was doped into the transparent silica aerogel on Opportunity and Spirit rovers to reduce the thermal radiation and further improve the thermal insulation performance. The Curiosity rover launched by NASA in 2011 uses radioisotope thermoelectric generator (commonly known as nuclear battery) to provide enough power instead of solar energy due to the substantial increase in power required for operation. The heat end temperature of its heat exchanger can reach up to 1000 ℃, and conventional thermal insulation materials will fail. Silicon dioxide aerogel material doped with graphite is used as an efficient thermal barrier to isolate the hot side and cold side of the heat exchanger, The utility model greatly improves the heat energy utilization efficiency and energy supply stability of the nuclear battery. The above thermal and thermal insulation technology based on aerogel has also been applied to the nuclear battery of the Perseverance rover launched in 2020.
In order to meet the new demand for thermal insulation in deep space exploration missions represented by manned landing on Mars in the near future, NASA also tried to propose solutions using aerogels. During the EDL phase, the manned Mars probe needs to quickly complete high-speed aerodynamic deceleration for safe landing. The outer surface of the inflatable deployment flexible structure of the reducer needs to be protected by a flexible thermal protection system, as shown in Figure 8 (c) - (d). They made use of the combination of flexible thermal insulation materials composed of fiber composite silica aerogels that can withstand up to 1100 ℃ and oligomeric silsesquioxane cross-linked polyimide aerogels that have a decomposition temperature greater than 560 ℃, so that the aircraft could withstand the extreme aerodynamic heating environment assessment with a reentry speed of up to 3km/s, a maximum heat flow density close to 20W/cm2, a maximum heat flow duration of up to 90s, and a maximum stagnation point temperature of 1260 ℃ in the validation experiment. In addition, in order for astronauts to safely perform extravehicular activities on Mars, the spacesuits used should have excellent thermal protection effect in the Martian space environment. With the support of NASA Johnson Space Center, Aspen Company has developed a fiber reinforced silica aerogel flexible composite fiber material, which has a thermal conductivity of 0.005W/m · K-1 in the Martian low vacuum environment, which is only one fifth of the multi-layer thermal insulation structure, The aerogel material with high efficiency and heat insulation is expected to be used in the flexible thermal protection structure of future space suits.
In addition to using aerogels for thermal insulation of deep space probes, NASA also uses aerogels for thermal insulation of multiple parts of space shuttles and launch vehicles. NASA Kennedy Space Center used Cabot's commercialized aerogel particle materials in the liquid hydrogen cryogenic propellant tanks of space shuttles, launch vehicles, and aerospace vehicles, demonstrating the excellent thermal insulation performance of aerogels in the ultra-low temperature environment of - 147 ℃, which not only solved the problem of launch safety risks caused by condensed ambient air, but also reduced the weight of the space shuttle by up to 230 kg. NASA Ames Research Center also infiltrated the aerogel precursor into the gap of ceramic fiber tile to prepare composite rigid thermal insulation materials for aerogel thermal insulation tiles, which improved the thermal insulation performance of conventional thermal insulation tiles used in space shuttles by 1-2 orders of magnitude. This new thermal insulation material can be used in the fuel tank thermal insulation layer of future reusable spacecraft.
As one of the first major units to develop and apply functional aerogels in China, the Institute of Aerospace Special Materials and Technology has developed a series of silica aerogel materials, including medium temperature type, high temperature type, high temperature wave transmission type and ultra-high temperature type. This series of high-performance aerogel insulation materials have been used in dozens of aircraft in China. In the field of space thermal insulation, the Institute of Aerospace Special Materials and Technology has developed a series of lightweight high-performance thermal insulation materials to meet the needs of aircraft and detectors for lightweight and harsh space environment in China's space exploration, and has undertaken multiple supporting tasks for China's space exploration projects; Fiber reinforced aerogel and aerogel vacuum heat insulation panel are developed to meet the requirements of precise temperature control for low temperature orbit of cargo spaceship, as shown in Figure 9 (a); In order to meet the high temperature thermal insulation requirements of the gas system, isolation cylinder and oxygen turbine of the launch vehicle engine, a high-performance nano aerogel thermal insulation composite was developed; To meet the long-term thermal insulation requirements of a key electronic device of the lunar probe, an aerogel thermal insulation module with long service life is developed; The ultra-low density aerogel composite insulation panel was developed to meet the thermal insulation requirements of Mars exploration and landing rover in the high and low temperature alternating environment, as shown in Figure 9 (b). The quality of relevant aerogel products has been stable and reliable in previous missions, which has successfully guaranteed the success of a series of national major space missions, such as manned spaceflight, lunar exploration project and fire exploration project, and will continue to make greater contributions to the construction of China's space station and future deep space exploration missions.
4.2 Particle capture applications
Thermal insulation system is the most mature application field of aerogel in aircraft, and space particle capture is another widely known application of aerogel in detectors. Cosmic dust provides the most original samples for the study of the formation and evolution of the solar system and planets, and even the origin of life. It is of great astronomical value to capture and sample these particles for analysis without damage. The high-speed moving cosmic dust (5~80km/s) will be extinguished after hard collision with conventional materials. On the one hand, the low-density transparent aerogel material is conducive to complete capture of high-speed particles due to its low-density porous characteristics, and on the other hand, its transparent characteristics help to locate and remove captured particles for research and analysis. It has been proved to be the best medium material for cosmic dust capture, The low density and transparency of aerogels are indispensable in this field.
On the basis of multiple STS space shuttle carrying experiments in the 1980s, NASA carried a transparent aerogel with a density of 0.02g/cm3 on the Mir space station in 1995 to capture high-speed orbital debris particles in low earth orbit. Since then, NASA launched the famous Stardust Program in 1999, using 0.005-0.05g/cm3 gradient density transparent aerogel to capture a large number of comets and planetary dust, as shown in Figure 10. Based on the analysis of dust samples, NASA has obtained a large number of subversive astronomical new understanding, for which the international authoritative magazine Science published an album for reporting. Since 2011, with the support of NASA, the Jet Propulsion Laboratory of California Institute of Technology has begun to study the use of low-density alumina, phenolic, polyimide and other non silicon transparent aerogels to capture Mars or other planetary dust samples. The United States launched the Mars survey sample collection plan at the beginning of 2019, and the White House approved the budget of the plan for 2020 to be US $109 million.
In addition to the United States, the European Space Agency once deployed a silica aerogel capture device with a density of 0.05g/cm3 in the EuReCa recoverable satellite, and collected 12 particles from micrometeoroids. In 2001, the Japan Aerospace Development Agency (JAXA) carried the dust collector composed of silicon dioxide aerogel blocks with a density of 0.03g/cm3 on the International Space Station for particle capture test. In 2015, the Japanese Aerospace Development Agency launched the dandelion project, which is based on the preparation of double-layer silica aerogel plates with an inner layer density of 0.01g/cm3 and an outer layer density of 0.03g/cm3 to collect dust particles floating in space and explore whether there are living substances in outer planets. In 2013, the French Academy of Development and the National Academy of Sciences used 0.09g/cm3 aerogel traps to collect space particle fragments on the International Space Station. The higher density significantly enhanced the mechanical strength of the traps. Although China has not yet carried out space exploration experiments using aerogel materials to capture cosmic dust, with the construction of space station platforms that can carry capture devices, relevant research has ushered in significant development opportunities.
With the rapid development of aerogel preparation technology and application technology, the application of various new high-performance aerogels in multi airspace aircraft has been the focus and hotspot of research at home and abroad, and has achieved great success.
(1) The excellent properties of aerogels, such as light weight and heat insulation, are closely related to the unique microstructure of aerogels. The regulation of aerogel structure mainly depends on the key preparation processes, such as sol-gel, aging and drying. On the basis of the existing research work, closely focusing on the relationship between the preparation, structure, performance and application of aerogels, aerogels with higher performance will be developed, which will further promote the research and application of aerogel materials in the aerospace field.
(2) The rapid development of aerospace technology has put forward new requirements for thermal protection systems with high performance such as high temperature resistance, lightweight, high wave transmission, etc. Through structural design and performance optimization of various aerogels, key technologies such as high-temperature resistant aerogel preparation, ultra-low density aerogel preparation and wave transmissive aerogel preparation have been broken through, initially meeting the use needs of various aircraft. The service environment in the future will be more complex and harsh, and the comprehensive performance of aerogel materials, such as temperature resistance, heat insulation, load bearing, wave transmission and stealth, need to be further improved to meet the requirements of use.
(3) The nano porous structure of aerogels and their high thermal insulation, high temperature resistance, low density and other properties make them applied in many aerospace missions, such as aircraft thermal insulation and particle capture. In addition, aerogels also have many excellent properties, such as low dielectric, high wave absorption, high sound insulation, high transparency, low refraction, etc. It is expected to further develop and expand new applications of aerogels in other aerospace fields besides thermal insulation. | aerospace |
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https://en.wikiquote.org/wiki/Aldrin,_Buzz | 2016-07-29T02:16:38 | s3://commoncrawl/crawl-data/CC-MAIN-2016-30/segments/1469257829325.58/warc/CC-MAIN-20160723071029-00032-ip-10-185-27-174.ec2.internal.warc.gz | 0.906591 | 134 | CC-MAIN-2016-30 | webtext-fineweb__CC-MAIN-2016-30__0__37006807 | en | (Redirected from Aldrin, Buzz)
Buzz Eugene Aldrin (born Edwin Eugene Aldrin, Jr. on January 20, 1930) is an American pilot and astronaut who became the second man to set foot on the Moon (after Neil Armstrong) during the Apollo 11 mission, the first manned lunar landing.
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http://kvikr.com/flight/jd5780_beijing_capital_airlines | 2016-10-22T23:45:30 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719079.39/warc/CC-MAIN-20161020183839-00166-ip-10-171-6-4.ec2.internal.warc.gz | 0.71716 | 246 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__37060275 | en | JD5780 flight schedule & details
Beijing Capital Airlines domestic flight JD5780 serves route Dazhou to Sanya. The flight departs approximately two times per week (Friday, and Sunday). Provided details are valid for the flight departing on 23rd October, 2016.
Flight departure days
Select your flight departure date in the calendar. Note that some flights may have different arrival & departure times, terminals, durations and even airports depending on departure date. Selecting proper date ensures you get correct information.
Flight JD5780: Dazhou - Sanya
|Departure day||23rd October (Sunday)|
|Departure time||22:15 (10:15 pm)|
|Airport IATA code||DAX|
|Arrival day||24th October (Monday)|
|Arrival time||01:00 (1:00 am)|
|Airport IATA code||SYX|
|Airline name||Beijing Capital Airlines|
|IATA carrier code||JD|
|Arrival day||Next day|
|Flight duration||2h 45m|
|Distance||1453 km / 903 mi.| | aerospace |
https://www.lois-laws.justice.gc.ca/eng/regulations/SOR-96-433/section-308.15-20060322.html | 2023-05-29T19:32:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644907.31/warc/CC-MAIN-20230529173312-20230529203312-00559.warc.gz | 0.909313 | 92 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__253055741 | en | Canadian Aviation Regulations
Version of section 308.15 from 2006-03-22 to 2006-06-29:
308.15 The operator of a non-designated airport shall ensure that no person is assigned to aircraft emergency intervention who is not an intervenor or a firefighter having successfully completed the training set out in section 328.15 of the aircraft emergency intervention standards.
- SOR/2002-226, s. 3
- Date modified: | aerospace |
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Note:Transition: 1cm=10mm=0.39inchNo retail package.Please allow 1-2cm error due to manual measurement. pls make sure you do not mind before you bid.Due to the difference between different monitors, the picture may not reflect the actual color of the item. Thank you!Package includes:1 x RC Drone1 x Remote Control1 x Manual1 x USB Cable4 x Propellers1 x Screwdriver2 x Screws (other accessories demo in the picture is not included.) | aerospace |
http://www.heliweb.com/ | 2017-06-25T20:34:37 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320582.2/warc/CC-MAIN-20170625203122-20170625223122-00682.warc.gz | 0.93684 | 1,540 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__2827066 | en | Heliweb Magazine – Your Helicopter News Source Heliweb Industry NewsCHC Helicopter Announces New Australian Contract with Quadrant Energy AnnouncementsPARIS AIRSHOW: Airbus Helicopters Unveils CleanSky2 Racer Demonstrator Concept ArticlesXTI Announces First Orders for TriFan 600 from Paris Air Show ArticlesOUTER BANKS HEMS – DARE Medflight North Carolina Helicopter Emergency Medical ServicesSpecialist Aviation Services Delivers Three AW169 Completions for U.K. Helicopter Emergency Medical ServicesFirst AW169 Enters HEMS Service in United Kingdom Helicopter SafetyPilot Hailed as a Hero During Emergency Landing in Australia Heliweb Industry NewsVector Aerospace Signs Contract With Pakistan Navy Supporting Ex U.K. Sea King Refurbishment AnnouncementsBell 505 Receives FAA Certification ArticlesMichael Farikh – The Godfather of Russian Helicopter Aviation Airborne Law Enforcement NewsHAI States Opposition on Proposed Plan for Privatization of Air Traffic Control System Flight TrainingMetro Flight Training Center Expands to New Zealand Featured Articles Michael Farikh – The Godfather of Russian Helicopter AviationFrustrated with bureaucracy created by the Russian military, pilot Michael Farikh challenged a broken general aviation system that prevented personal helicopter flights, and won, changing general aviation forever in Russia…. HAI States Opposition on Proposed Plan for Privatization of Air Traffic Control SystemThe Helicopter Association International (HAI) announced its formal opposition in a joint letter to the president stated in a press release dated June 5th, 2017 that joined together with other… Pilot Profile – Chuck Surack, The Sweet LifeChuck Surack may be part of the business end of Helimotion by providing backing and direction from a 50,000 feet perspective, but there is much more to Surack than meets… CHC and Sikorsky Commemorate Historic Transatlantic FlightCHC Group and Sikorsky made a joint announcement May 31st, 2017 that the two companies will be marking the 52nd anniversary of their collaboration on the first transatlantic ferry flight…Read Heliweb Magazine April/May 2017Read the latest helicopter news in Heliweb Magazine by clicking the magazine cover or the links below English PortugueseRead previous editions of Heliweb Magazine Archives Share Tweet Latest Helicopter News Pilot Hailed as a Hero During Emergency Landing in Australia Vector Aerospace Signs Contract With Pakistan Navy Supporting Ex U.K. Sea King Refurbishment Bell 505 Receives FAA Certification Michael Farikh – The Godfather of Russian Helicopter Aviation HAI States Opposition on Proposed Plan for Privatization of Air Traffic Control System Metro Flight Training Center Expands to New Zealand Helicopter News From Around the WorldHelicopter stuns locals after landing in The Meadows June 25, 2017The helicopter landed just after 4pm in the busy park. A local resident said that they believed it may be a transfer from the Edinburgh Sick Kids hospital ...Medburn Dream owner switches from Royal Ascot top hat and tails to tracksuit after his wee wee ... June 25, 2017“After the helicopter landed he was busting for the loo, so he went into the ditch near the river and ended up falling in in his top hat and tails!The sky's the limit! Trendy Katy Perry rocks a bright multi-coloured ensemble for helicopter ride in ... June 25, 2017And Katy Perry was clearly in the mood to reward herself, as she embarked on a helicopter ride at the London Heliport in Battersea on Sunday.Coroner IDs couple found dead after Upper Saucon police standoff June 25, 2017... Saucon home that they had broken into on Lanark Road, ending a daylong search in which police had pursued them by car, helicopter and on foot.Successful owner Eddie Evans goes for a swim at Lingfield June 25, 2017He then caught a helicopter to Lingfield along with his wife and jockey Silvestre de Sousa to watch Medburn Dream line up as a hot favourite for the ...Airbus Conquers Physics With a Funky Super-Fast Helicopter June 25, 2017Emergency workers and the obscenely rich love helicopters, and for good reason. Unlike airplanes, whirlybirds can take off and land almost anywhere ...Air attack! June 25, 2017SIERRA VISTA — There's nowhere to hide from Geronimo, the newest helicopter at the Cochise County Sheriff's Department. It's faster and more ...Chhattisgarh: Naxals fired upon IAF Helicopter deployed to rescue injured jawans in Tondamarka June 25, 2017Chhattisgarh: In a shocking case, Naxals fired upon IAF Helicopter deployed to rescue injured jawans in Tondamarka. Chhattisgarh: Naxals fired upon ...Helicopter rescue required to save person from St Andrews rocks June 25, 2017A coastguard helicopter was scrambled to St Andrews on Saturday night after a person became stranded on rocks. The incident happened at around ...Police helicopter chases suspects over 95 miles to motorway services June 25, 2017A flight map of the helicopter shows its route along the M5 and M4, where the pursuit ended at motorway services. The map shows the helicopter flight ...Police helicopter involved in search over Minster June 25, 2017The police helicopter has been called to Minster, where it has been spotted circling an estate. Unconfirmed reports are that it is aiding officers ...Chhattisgarh Naxals fire upon IAF helicopter deployed to rescue injured jawans June 25, 2017Naxals on Sunday fired upon an Indian Air Force (IAF) helicopter deployed to rescue injured jawans in Tondamarka. On Saturday, two security ...Second wrongful death lawsuit filed in chopper crash June 25, 2017Newberg-based charter and flight school Precision Aviation is now facing two lawsuits as a result of a 2015 helicopter crash that killed two men.New air ambulance takes to the skies to save lives June 25, 2017Following some final training, the iconic yellow helicopter will be operational as of this week and will be dispatched to some of the most serious ...Sale of Angus bull raises $4500 for rescue helicopter June 25, 2017Sale of Angus bull raises $4500 for rescue helicopter ... A North Otago Angus stud has raised $4500 for the Otago Regional Rescue Helicopter Trust.Westpac Rescue Helicopter tasked to Tingha after motorbike crash off Hospital Flat Road June 25, 2017Call outs: The Westpac Rescue Helicopter was tasked from Tamworth to two missions on Saturday. Photo: Westpac Rescue Helicopter Service ...Gilbert: The wall that heals June 25, 2017Maes, 69, was drafted at age 18 out of Franklin High School, sent to Vietnam at 19, and his first day there in April 1968, transported by helicopter to ...Vietnam Veterans give therapy rides to fellow Vets in 1968 Huey Helicopter June 25, 2017"I wouldn't be alive today if it wasn't for a UH1 helicopter taking care of me,” said US Army pilot Randy Parent, one of two pilots commanding the EMU ...Westpac Rescue Helicopter tasked to Burren Junction, Narrabri for emergency missions June 25, 2017Call outs: The Westpac Rescue Helicopter was tasked from Tamworth to two missions on Saturday. Photo: Westpac Rescue Helicopter Service.Army selling its grounded helicopters June 25, 2017The Nepal Army has opened bidding to sell its 12 grounded helicopters, including the Cheetah that it acquired during the Maiost insurgency. | aerospace |
http://tsamilford1617mars.weebly.com/the-effects-of-exploration.html | 2019-02-19T07:52:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247489425.55/warc/CC-MAIN-20190219061432-20190219083432-00309.warc.gz | 0.949438 | 406 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__79373132 | en | As children, some dream of exploring the vast expanse of outer space. To mingle within the billions of pin-pricks of light and admire the massive space around them. The constant longing to explore the cosmos is deep seeded within all of us. But how many truthfully think about the consequences of space exploration, good and bad.
The exploration of space has many positive effects and proves fruitful when accomplished. The potential to find inhabitable planets (or planets that can be made habitable) could give humanity another home than our planet Earth.
If humanity ever colonizes a planet other than Earth, then more living space will be created. As a result, the lingering issue of over-population will be lessened or even eliminated. In addition, humanity would not be destroying any current ecosystems if another planet is colonized, as humans would be the only species of life on said planet. Also, renewable and clean energy would be unlimited in space, as solar panels would have sunlight continuously shining down upon them. Finally, elements would be an abundance in our solar system. There are almost all of the stable elements in our periodic table in one common source: asteroids. Since there would be no gravity in space, it would be an easy task to extract the elements needed from the asteroid.
Unfortunately, there are some negative effects of space colonization. First of all, the cost would be colossal. According to NASA, it would cost 121 billion US dollars for an individual to live on Mars. Furthermore, there would be many challenges of making the possibility of human life on Mars a reality. Some of these setbacks include creating artificial gravity, construction in space, and transporting food and materials to the habitat. Finally, it would take a long time to set up a colony on another planet. First of all, many of the potential planets that could be the location of a colony are many light years away from Earth (the only exception is Mars). Also, setting up a habitat and settlement on another planet would be extremely time-consuming. | aerospace |
https://paryte.com/heico-acquires-wencor-group-in-a-2-05-billion-deal/ | 2023-09-23T05:40:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506479.32/warc/CC-MAIN-20230923030601-20230923060601-00413.warc.gz | 0.914363 | 286 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__254346336 | en | HEICO Shares Reach Record High Following Acquisition Announcement
Following the news of the Wencor acquisition, HEICO's shares reached an unprecedented high. An approximate 6% surge was noted, with shares trading at $176.41 in the early trading period.
Deal Structure: Cash and Stock Combination
The acquisition will see HEICO purchasing Wencor from its affiliates, Warburg Pincus LLC, and Wencor's management. The transaction is structured with $1.9 billion in cash and $150 million in HEICO Class A common stock.
HEICO's Largest Acquisition Amidst Aerospace Industry Challenges
This deal represents the largest acquisition in HEICO's history. The move is crucial when North American airlines and aircraft repair facilities increasingly depend on used and generic parts. This trend is due to the rising costs and persistent supply chain disruptions impacting the aerospace industry.
Wencor Acquisition to Expand HEICO's Aftermarket Offerings
HEICO's CEO, Laurans Mendelson, noted that acquiring Wencor significantly expands HEICO's aftermarket product range. The deal is projected to be finalized by the end of the 2023 calendar year.
Wencor's Contribution to the Aerospace Industry
Wencor is known for its parts and repairs integral to various aircraft systems. These include hydraulic, pneumatic, electronic, and electro-mechanical cockpit and galley systems across various aircraft models. | aerospace |
https://alj.hotelmak.pl/jet-fuel-specific-gravity-calculator.html | 2021-01-18T11:05:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703514495.52/warc/CC-MAIN-20210118092350-20210118122350-00793.warc.gz | 0.892754 | 417 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__177487897 | en | Specific Gravity Resource. Specific Gravity (SG) is the ratio of the object’s density to that of water. Since water has a specific gravity of 1 at sea level, liquids and substances with a specific gravity lower than 1 will float in water. Therefore it is important to select the proper float switch and float for your application.
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Specific gravity can be calculated from API gravity: SG = 141.5 / (°API+131.5) (2). See also Standard test methods (ASTM and others) for crude oil properties, and temperature correlations for lubricating oil, fuel oils and jet fuel.
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The fuel that is left in the tank, lines and components when the aircraft is placed in level flight position and the fuel drained at the main fuel strainer. This is also called residual fuel. Describe the way you would find the empty weight and empty weight center of gravity of an airplane if there are no weight and balance records available.
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Dec 30, 2020 · An easy way for computing air-to-fuel ratio for tuning is to determine the air weight and fuel weight per revolution. This is the approach that we use throughout our technical manuals and our fuel injection jetting calculator. It is simple since it is independent of engine speed.
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Download API Gravity Calculator Free apk 3.0.1 for Android. Calculate the API Gravity from density or specific gravity or preloaded database ... Jet fuel JP-4 Jet ...
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This gauge uses a factory GM flex fuel sensor to quickly calculate the percentage of ethanol in the system. The screen as set up here reveals an ethanol percentage of 50.6, the engine is idling at 12.7 inches of mercury (“Hg), Lambda is currently at 0.95 (equivalent to a 13.95:1 air-fuel ratio), and the fuel temperature is 70.6 °F. | aerospace |
https://www.azurair.ru/en/services/premial-class | 2020-08-03T08:52:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735792.85/warc/CC-MAIN-20200803083123-20200803113123-00407.warc.gz | 0.850929 | 257 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__97918053 | en | At the airport:
- separate check-in counter;
- increased baggage allowance (30 kg) and carry-on baggage allowance (10 kg);
- priority boarding;
- individual transfer to the aircraft (in the absence of a jet bridge).
- a wide range of non-alcoholic and alcoholic beverages;
- improved in-flight meals;
- individual travel kit (slippers, pillow, sleep mask, earplugs, toothbrush);
- individual set of latest newspapers.
The seats in the Business class cabin fold out into in a flat bed, where you can relax on any flight regardless of flight length.
Economy class passengers can upgrade your service class to Business class by making payment at the box office along with execution of documents to provide the service.
Cost of upgrade to Business class:
- 10 000 rubles (for the flights Vnukovo-Antalya)
- 13 000 rubles (for the flights Vnukovo-Bodrum)
- 21 000 rubles (for the flights: Vnukovo-Cayo-Coco, Vnukovo – Varadero, Vnukovo – La Romana, Vnukovo - Cancun) | aerospace |
https://m.tv.guardian.ng/tag/flight/ | 2020-09-22T21:55:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400206763.24/warc/CC-MAIN-20200922192512-20200922222512-00758.warc.gz | 0.982195 | 205 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__253381019 | en | Mr. Olayinka Bernard Adeleye, whose picture was recently used as a Nigerian who was involved in the the Ukranian flight that was shot down by an Iranian missile on January 7, 2020 killing all 176 passengers and crew members, has denied being one of the victims, saying he is alive and kicking. He said the news of his death has left him and his family with scars which would take a long time to heal.
March 11, marked a tragic day in history when Ethiopian Airlines flight 302 crashed only minutes after take-off. Since then several countries and airlines have taken the decision to ground the model which was being flown, the Boeing 737 MAX 8, the latest among them being the United States.
Ethiopian Airlines flight ET302 crashed near Bishoftu, southeast of Addis Ababa after taking off from Bole international airport Sunday morning. Aviation Expert and BHK Crisis Communications partner Linden Birns, joins CNBC Africa for more on how to respond in such a crisis. | aerospace |
https://exampur.com/current-affairs/english/anti-ship-version-of-brahmos-missile-successfully-test-fired/ | 2024-04-15T13:54:35 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816977.38/warc/CC-MAIN-20240415111434-20240415141434-00409.warc.gz | 0.902182 | 269 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__170987869 | en | Anti-ship version of BrahMos missile successfully test-fired
An anti-ship version of the BrahMos supersonic cruise missile was successfully test-fired jointly by the Andaman and Nicobar Command and Indian Navy.
The Andaman and Nicobar Command is the only tri-services command of the Indian armed forces.
On 19 April, the Indian Air Force (IAF) successfully test-fired a BrahMos missile from a Sukhoi fighter jet on the eastern seaboard.
In march 2022, the Indian Navy successfully test-fired an improved version of the BrahMos missile from a stealth destroyer in the Indian Ocean.
It is a joint venture between the Defence Research and Development Organisation (DRDO) of India and Russia’s NPOM.
Brahmos is named after the Brahmaputra and Moskva rivers.
Brahmos produces supersonic cruise missiles that can be launched from submarines, ships, aircraft, or land platforms.
BrahMos missile flies at a speed of almost three times the speed of sound or 2.8 Mach.
The range of the advanced version of the missile is learnt to have been extended to around 350 km from the original 290 km.
Please Rate this article, so that we can improve the quality for you - | aerospace |
https://nasaharvest.org/index.php/news/using-sar-advance-agricultural-assessments-and-decision-support-tools | 2024-02-22T21:45:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473824.45/warc/CC-MAIN-20240222193722-20240222223722-00503.warc.gz | 0.907348 | 410 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__22668371 | en | NASA Harvest and partners are forging ahead on a synergistic effort with the NASA ISRO SAR (NISAR) Mission to grow the use of synthetic aperture radar (SAR) for agricultural applications and decision support tools. Harvest partners are working with the USDA Agricultural Research Service (USDA ARS), the NASA Jet Propulsion Laboratory (JPL), Universities, domestic producers, and industry to improve assessment of production, adoption of sustainability practices, and enhance farmer income. We are doing this by scaling metrics of crop type, irrigation, soil moisture, production, and waterfowl habitat.
SAR instruments offer unique observations to assess crops due to their all-weather capabilities and sensitivity to crop and field characteristics (i.e. dielectric constant, roughness, orientation) different from those derived from optical instruments such as Landsat or MODIS. Harvest team members recently completed a season-long airborne campaign using the Uninhabited Aerial Vehicle Synthetic Aperture Radar (UAVSAR) platform to collect time series L-band microwave observations over instrumented croplands in Arkansas, Mississippi, and Georgia. These training data and UAVSAR flight data will be open access for the community.
The team is now working hard on developing physical and machine learning algorithms and prototype products, such as crop area, irrigation status, and soil moisture retrieval. Some sites are also JECAM regions thus we are working with colleagues at Agriculture and Agri-Food Canada (AAFC) on fusing multi-source data, such as Radarsat, PALSAR, HLS, Sentinel-1, and Planet, for greater synergy across the GEOGLAM Community of Practice and SAR workflow standardization. As Sentinel-1 archives grow and we approach NISAR launch, the community will have a lot more open access and operational SAR data coming online that can directly support agriculture decision making. Please feel free to reach out to our team if you have interest in SAR, the open access Application Ready Data, or software tools. | aerospace |
https://www.bldcncmachining.com/cnc-machining-turning/49806210.html | 2019-05-20T04:19:57 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255562.23/warc/CC-MAIN-20190520041753-20190520063753-00268.warc.gz | 0.666411 | 219 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__137903158 | en | Buildre Group Co., Ltd.
Model No.: TU-032
Sample Lead Time: 5 Days
Machining Processes: CNC Turning And Milling
Product Size(mm): 75*75*110
Milling ring groove is also used for sealing containers, milling groove shape has a round, round, square, also shaped.
We produce tens of thousands of Machining Parts and serve many different industries,Including aerospace and medical, automotive parts, unmanned aerial vehicles, communications terminals and precision components such as robots.We provide precision machined parts for DJI, HUAWEI, FOXCONN.
1 Machining Processes
2 Material ( Machining Metal )
Steel Ordinary carbon structural Steel,Quality carbon structural steel,.cast steel,Iron.(Q195,Q215,Q235,Q255,10#,20#,35#,45#,718H,S136,SKD11 )
Product Categories : CNC Machining Turning
Copyright © 2019 Buildre Group Co., Ltd. All rights reserved. | aerospace |
https://helitour.com.ua/en/services/polet-v-vinnitsu/ | 2021-12-05T11:07:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363157.32/warc/CC-MAIN-20211205100135-20211205130135-00338.warc.gz | 0.939936 | 733 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__180749843 | en | Charter flight to Vinntsia
Charter to Vinnitsa by helicopter – operational personal transit
Despite the fact that charter flights are not an innovation in transport services for overcoming significant distances without ground obstacles, ordering a personal helicopter for air travel of a small group or personal transit has many advantages over aviation charters.
This is not just comfortable, convenient and profitable air transport, but also having a number of positive aspects related to the peculiarities of take-off and landing, as well as the height of flying. The helicopter does not need a runway – it can take off and land vertically, which only requires a territory equipped in accordance with the rules within the city, or a suburban area of at least 25 meters in diameter. This gives additional opportunities for emergency delivery of passengers in close proximity to the target object – there is no need to go to the airport and then spend time on transit through the city to the desired object.
In addition, the helicopter provides a visual overview of the intersected territory and the possibility of spectacular aerial photography, while only beautiful clouds are visible from the height of the aircraft movement, and the ability to shoot photo frames is quite limited by small windows.
Big business not only sets tasks, but also opens up opportunities. For example, there is an option to purchase your own air transport, but if personal flights are made irregularly, then constantly maintaining a helicopter is not the most optimal solution. In this case, it is reasonable to simply carry out helicopter charter flight orders as needed.
Thus, if you need to fly to Vinnytsia urgently to solve business problems, personal or household issues, or just have a desire to spend your leisure time pleasantly and usefully, visiting the city for a weekend excursion, it is worth ordering a helicopter Kiev-Vinnytsia from Helitour.
Flights to Vinnytsia by charter flights from Helitour: safety, comfort, service
Our company provides comfortable charter flights throughout Ukraine. There are helicopters of different categories – for short-term flights and for overcoming impressive distances. Charters to major cities of Ukraine are provided with helicopters of a high level of comfort, designed for a relatively long flight – from an hour to several hours.
A comfortable and cozy cabin, a comfortable microclimate inside the cabin in any season, as well as safe transit, along with the presentable appearance of modern aircraft of the Helitour fleet, will ensure the prestige of the flight and maximum ergonomics of passengers. Visibility is important for a helicopter - it does not fly exclusively through controlled air corridors like airplanes, which is both an advantage and a disadvantage. There are no obstacles in the daytime, except for extreme ones, which, however, interfere with visibility when moving both ground and air transport - heavy snowfall or heavy rain, saturated fog. Also, helicopters do not fly at night – landing at the base facility must take place before sunset in any season of the year.
How to order a helicopter flight to Vinnitsa right now?
Send a preliminary request for a charter flight to Vinnytsia at any time of the day – this can be done quickly online from the Helitour company website. Our managers will call back and be sure to clarify all the nuances of the flight, pick up the helicopter corresponding to the order and announce the cost. Please note that helicopter flights are made exclusively during the daytime (landing must be completed before dark), so you need to plan the departure time in advance, taking into account the required duration of the flight and the time of subsequent landing at the destination. | aerospace |
https://www.fourthandnine.com/nasa-just-bought-the-rest-of-the-space-station-crews-flights-from-spacex/ | 2022-07-05T03:58:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104512702.80/warc/CC-MAIN-20220705022909-20220705052909-00205.warc.gz | 0.953334 | 757 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__172202460 | en | NASA He said this week It plans to purchase five additional Crew Dragon missions from SpaceX to carry astronauts to the International Space Station.
Although the space agency news release does not specifically mention this, these may be the last flights NASA needs to keep the space station fully occupied until 2030. As of now, there is no international agreement signed to keep the station in flight condition until then, But this new purchase sends a strong signal that the space agency expects the orbital station to continue flying for a long time.
The announcement also notes that SpaceX will fly to the space station with more than twice the number of crews it has than the other partner in NASA’s Commercial Crew Program, Boeing. Under the new agreement, SpaceX will fly 14 manned missions to the station aboard the Crew Dragon, and Boeing will fly six flights during the station’s lifetime.
Let’s run the math on that. SpaceX has already launched four operational crewed missions to the space station, with the November 15, 2020, launch of the Crew-1 mission. SpaceX has two more flights under its original crew contract with NASA. In February 2022, NASA awarded fixed-price contracts for the Crew-7, Crew-8 and Crew-9 missions to SpaceX. The latest announcement will bring the total number of Crew Dragon missions to 14.
As for Boeing, it has not yet made an operational mission to the station. The company was recently completed A largely successful uncrewed test flight in May. Looking ahead, Boeing will likely complete a manned flight test of its Starliner late this year or early 2023, and then perform its first operational mission sometime in 2023, or perhaps later if problems are discovered with the manned test flight.
“Boeing’s orbital flight test 2 went very well and we hope to be able to certify the Starliner system in the near future,” NASA Commercial Space Director Phil McAllister said in the agency’s news release. “However, we will need additional missions from SpaceX to implement our strategy of having each commercial provider rotate missions once per year.”
NASA has not yet announced the purchase of additional Starliner missions. This seems wise, as Boeing has not fully demonstrated the capabilities of the Starliner with a crew on board. But based on the numbers in this week’s announcement, it now appears likely that there are no additional manned missions to award to Boeing.
why? Because NASA only plans to do two missions to a manned space station each year, with four astronauts aboard each. SpaceX will be contracted for ten additional missions, and Boeing has six registered missions. There is eight years of life left on the space station if it stops flying in 2030. While additional adjustments to these contracts are always possible, NASA appears to have booked all the flights it needs for the station’s lifespan until 2030.
This does not necessarily mean that the Starliner will only fly six manned missions. Boeing has indicated its intent to also use the craft on special astronaut missions, most likely for commercial space stations under development. For example, Boeing is a partner in the Blue Origin “Orbital Reef” space station project.
But it’s worth noting that Starliner is currently only able to fly on the United Launch Alliance’s Atlas V rocket. Boeing has had enough launches to complete NASA’s six original operational Starliner missions before the Atlas V rocket is retired. This means that in order to get the Starliner into orbit, Boeing will have to pay money for the United Launch Alliance’s Vulcan rocket, or some of the vehicles other. Boeing has not definitively defined its plans for any post-Atlas V missions on the Starliner. | aerospace |
https://www.itvoice.in/musks-aerospace-company-wins-pentagon-award | 2022-10-03T05:59:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337398.52/warc/CC-MAIN-20221003035124-20221003065124-00152.warc.gz | 0.935157 | 333 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__190467304 | en | Elon Musk’s aerospace company i.e. SpaceX won 149 million dollars as a contract to create missile-tracking satellites for the administrative building known as Pentagon, the United States SDA said this on 5th October 2020. It is tesla’s 1st government contract for building satellites.
SpaceX is known for making reusable rockets and astronaut capsules. The company, tesla is leaping up the production of satellites for Starlink. It is a growing constellation of 100 Internet-radiating satellites that the company’s CEO has hoped to generate enough income to help fund in the SpaceX’s interplanetary objectives.
Image from Tesla
Under the Space Development Agency contract, the aerospace company would use the Starlink gathering plant in Redmond. As per the SDA official, It will be done to build 4 satellites that are going to be fitted with a wide-angle infrared missile-tracking sensor and it will be sold by a subcontractor.
L3 Harris Technologies recently received a sum of 193 million dollars to make another 4 satellites. Both firms are desired to deliver the satellites for launch between September to November 2022.
The awards are part of the SDA’s 1st phase to obtain satellites to notice and track missiles like intercontinental ballistic missiles, which can travel to long distances and are arduous to track and capture.
Elon musk’s aerospace company received 28 million dollars in 2019 from the Air Force to use the unexperienced Starlink satellite network to test encoded internet services with a number of military planes, although the Air Force has not placed an order for Starlink satellites. | aerospace |
http://www.fagenfighters.com/p40.html | 2017-03-23T16:13:16 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218187144.60/warc/CC-MAIN-20170322212947-00203-ip-10-233-31-227.ec2.internal.warc.gz | 0.967851 | 453 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__201925403 | en | The Curtiss P-40 Warhawk was an American single-engine, single-seat, all-metal fighter and ground attack aircraft that first flew in 1938. It was used by the air forces of 28 nations, including those of most Allied powers during World War II, and remained in front line service until the end of the war. It was the third most produced American fighter ever, after the P-51 and P-47; by November 1944, when production of the P-40 ceased, 13,738 had been built, all at Curtiss-Wright Corporation's main production facility at Buffalo, New York.
The P-40 design was a modification of the previous Curtiss P-36; this reduced development time and enabled a rapid entry into production and operational service.
Warhawk was the name the United States Army Air Corps adopted for all models, making it the official name in the United States for all P-40s. The British Commonwealth and Soviet air forces used the name Tomahawk for models equivalent to the P-40B and P-40C, and the name Kittyhawk for models equivalent to the P-40D and all later variants.
P-40s first saw combat with the British Commonwealth squadrons of the Desert Air Force (DAF) in the Middle East and North African campaigns, during June 1941. The Royal Air Force's No. 112 Squadron was among the first to operate Tomahawks, in North Africa, and the unit was the first to feature the "shark mouth" logo, copying similar markings on some Luftwaffe Messerschmitt Bf 110 twin-engine fighters.
In theatres where high altitude performance was less important, the P-40 proved an effective fighter. Although it gained a post-war reputation as a mediocre design, suitable only for close air support, more recent research including scrutiny of the records of individual Allied squadrons indicates that the P-40 performed surprisingly well as an air superiority fighter, at times suffering severe losses, but also taking a very heavy toll on enemy aircraft. The P-40 offered the additional advantage of low cost, which kept it in production as a ground attack fighter long after it was obsolete in air superiority. | aerospace |
https://www.aeroclippervideo.com/USAAF_Newreels_1941_WWII_DVD_p/avv-018.htm | 2023-11-28T11:13:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099281.67/warc/CC-MAIN-20231128083443-20231128113443-00472.warc.gz | 0.87549 | 310 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__182754164 | en | USAAF Newsreels 1941 WWII DVD contains over two hours of US Army Air Forces newsreels covering a remarkable array of WWII aircraft, battles, military training, and home front topics. See a German Junkers bomber built to bomb New York!
Film #1 - United States Army Air Forces Newsreels 1941 - shows aerial maneuvers, construction of aircraft in factories, launching of naval vessels, testing of equipment, civil defense drills, Army ground maneuvers in Louisiana, testing of new aircraft including the worlds largest airplane, the B-19. See USAAF, RCAF and RAF cadets in training, glider and parachute training, German airborne invasion of Norway, Argentine Independence Day, Japanese attack on Pearl Harbor, sports and recreation. Lend-Lease to Britain, and troops in the Philippines. Includes the Pitcairn PA-36 autogyros and the Flying Wing. Run-time of 85 minutes in B&W.
Film #2 - D-Day To Germany 1944-1945 - Pre-invasion London, Normandy landings, Cherbourg, Paris liberation, the Siegfried line, Aachen, Berlin in ruins, IKE in Kansas City, and a Junkers 290 built to bomb New York. Filmed and narrated in 1970 by Jack Lieb, News of the Day war correspondent. Run-time of 35 minutes in color.
Total run time for Army Air Forces Newsreels WWII DVD is about 2 hours, 5 minutes in color and B&W. Format is NTSC DVD. | aerospace |
https://www.nerdsinthegalley.com/site/article.php?a4b00e=pockocmoc-live | 2023-01-31T06:28:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499845.10/warc/CC-MAIN-20230131055533-20230131085533-00136.warc.gz | 0.908555 | 2,286 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__297025877 | en | Perhaps the out of the solar system would need to understand the gravity of such a solution while aiming for the sun or Jupiter is using the gravity of the situation. The Russians also has their own space station named Mir. Welcome and hope you enjoy our efforts.
We periodically launch voting for the best application, according to the results of the last vote, this application received a rating of 4.5 out of 5.0 on a five-point rating scale, with a total of 52,352 people voting. Skylab remained in orbit for six years and the Chinese Tiangong-1 Space Station is predicted to make it approximately five years. Click to share on Facebook (Opens in new window), Click to share on Twitter (Opens in new window), Click to share on LinkedIn (Opens in new window), Click to share on Reddit (Opens in new window), Click to share on Tumblr (Opens in new window), Click to share on Pinterest (Opens in new window), Click to share on Pocket (Opens in new window), Click to share on WhatsApp (Opens in new window), Click to share on Telegram (Opens in new window), Click to email this to a friend (Opens in new window), China’s Tiangong-1 Space Station Falling Down, Islam from First Muslim to Total Control, Five Stages of Islamic Conquest, Potential British Exit from European Union, Israeli Political Stalemate Strikes Again, Western Society Corrupted and Erroneous Beliefs, British Choose Conservative Party While People Riot in Iran. How long it remains of use will depend upon planning with a mix of luck as a disastrous collision with any of the following: space debris, meteor, asteroid, comet or other natural space projectile; would be a disaster. There were orientation thrusters which could have reduced the station speed bringing it to earth faster, but that would have probably led to larger pieces reaching the ground. Hopefully Stan had a nice vacation in San Francisco paid for in mid trip by the San Francisco Examiner.
Download ISS on Live: Space Station Tracker & HD Earth View Apk 4.9.8e for Android.
How to watch live: https://go.nasa.gov/3lrWzAa Hopefully the paper made a large deal as they probably doubted anybody in Australia would have heard of the offer, let alone fly to San Francisco to claim the prize. Space Agencies of the International Space StationTop Row Main AgenciesSecond Row Member European Agencies, The ISS has delivered some exciting discoveries, most intentional and some simple accidents happened upon through the actions of everyday life aboard the station. Skylab caused minimal damage falling in one of those middle of nowheres, namely the Australian Outback and the oceans around Australia and northward into the Pacific Ocean. The rumors started when the station was recently decommissioned and the Chinese astronauts were returned home early without any replacements being sent to the station. Sorry, your blog cannot share posts by email. If you are a lover of space or astronomy, you will like ISS onLive. Reddit gives you the best of the internet in one place. Through a configurable alert you will be able to receive notifications of the following events:✓ Sunrise and sunset at ISS.✓ Visible pass over your region: through the compass tool you will be able to know the exact place in the sky where the ISS will be visible to the naked eye and for how long.✓ Day pass: observe your country through the live retransmission of the cameras of the International Space Station.✓ ISS day pass in other countries: using the manual location tool, we will be able to know the ISS orbits over other regions of our interest and see their landscape through the cameras.✓ Special events: arrival/departure of new crews (Soyuz, SpaceX Crew Dragon, Boeing CST-100 Starliner), spacewalks, launches (Falcon, SpaceX, Dragon, Progress, Cygnus, ATV, JAXA HTV Kounotori), dockings/undokings, experiments, communications with Earth from NASA and Roscosmos (Pockocmoc).Twitter: @ISSonLive.
The lack of any specific date, location or other normative information about how, where and why the space station will return to Earth or whether any parts are expected to reach the ground or even where any reentry might occur further reinforces the rumors that there is a problem with the station and the Chinese no longer are controlling its movements. China has finally confirmed suspicions that their Tiangong-1 Space Station will fall from orbit at some point in 2017. You will also be able to experience the day-to-day life of astronauts watching them work inside the ISS.This application integrates Google Maps to track the orbit of the ISS at all times and allows you to configure parameters such as the choice of different types of maps, satellite or terrain. BTC.
Three space travelers are set for an Oct. 14 launch to the International Space Station. It is now possible to see Earth 24 hours a day, 7 days a week, through the live transmission of the Space Station's cameras. It finally crashed to the Earth on March 23, 2001.
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http://www.ajc.com/news/news/local-obituaries/leroy-eley-85-always-knew-he-wanted-to-fly/nR4CM/ | 2013-05-23T22:22:25 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704007597/warc/CC-MAIN-20130516113327-00019-ip-10-60-113-184.ec2.internal.warc.gz | 0.989453 | 681 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__97814730 | en | Before he could fully pronounce the word ‘airplane,’ a 2-year-old Leroy Eley would stand on the docks near his boyhood home of Harlem and look up at the sky.
“They said he’d point and say ‘air-pwane,’ ” said his daughter, Wendy Eley, of Atlanta. “He always knew he wanted to fly.”
Mr. Eley wanted to be a commercial airline pilot, but he came along during a time when the color of his skin kept him from achieving his dream. So he did the next best thing: He taught others to fly.
“And it was a shame, because he would have been a fantastic airline pilot,” said friend Don Chapman, a retired Delta pilot and Naval captain who lives in Newnan. “But he’s one of the guys who paved the way for the rest of us.”
Leroy Edward Eley Sr., of Atlanta, died Aug. 30 at home from complications of pancreatic cancer. He was 85. A funeral is scheduled for 11 a.m. Thursday at Jackson Memorial Baptist Church, Atlanta. Murray Brothers Funeral Home is in charge of arrangements.
As a flight instructor for more than 50 years, Mr. Eley received his initial training from the Army Air Corps, when he was assigned to the Tuskegee Army Airfield. He volunteered for the Corps when he was 17, and was accepted after he passed a college equivalency test for military flight training, as a high school junior. He was placed in Alabama by the time he was 18, but World War II ended not long after his arrival, so he continued his training as a civilian in Long Island, N.Y.
Mr. Eley worked as an aviation inspector for the Apollo space program in the ’60s, his daughter said, and helped build the Lunar Excursion Module, which was part of the spacecraft. He later worked as a flight instructor at what was the Suffolk County Air Force Base, and then for the Federal Aviation Administration, where he not only worked with commercial pilots but also investigated plane accidents.
“He had a tremendous amount of knowledge,” said friend and former student Jim Pittarelli, of Queens, N.Y. “He was a wonderful instructor because of that, and he had patience and he could transmit confidence to a student. That’s what he did for me.”
One of Mr. Eley’s most impressive accomplishments was his diversity of flight experience, considering he never worked as a pilot, Mr. Chapman said. Ms. Eley said her father held every flight certification available, on land and sea.
“He flew more types of aircraft than I ever did,” Mr. Chapman said. “I mean, he even went and got his float plane rating when he was 79 years old, so that says a lot about his dedication to aviation.”
In addition to his daughter, Mr. Eley is survived by his son LeRoy E. Eley Jr. of Long Island, N.Y.; brothers, Charles Eley of Tampa, and Melvin Eley of Newark, N.J.; four grandchildren; and one great-grandson. | aerospace |
http://lists.psas.pdx.edu/pipermail/psas-avionics/2007-July/011260.html | 2018-06-20T01:31:21 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863407.58/warc/CC-MAIN-20180620011502-20180620031502-00343.warc.gz | 0.818908 | 121 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__209888884 | en | [psas-comm] Comm team restart
Wed Jul 18 00:03:14 PDT 2007
Comm team people:
The communications team needs to reestablish itself to build a basic
video package for the immediate LV airframe launch coming up soon, and
ultimately to start talking about the new avionics package
communications needs. I'm thinking Digital Video!
So to get started, lets meet during tomorrows PSAS meeting (18-Jul-2007)
at 7pm at FAB 150.
See you there;
More information about the psas-avionics | aerospace |
https://www.thermalspray.com/five-key-industries-that-benefit-from-thermal-spray-coatings/ | 2024-02-22T13:28:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473819.62/warc/CC-MAIN-20240222125841-20240222155841-00671.warc.gz | 0.895529 | 712 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__159740432 | en | Five Key Industries That Benefit From Thermal Spray Coatings
In the realm of industrial thermal coating, thermal spray coatings have emerged as a game-changer, revolutionizing the way critical components are protected and enhanced for various applications. This advanced coating technique consists of applying molten or heated materials onto a surface, creating a durable and high-performance protective layer. Thermal spray coatings offer an array of benefits, including improved wear resistance, corrosion protection, thermal insulation, and electrical conductivity. In this article, we will explore five key industries that reap the rewards of thermal spray coatings, elevating the performance and longevity of their vital equipment and components.
The aerospace industry demands components that can withstand extreme conditions while maintaining optimal performance. Thermal spray coatings find extensive use in this sector, where aircraft parts, such as turbine blades, engine components, and landing gear, benefit from enhanced wear resistance and thermal protection. Coatings like thermal barrier coatings (TBCs), made of ceramic materials like zirconia, are applied to critical engine components to protect them from high-temperature environments and ensure efficient engine operation. Additionally, thermal spray coatings help improve fuel efficiency and reduce maintenance costs in the aerospace industry.
In the automotive sector, thermal spray coatings play a vital role in enhancing engine performance, reducing emissions, and extending the lifespan of various components. Cylinder walls, pistons, and valves are often coated with thermal spray materials to improve wear resistance and reduce friction, thereby increasing fuel efficiency. Additionally, thermal spray coatings provide corrosion protection for automotive components exposed to harsh environmental conditions, such as exhaust systems and suspension parts, ensuring longevity and reliability.
The energy industry, including power generation and oil and gas sectors, greatly benefits from the application of thermal spray coatings. Gas turbine blades and combustion chamber components utilize thermal barrier coatings to withstand the high temperatures generated during power generation. These coatings enhance the efficiency of turbines and protect against thermal fatigue and corrosion. In the oil and gas industry, specialized coatings provide corrosion resistance to pipelines, valves, and pumps, extending their service life and reducing downtime for maintenance.
Medical and Healthcare Industry
In the medical and healthcare sector, coatings find unique applications in enhancing the performance and biocompatibility of medical devices. Orthopedic implants, such as joint replacements and bone screws, can be coated with bioactive materials like hydroxyapatite to promote bone integration and reduce the risk of rejection. Thermal spray coatings also aid in creating wear-resistant and durable surfaces for surgical instruments, ensuring precision and longevity during medical procedures.
Electronics and Telecommunications Industry
The electronics and telecommunications industry relies on coatings to provide effective electromagnetic interference (EMI) shielding and thermal management for electronic components. Coatings with high thermal conductivity, such as copper and aluminum, are applied to heat sinks and electronic enclosures to dissipate heat efficiently, preventing overheating and ensuring optimal performance. EMI shielding coatings protect sensitive electronic devices from electromagnetic interference, enhancing signal integrity and reliability.
Thermal spray coatings have emerged as a versatile and effective solution for various industries, providing enhanced protection, improved performance, and extended lifespan for critical components. From aerospace and automotive to energy, medical, electronics, and telecommunications, thermal spray coatings play a pivotal role in elevating the efficiency and reliability of vital equipment and devices. As technology and materials continue to advance, the applications of thermal spray coatings are expected to expand further, meeting the evolving needs of industrial thermal coating across diverse sectors. | aerospace |
http://su-27flanker.com/2015/10/30/u-s-navy-and-peruvian-air-force-jets-flight-over-uss-george-washington-cvn-73/ | 2018-02-22T10:55:45 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814101.27/warc/CC-MAIN-20180222101209-20180222121209-00419.warc.gz | 0.815125 | 339 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__203554652 | en | U.S. Navy and Peruvian Air Force Jets Flight over USS George Washington (CVN 73)
PACIFIC OCEAN (Oct. 1, 2015) Aircraft assigned to Carrier Air Wing 2 fly alongside a Peruvian air force MIG-29 and Mirage 2000 during a photo exercise above aircraft carrier USS George Washington (CVN 73). Washington is currently deployed as a part of Southern Seas 2015.
The eighth deployment of its kind, Southern Seas 2015 seeks to enhance interoperability, increase regional stability, and build and maintain regional relationships with countries throughout the region through joint multinational and interagency exchanges and cooperation.
On photos we can see next jets:
Boeing F/A-18E Super Hornet from Strike Fighter Squadron 137 (VFA-137) ” Kestrels “, also Commander CVW-2;
McDonnell Douglas F/A-18C(N) Hornet from VFA-34 ” Blue Blasters “;
Mikoyan-Gurevich MiG-29S from Escuadrón Aéreo 612, Air Force of Peru;
F/A-18E from VFA-192 ” Golden Dragons “;
Dassault Mirage 2000 DP from Escuadrón Aéreo 412, Air Force of Peru;
EA-18G Growler from Electronic Attack Squadron 136 (VAQ-136) ” Gauntlets “.
(U.S. Navy photos by Lt. j.g. David Babka/Released)
(U.S. Navy photo by Mass Communication Specialist 3rd Class Bryan Mai/Released) | aerospace |
https://clarityinformation.com/Amazon%20Launches%20First%20Rocket%20For%20The%20Broadband%20Satellites%20Project | 2022-06-25T10:48:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103034930.3/warc/CC-MAIN-20220625095705-20220625125705-00619.warc.gz | 0.93788 | 530 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__3578987 | en | Amazon Launches First Rocket For The Broadband Satellites Project
Amazon will be competing directly with SpaceX, and the UK government-owned One Web in order to establish a constellation broadband-providing satellites. Project Kuiper will see Amazon purchasing the largest commercial launch batch in history and securing space for 83 rockets to launch 3,236 satellites.
The company announced that Amazon will be competing directly with SpaceX, and the UK government-owned One Web in order to establish a constellation broadband-providing satellites.
Project Kuiper will see Amazon purchasing the largest commercial launch batch in history and securing space for 83 rockets to launch 3,236 satellites.
"We still have a lot of work ahead of us, but the team continues to hit milestone after milestone across all aspects of our satellite system," Dave Limp (Amazon senior vice-president devices and services), stated.
"These launch agreements are a reflection of our incredible belief and commitment to Project Kuiper. We're proud that we have such a strong lineup of partners to help us achieve our mission."
Amazon's rivals have a longer lead time. SpaceX currently has 2,110 satellites orbiting as part of Starlink's broadband network. One Web launched 428 out of 648 planned launches in its initial batch.
Project Kuiper will launch its first satellites in the fourth quarter of 2012. The company is still waiting to see the results from the demonstration mission before committing to a full launch.
Space-based internet companies have become more competitive as they vie for space on rockets that can take them to orbit. OneWeb, which is partly owned by the UK after the Treasury saved the company in 2020 from bankruptcy, was forced to postpone plans for a March launch after the conflict in Ukraine. SpaceX was able to support the company by signing a deal to place its satellites on the backs of rival rockets.
SpaceX increased the price of a launch earlier this year by 12%, "to account excessive levels of inflation", marking the first increase in the standard price for a launch in almost six years. Private launches of SpaceX's Falcon 9 rocket cost $67m (PS51m).
Jeff Bezos is the Amazon founder. However, Blue Origin will provide only a fraction of the spaceflight capacity needed to launch Project Kuiper into orbit. Amazon has signed 12 contracts for Blue Origin's New Glenn rocket launches, with options to add 15 more. It also secured 18 launches on Arianespace's Ariane 6 rocket in France, 38 launches on United Launch Alliance's Vulcan rocket, and the last nine launches from Atlas V.
What's Your Reaction? | aerospace |
https://apunked.wordpress.com/trojan-horse/ | 2022-12-01T12:25:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710813.48/warc/CC-MAIN-20221201121601-20221201151601-00170.warc.gz | 0.950977 | 14,581 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__289294814 | en | We all saw the planes head straight for the twin towers and crash into them. So there must have been real live hijackers on those planes up until the end – right?
Wrong. What we witnessed was a clever misdirection – a craftily-managed stage-trick.
The Israelis accomplished this sleight of hand by use of:
1) Parachutes – to enable the Israeli Mossad agents to escape from the planes before they crashed; and
2) The autopilot – to allow the planes to be flown pilot-lessly.
Autopilot has been technology that has been in use on airliner jets for quite a few decades now. Remember the spoof comedy in the 70s, “Flying High”? Autopilots were a feature of airliners even back then.
… such pilotless airliners have been talked about for years, and the result has always been that passengers are not yet comfortable with the idea of letting a computer fly the plane unaided. But here is the real kicker: they already do! It’s just that there are also pilots who “monitor” the computer during flight. If you are in an airliner, it is more likely than not that the FMCS is actually flying the plane. In fact airliners are far safer because of it. Computers don’t get distracted or tired, they don’t turn up drunk, and they don’t get suicidal because of personal problems.
The autopilot can engage in lateral and vertical navigation after the aircraft has attained a radio altitude of 100 to 400 feet.
Joe Vialls outlines the development of the autopilot on his website:
In order to control an aircraft in three-dimensional space, the pilot uses the control yoke (joystick) in front of him, rudder pedals under his feet, and a bank of engine throttles located at his side. Without engine thrust the aircraft would not fly at all, so the throttles are largely self explanatory: For more speed or altitude increase throttle, for less speed or altitude decrease throttle.
In order to raise or lower the nose of the aircraft, the pilot pulls or pushes on the control yoke, which in turn raises or lowers the elevators on the horizontal tailplane. To bank the aircraft left or right, the pilot moves the control yoke to the left or right, which in turn operates the ailerons on the outer wings. Lastly, to turn left or right at low speed or “balance” turns at high speed, the pilot presses the left or right rudder pedals as required, which in turn move the rudder on the vertical stabilizer.
Back in the early days of flight, the control yoke and rudder pedals were connected to the various flight control surfaces by thin cables, meaning the pilot had direct physical control over every movement the aircraft made. This was no great problem for an average man flying a small biplane, but as aircraft grew ever bigger, heavier and faster over the years, the loadings on the control yoke and rudder pedals became huge, certainly well beyond the ability of a single pilot to handle unaided.
By the late fifties we were well into the age of hydraulics, where just like the power steering on your automobile, hydraulic rams were placed in line between the pilot’s control cables and each individual control surface. Now when the pilot moved the control yoke, the cables activated sensors, which in turn activated one or more hydraulic rams, which in turn moved one or more control surfaces. For the first time since Bleriot and the Wright brothers, pilots were of necessity being steadily distanced from direct control of their own aircraft.
When the multinationals and DARPA finally came on the scene in the mid-seventies, aircraft systems were even more advanced, with computers controlling onboard autopilots, which in turn were capable of controlling all of the onboard hydraulics. In combination these multiple different functions were now known as the “Flight Control System” or FCS, in turn integrated with sophisticated avionics capable of automatically landing the aircraft in zero visibility conditions. In summary, by the mid-seventies most of the large jets were capable of effectively navigating hundreds of miles and then making automatic landings at a selected airport in zero-zero fog conditions. All of this could be accomplished unaided, but in theory at least, still under the watchful eyes of the flight deck crews.
As the author states, all modern airliners are equipped to fly on autopilot. Boeing 777s, 767s and 757s have advanced computer systems called Flight Control System (FCS) or Flight Management Control System (FMCS) and Future Air Navigation System (FANS) that control pilotless flight. These computer systems are built-in. Few other planes have built-in computer systems. This is probably the reason these planes, 767s and 757s, were chosen for the hijacking.
“A flight management system or FMS is a computerized avionics component found on most commercial and business aircraft. It is sometimes referred to as an FMC or Flight Management Computer and also as FMGS – Flight Management Guidance Envelope System (Airbus). Its primary function is to assist the pilots in navigating and managing the aircraft. The system uses data from sources such as conventional navaids, the aircraft’s inertial navigation systems and GPS to determine the position of the aircraft. Additional information such as standard departure, arrival and instrument approach procedures are also contained in the onboard database. The raw data, the routing programmed by the pilot, as well as other pertinent information from the database, are combined to create a moving map display, which is called the Navigation Display (ND) on Boeing aircraft. Compared to traditional ‘round-dial’ equipment, such display can significantly improve the situational awareness of the pilots. The FMS also assist in calculating aircraft performance data such as takeoff and landing speeds and optimum cruise speed and level.
The FMS is connected to an autopilot, and is often coupled to additional multi-function displays. In some newer systems, the FMS can relay the aircraft’s position back to air traffic control or airlines’ dispatchers via a DATALINK or SATCOM.
While and autopilot can be set to just maintain aircraft heading and altitude, a flight management system can be programmed to do much more. By providing inputs to the autopilot and throttles, it can guide the aircraft through a complex set of speed, course and altitude changes from the airport of origin to the destination, greatly reducing pilot workload.
Some flight planning systems can produce a flight plan in a form which can be loaded automatically into the flight management system. [My emphasis]”
From Wikipedia: http://www.en.wikipedia.org/wiki/Flight_management_system
Image: Flight Management Computer
With a flight plan loaded into the built-in system, the FMCS (flight management computer system) of the 757 and the FMCS of the 767 can fly the planes by themselves from immediately after take-off to final approach. FANS (Future Air Navigation System) integrates with the FMCS to fly the plane with pinpoint accuracy. FANS was first fitted into airliner flight systems in 1998 (three years before 9/11). This is the information from Boeing:
The 757-200 flight deck, designed for two-crew member operation, pioneered the use of digital electronics and advanced displays.
* A fully integrated flight management computer system (FMCS) provides for automatic guidance and control of the 757-200 from immediately after takeoff to final approach and landing.
* The precision of global positioning satellite (GPS) system navigation, automated air traffic control functions, and advanced guidance and communications features are now available as part of the new Future Air Navigation System (FANS) flight management computer.
* The captain and the first officer each have a pair of electronic displays for primary flight instrumentation.
* The engine indicating and crew alerting system, often called EICAS, monitors and displays engine performance and airplane system status before takeoff. It also provides caution and warning alerts to the flight crew if necessary. EICAS monitoring also aids ground crews by providing maintenance information.
The 757-200 is available with a wind shear detection system that alerts flight crews and provides flight-path guidance to cope with it.
Flight decks of the 757 and 767 are nearly identical and both aircraft have a common type-rating.
Pilots qualified to fly one of the aircraft also can fly the other with only minimal additional familiarization.
Image: FMS hardware
Hence alteration of the flight plan of a plane can be accomplished easily by loading the software containing the new flight plan onto the plane’s computer system.
Loadable software is standard on later-model Boeing planes including 767s and 757s.
Many newer airplanes, such as the Boeing 737-600/-700/-800/-900, 747-400, 767, and 777, feature loadable systems whose functionality may be changed or updated using onboard loadable software …..
In addition, software often can be loaded just in the time required to turn an airplane around for the next flight …….
The loadable software that would have been of interest to the Israelis were the flight management and navigation software. 767s and 757s contain all these types of loadable software:
Flight management computer (FMC) 767
Flight management computer system (FMCS) 757
Satellite communication system (SATCOM) 757, 767
Furthermore, additional functionality can easily be added by simply uploading the required software.
Operational program software (OPS)
A database is a collection of data arranged for easy access and retrieval by the operating system of an LRU [hardware line replaceable units]. Some of the databases used by software loadable LRUs are: Flight management computer (FMC) navigation database (NDB). […….] The NDB, which is quite familiar to operators, is a database of navigation and route information used by the FMC to carry out navigation tasks. NDB software is typically revised every 28 days and becomes available approximately one week before it becomes effective. [……]
Loadable software can be a useful tool for Boeing operators by providing them with the ability to quickly change or update functionality on their commercial airplanes. If operators take the necessary steps to prepare for the maintenance of loadable software systems, they can keep fewer hardware LRUs [hardware line replaceable units] in stock, increase hardware commonality, and reduce airplane modification time. The maintenance activity to use loadable software includes procuring the necessary loadable software parts and loadable LRUs, managing software libraries, preloading loadable software parts into loadable LRUs off the airplane, and verifying that loadable software part configurations conform to airplane certification documentation.
Israeli control of 9/11 airports provided opportunity
The Israelis had many opportunities to change the software of the planes’ computers because an Israeli company was in control of the security of all four 9/11 airports.
All 9/11 Airports Serviced by One Israeli Owned Company
It’s one of those times when an innocuous comment in an unrelated news report triggers a revelation.In the article at http://afrocubaweb.com/news/israelispying.htm there is the following paragraph:
“To make the situation worse, a private security company called ICTS, owned by an Israeli, Ezra Harel, and registered in the Netherlands, was employed at Charles de Gaulle airport to screen passengers boarding US planes. Most of its personnel are ex-Shin Bet officers. The company covers security at Boston’s Logan airport, where the American Airlines plane came down after flight attendants and passengers overpowered Reid.” […]
.. a visit to ICTS’ own web site at http://www.icts-int.com/ confirms that ICTS is in fact an Israeli owned company, and that it sells services to every airport from which the hijacked planes operated, including security, sometimes through wholly owned subsidiaries like Huntleigh USA Corporation.
It has been suggested that the incredible feat of hijacking four aircraft without a single arrest at the gate would require the resources of a nation-state. This is even more true with the revelation that at least one gun had managed to be aboard a hijacked plane. One company had automatic inside access to all of the airports from which hijacked planes departed on 9-11, and to the airports used by Richard Reid, the shoe bomber. An Israeli company. One that Mossad agents could easily find employment with without the management knowing who they were or what their purpose really was.
From Stephen M. St. John:
… security at some if not all of these airport gates of 9/11 was in the hands of an American minimum-wage subsidiary of a Dutch corporation called ICTS-International. What is most remarkable about this arrangement is that the Dutch corporation ICTS-International was, as of 9/11, Dutch in name only. An early 2003 check of its web-site showed a Board of Directors consisting entirely of nationals of the Zionist state with the single exception of the Comptroller, who apparently was the nominal Dutchman. And if I need to clue in the clueless, the Zionists were hellbent on finding a reason for the USA to invade Iraq. And it would be fair to say that these Zionists of ICTS-International were the gatekeepers of 9/11 and all that followed, such as the invasions of Iraq and Afghanistan. Interesting, eh?
But the story gets even wilder. Not long after 9/11, the chairman of ICTS, Ezra Harel, whose surname is famous in the annals of the Mossad, died suddenly of a heart attack in his early 50s on his yacht off the coast of Palestine. Talk about not being available for comment!
But that’s not the kicker. Hours before the House version of the first Patriot Act went to a vote, “technical corrections” were inserted into the body of the legislation whereby foreign security companies such as ICTS-International would be immune from lawsuits related to the events of 9/11. Talk about not being available for deposition! This “Patriot” act legislative sleight of hand occurred before the inception of the 9/11 Commission when Fearless Leader George W. Bush was still resisting the very IDEA of an investigation into 9/11. Hence, in the face of an institutional cover-up, citizens were denied the possibility of a discovery process which is normally afforded to litigants. Without such discovery process, ICTS-International would never be compelled by a court of law to give testimony and show evidence related to the missing airport video surveillance tapes of 9/11 or any other aspect of security measures in place on 9/11.
The legal situation has since changed and ICTS-International is now a co-defendant in a lawsuit in Federal District Court for the Southern District of New York. (see http://www.sept11tortlitigation.com).
What a tangled web the Israelis have woven with the 9/11 false flag attack:
Well one thing we do know is, is that security and passenger screening for Boston’s Logan Airport on 9/11 was managed by Huntleigh Corp — an American subsidiary of the ICTS. The ICTS is a giant security corporation under the ownership of 2 Jewish Chairmen: Harel Ezra and Menachem J. Atzmon. The company’s workforce is interconnected with Israel’s Governmental Security Agency: the Shabak aka Shin Bet. . Additionally, the Israeli software company Odigo Systems — several of its offices were stationed near the WTC by the way — had received attack warnings via instant messaging at roughly 2 hours prior to any of the 9/11 planes even taking flight. Isn’t it highly suspicious that despite having the luxury of 2 hours, Odigo personnel did not contact the ICTS in order to cancel all flights? This is yet another smoking gun which hasn’t gotten much exposure as of yet.
Now Odigo Systems is under the control of another Israeli owned company, Comverse. It just so happens that Comverse was founded by the Jewish CEO, Jacob Alexander, who by the way, is currently a fugitive and wanted by the FBI for “conspiracy to commit securities fraud, mail fraud and wire fraud, for his alleged role in a multimillion dollar stock options scheme.”. Several other Comverse Executives are also facing fraud charges for manipulating stock options.
Keeping that in mind, let’s look back to a related area concerning the pre-9/11 stock options estimated to have taken place between August 26, 2001 and the September 11 attacks; insider tradingairline companiesRaytheon gained significant stock resurgences immediately following the attacks. It also just so happens to be that Raytheon collaboratesElta Systems Ltd. to equip commercial aircraft with defense systems. Funny how all these things that have been mentioned just “seem” to be directly or indirectly correlated to each other in more ways than one. Seriously, it’s like it is almost impossible trying to expose the 9/11 conspiracy without tying Israel to it. The fact that Israel seems to be so ubiquitous in almost all (if not all) the facets of 9/11 is proof positive of a highly consistent pattern which demands a real investigation. with Israel’s that involved several Israeli Citizens selling a list of 38 stocks pertaining to the associated with the 9/11 events. Major U.S. Military contractor corporations such as …..
Loading the necessary software could have been completed well before the hijackers actually boarded the planes by Mossad agents ostensibly working at the airports as hired-hands but who were in reality avionics engineers.
Alternatively, the hijackers, well-trained in avionics before the mission, could have been the ones who changed the flight programming, a task they performed once they were at the planes’ controls. The Israelis would have had intimate knowledge of the workings of the Boeing airliners; their national fleet, El Air, consists of Boeings, including Boeing 767s and 757s.
The Israeli national airline operates six all-Boeing fleets – 737s, 747-200s, 747-400s, 757s, 767s and 777s…
Amateur pilots and high-G turns
The other curious aspect of the 9/11 planes is the way they were flown. Two planes were observed to carry out high-G maneuvers:
The plane that hit the Pentagon approached or reached its actual physical limits, military personnel have calculated that the Pentagon plane pulled between five and seven g’s in its final turn.
The same is true for the second aircraft to impact the WTC.
Image: Flight path of FL77. The endpoint is the Pentagon, near Arlington Cemetery.
Let’s see what an experienced airliner pilot has to say about the likelihood of someone inexperienced in flying airliners steering the 9/11 planes accurately into their targets:
This paper was written by a professional pilot who flew heavies for 25 years.
Posted January 31, 2006
THE JET-JOCKS (Who Couldn’t Solo A Cessna)
There are some who maintain that the mythical 9/11 hijackers, although proven to be too incompetent to fly a little Cessna 172, had acquired the impressive skills that enabled them to fly airliners by training in flight simulators.
What follows is an attempt to bury this myth once and for all, because I’ve heard this ludicrous explanation bandied about, ad nauseam, on the Internet and the TV networks—invariably by people who know nothing substantive about flight simulators, flying, or even airplanes.
A common misconception non-pilots have about simulators is how “easy” it is to operate them. They are indeed relatively “easy” to operate if the objective is to make a few lazy turns and frolic about in the “open sky”. But if the intent is to execute any kind of a maneuver with even the least bit of precision, the task immediately becomes quite daunting. And if the aim is to navigate to a specific geographic location hundreds of miles away while flying at over 500 MPH, 30,000 feet above the ground the challenges become virtually impossible for an untrained pilot.
And this, precisely, is what the four hijacker pilots who could not fly a Cessna around an airport are alleged to have accomplished in multi-ton, high-speed commercial jets on 9/11.
For a person not conversant with the practical complexities of pilotage, a modern flight simulator could present a terribly confusing and disorienting experience. These complex training devices are not even remotely similar to the video games one sees in amusement arcades, or even the software versions available for home computers.
In order to operate a modern flight simulator with any level of skill, one has to not only be a decent pilot to begin with, but also a skilled instrument-rated one to boot — and be thoroughly familiar with the actual aircraft type the simulator represents, since the cockpit layouts vary between aircraft.
The only flight domains where an arcade/PC-type game would even begin to approach the degree of visual realism of a modern professional flight simulator would be during the take-off and landing phases. During these phases, of course, one clearly sees the bright runway lights stretched out ahead, and even peripherally sees images of buildings, etc. moving past. Take-offs—even landings, to a certain degree—are relatively “easy”, because the pilot has visual reference cues that exist “outside” the cockpit.
But once you’ve rotated, climbed out, and reached cruising altitude in a simulator (or real airplane), and find yourself en route to some distant destination (using sophisticated electronic navigation techniques), the situation changes drastically: the pilot loses virtually all external visual reference cues. S/he is left entirely at the mercy of an array of complex flight and navigation instruments to provide situational cues (altitude, heading, speed, attitude, etc.)
In the case of a Boeing 757 or 767, the pilot would be faced with an EFIS (Electronic Flight Instrumentation System) panel comprised of six large multi-mode LCDs interspersed with clusters of assorted “hard” instruments. These displays process the raw aircraft system and flight data into an integrated picture of the aircraft situation, position and progress, not only in horizontal and vertical dimensions, but also with regard to time and speed as well. When flying “blind”, I.e., with no ground reference cues, it takes a highly skilled pilot to interpret, and then apply, this data intelligently. If one cannot translate this information quickly, precisely and accurately (and it takes an instrument-rated pilot to do so), one would have ZERO SITUATIONAL AWARENESS. I.e., the pilot wouldn’t have a clue where s/he was in relation to the earth. Flight under such conditions is referred to as “IFR”, or Instrument Flight Rules.
And IFR Rule #1: Never take your eyes off your instruments, because that’s all you have!
The corollary to Rule #1: If you can’t read the instruments in a quick, smooth, disciplined, scan, you’re as good as dead. Accident records from around the world are replete with reports of any number of good pilots — I.e., professional instrument-rated pilots — who ‘bought the farm’ because they screwed up while flying in IFR conditions.
Let me place this in the context of the 9/11 hijacker-pilots. These men were repeatedly deemed incompetent to solo a simple Cessna-172 — an elementary exercise that involves flying this little trainer once around the patch on a sunny day. A student’s first solo flight involves a simple circuit: take-off, followed by four gentle left turns ending with a landing back on the runway. This is as basic as flying can possibly get.
Not one of the hijackers was deemed fit to perform this most elementary exercise by himself.
Now let’s take a look at American Airlines Flight 77. Passenger/hijacker Hani Hanjour rises from his seat midway through the flight, viciously fights his way into the cockpit with his cohorts, overpowers Captain Charles F. Burlingame and First Officer David Charlebois, and somehow manages to toss them out of the cockpit (for starters, very difficult to achieve in a cramped environment without impacting the yoke and thereby disengaging the autopilot). One would correctly presume that this would present considerable difficulties to a little guy with a box cutter— Burlingame was a tough, burly, ex-Vietnam F4 fighter jock who had flown over 100 combat missions. Every pilot who knows him says that rather than politely hand over the controls, Burlingame would have instantly rolled the plane on its back so that Hanjour would have broken his neck when he hit the floor. But let’s ignore this almost natural reaction expected of a fighter pilot and proceed with this charade.
Imagine that Hanjour overpowers the flight deck crew, removes them from the cockpit and takes his position in the captain’s seat. Although weather reports state this was not the case, let’s say Hanjour was lucky enough to experience a perfect CAVU day (Ceiling And Visibility Unlimited). If Hanjour looked straight ahead through the windshield, or off to his left at the ground, at best he would see, 35,000 feet — 7 miles — below him, a murky brownish-grey-green landscape, virtually devoid of surface detail, while the aircraft he was now piloting was moving along, almost imperceptibly and in eerie silence, at around 500 MPH (about 750 feet every second).
In a real-world scenario (and given the reported weather conditions that day), he would likely have seen clouds below him completely obscuring the ground he was traversing. Indeed, it’s altogether possible he could have found himself in cloud, and could see nothing at all outside the cockpit except for an enveloping, luminescent, dense, white ‘fog’. With this kind of “situational non-awareness”, Hanjour might as well have been flying over Argentina, Russia, or Japan—he wouldn’t have had a clue as to where, precisely, he was.
After a few seconds (at 750 ft/sec), Hanjour would figure out there’s little point in looking outside—there’s nothing there to give him any real visual cues. For a man who had previously wrestled with little Cessnas, following freeways and railroad tracks (and always in the comforting presence of an instructor), this would have been a strange, eerily unsettling environment indeed.
Seeing nothing outside, Mr. Hanjour would be forced to divert his attention to his instrument panel, where he’d be faced with a bewildering array of instruments. He would then have to very quickly interpret his heading, ground track, altitude, and airspeed information on the displays before he could even figure out where in the world he was, much less where the Pentagon was located in relation to his position!
After all, before he can crash into a target, he has to first find the target.
It is very difficult to explain this scenario, of an utter lack of ground reference, to non-pilots; but let it suffice to say that for these incompetent hijacker non-pilots to even consider grappling with such a daunting task would have been utterly overwhelming. They wouldn’t have known where to begin.
But, for the sake of discussion let’s stretch things beyond all plausibility and say that Hanjour — whose flight instructors claimed was so clueless he “didn’t know how an automobile engine worked” — somehow managed to figure out their exact position in relation to their intended target as they traversed the earth at a speed five times faster than they had ever flown by themselves before.
Once he had determined exactly where he was, he would need to figure out where the Pentagon was located in relation to his rapidly-changing position. He would then need to plot a course to his target (one he cannot see with his eyes — remember, our ace is flying solely on instruments).
In order to perform this bit of electronic navigation, he would have to be very familiar with IFR procedures. None of these chaps even knew what a navigational chart looked like, much less how to how to plug information into the flight management computer (FMC) and engage LNAV (lateral navigation automated mode). If one is to believe the official story, all of this was supposedly accomplished by raw student pilots while flying blind at 500 MPH over unfamiliar (and practically invisible) terrain, using complex methodologies and employing sophisticated instruments.
Since we’ve come this far, let’s push beyond the ridiculous and presume Hanjour overcame this hurdle as well. He would then need to disengage the autopilot and auto-throttle, and hand-fly the aircraft to its intended — and invisible — target on instruments alone until such time as he could get a visual fix. This necessitated him to fly back across West Virginia and Virginia to Washington DC. (NB: This portion of Flight 77’s flight path cannot be corroborated by any radar evidence that exists, because the aircraft is said to have suddenly disappeared from radar screens over Ohio, but let’s not mull over that little point.)
According to FAA radar controllers, “Flight 77” then suddenly pops up over Washington DC and executes an incredibly precise diving turn at a rate of 360 degrees/minute while descending at 3,500 ft/min, at the end of which “Hanjour” allegedly levels out at ground level. Oh, I almost forgot: he also had the presence of mind to turn off the transponder in the middle of this incredibly difficult maneuver (one of his instructors later commented the hapless fellow couldn’t have spelt the word if his life depended on it).
And then, all of a sudden we have magic—Voila! Hanjour finds the Pentagon sitting squarely in his sights right before him.
But even that wasn’t good enough for this fanatic Muslim kamikaze pilot. You see, he found that his “missile” was heading towards one of the most densely populated wings of the Pentagon—and one occupied by the top military brass, including the Secretary of Defense, Rumsfeld. Presumably in order to save these men’s lives, he then executes a sweeping 270-degree turn and approaches the building from the opposite direction and aligns himself with the only wing of the Pentagon that was virtually uninhabited due to extensive renovations that were underway (there were some 120 civilians construction workers in that wing who were killed).
I shan’t get into the aerodynamic impossibility of flying a large commercial jetliner 10 feet above the ground at over 400 MPH. A discussion on ground effect energy, tip vortices, downwash sheets, wake turbulence, and jet blast effects are beyond the scope of this article. Let it suffice to say that it is physically impossible to fly a 200,000-lb airliner at 400+MPH, 10 feet above the ground.
The author, a pilot and aeronautical engineer, challenges any pilot in the world to do so in any high-speed aircraft that has a relatively low wing-loading (such as a commercial jet). I.e., to fly the craft at 400 MPH, 10 feet above ground in a flat trajectory over a distance of a mile. The reactive force of the hugely powerful downwash sheet, coupled with the compressibility effects of the tip vortices, simply will not allow the aircraft to get any lower to the ground than approximately one half the distance of its wingspan — until speed is drastically reduced, which is what happens during normal landings. In other words, if this were a Boeing 757 as reported, the plane could not have been flown below about 60 feet above ground at 400 MPH. [NB: Such a maneuver is entirely within the performance envelope of aircraft with high wing-loadings, such as fighters, the B1-B bomber—and the Global Hawk.]
Ditto, the pilots who flew the two 767s into the Twin Towers. They, too, would have had to have first found their targets. Again, these chaps, too, miraculously found themselves spot on course. And again, their “final approach” maneuvers at over 500 MPH are simply far too incredible to have been executed by pilots who could not solo basic training aircraft.
The writers of the official storyline expect us to believe, that once the flight deck crews had been overpowered, and the hijackers “took control” of the various aircraft, their intended targets suddenly popped up in their windshields as they would have in some arcade game, and all that these fellows would have had to do was simply aim their airplanes at the buildings and fly into them. Most people who have been exposed only to the official storyline have never been on the flight deck of an airliner at altitude and looked at the outside world; if they had, they’d realize the absurdity of this kind of reasoning.
In reality, a clueless non-pilot would encounter almost insurmountable difficulties in attempting to navigate and fly a 200,000-lb airliner into a building located on the ground, 7 miles below and hundreds of miles away and out of sight, and in an unknown direction, while flying at over 500 MPH — and all this under extremely stressful circumstances.
This article not only shows the impossibility of amateur pilots like Hani Hanjour flying the 9/11 planes, it also points out that well-trained and experienced pilots would not have been able to execute some of the flying maneuvers of the 9/11 planes. The plane that flew 10 feet above the Pentagon lawn at a speed of 400mph in a horizontal trajectory for a mile after executing a high-G 270 degree turn was not piloted by a human. It was flown by a computer.
Note the plane was heading towards the wing where Rumsfeld’s office was located and inexplicably, it does a difficult 270 degree turn. Israel did not want to kill one of their higher-placed sayan. Rumsfeld was an important player in the Zionists’ scheme, not only in the planning stages of 9/11 – the Secretary of Defense gave the critically important “stand down” order to the NORAD planes – but also in the initiation and execution of the wars that occurred in the aftermath of 9/11.
Here is another viewpoint that explains the ridiculousness of Arab amateur pilots flying the 9/11 aircraft:
While in the Air Force I worked on heat-seeking, video, electro-optical, and laser-guided air-to-air and air-to-ground missiles and bombs. As a profession today I work in computer network engineering. As a hobby I am an avid fisherman very familiar with the concepts of GPS. From my perspective it would be a piece of cake to build a back door access into an aircraft’s avionics and seize control of the vessel.
We do it all the time with computers. It uses the Telnet protocol and programs such as LanDesk, which are widely available. With it we take control of a remote computer (remote control) and fix it while the end-user sits there and watches their mouse cursor move all over the screen, windows opening and closing, and their computer will not respond to any input they give it. And now we can do it in a wireless setting using hubs and switches that work with IR light to transmit digital signals. This is really ancient technology in the computer industry. The need to control computers half way around the world started as soon as Al Gore invented the internet. GPS technology is nothing more than electro-optical technology taken to a much higher degree. E/O and laser guided weapons rely on an energy source to “paint” the target. The weapon uses the reflection as a homing beacon which guides it directly, and with the nth degree of precision, to the target. Using GPS fish locating equipment I can return to a spot in the middle of a 10,000 acre lake exactly. Not close, exactly. To guide a plane to a target the size of the WTC would be no sweat.
All that said, as unbelievable as people would like that scenario to seem, it violates me much less than the one that is being peddled. Imagine a 25-30 year old man that has never driven anything bigger than a family sedan, and never driven over 55 MPH. Then take this man and put him in an 18 wheeler in a city he does not know. Tell him he must drive that truck across town at 80 MPH to an address he does not have a map to find. Just tell him it is southwest from where you are. Make him do this at the rush hour. Then if he does arrive at the correct address, he must back that truck up to the loading dock and do it perfectly the first time. And he must do all this without incident of any sort. Then realize the pilots were flying an aircraft 2000 times larger than anything they had ever flown before. And they were not flying 50% faster than they had ever flown, but 400% faster. Then factor in that these young men knew they would be going to meet Allah. Imagine how their hearts would be racing and their hands shaking. And we get three direct, dead-center hits. That is what stretches my imagination, not the remote control part.
Image: Bewildering array of flight screens and computer screens
How would these amateur pilots have known how to disable the transponders? How did they prevent the pilots from punching in the hijacking code, something that would have taken the pilots only a few seconds to do?
American Airlines Flight 77, a Boeing 757, took off from Dulles Airport in northern Virginia at 8:10 a.m. and crashed into the Pentagon at 9:40 a.m. The Washington Post, September 12, says this: “Aviation sources said that the plane was flown with extraordinary skill, making it highly likely that a trained pilot was at the helm, possibly one of the hijackers. Someone even knew how to turn off the transponder, a move that is considerably less than obvious.”
According to the article, the air traffic controllers “had time to warn the White House that the jet was aimed directly at the president’s mansion and was traveling at a gut-wrenching speed–full throttle.
“But just as the plane seemed to be on a suicide mission into the White House, the unidentified pilot executed a pivot so tight that it reminded observers of a fighter jet maneuver. The plane circled 270 degrees from the right to approach the Pentagon from the west, whereupon Flight 77 fell below radar level, vanishing from controller’s screens, the sources said.” (“On Flight 77: ‘Our Plane Is Being Hijacked’,” The Washington Post, September 12, 2001, pgs. 1 & 11)
Remote control flight of 9/11 planes?
The Israelis would have wanted maximum control of the planes’ flight. If there had been another layer of control available to them, they would have opted for it. And as it turns out, FANS-equipped planes such as Boeing 767s and 757s provide for datalinks. Datalinks allow ongoing operational input from an external control center while the plane is in flight. Communication with the autopilot program can be established through a data port. Thus the plane’s flight can be altered mid-air from the ground even after it has been put on autopilot. In other words, remote-control flight is possible with these planes.
…. a FANS equipped aircraft can be remotely piloted via the data links. The onboard FMCS actually flies the plane, but the flight plan it flies can be changed via an external signal. Thus the aircraft is actually being piloted from the ground because it will fly where the person on the ground tells it to fly. You will notice that Boeing actually says that the FMCS can fly the aircraft from “immediately after take-off to final approach and landing”. To me this means that, unaltered, the FMCS can land the aircraft on a given runway. Takeoff is actually easier than landing, so one would assume that the FMCS could also takeoff, but that for some reason it has been disabled from doing so [in normal circumstances].
Operator Benefits of Future Air Navigation System
The current air traffic management system is experiencing growing difficulty as air traffic around the world continues to increase. With air traffic predicted to grow at the rate of five percent annually, the industry must find a new air traffic management system that provides greater capacity. One potential solution is a concept called Future Air Navigation System, or FANS. FANS offers a space-based method for handling increased air traffic, allowing operators to obtain maximum revenue from their operations while ensuring safe conditions for their passengers.
The air transport industry has developed a new concept for air traffic management that involves significant changes to airplanes, infrastructure, and ground systems. Known as Future Air Navigation System, this system is becoming increasingly attractive as an option for coping more efficiently with current traffic levels, as well as with the increased traffic levels anticipated in the future.
The current air traffic management system is based on ground navigational aids, radar, and voice communications, and will eventually be unable to cope with predicted air traffic growth. In response, Boeing has been working with the industry since 1983 to create FANS, which relies on space-based navigation and communication. (“What is FANS?”, below, describes the elements of FANS and the changes required for its implementation.)
Operator benefits offered by FANS include reduced fuel burn and flight time through direct routing, and increased payload capability for takeoff-weight-limited flights. If FANS were implemented, operators would be able to take advantage of several needed improvements:
1. Reduced separation between airplanes.
2. More efficient route changes.
3. Satellite communication.
4. No altitude loss when crossing tracks.
5. More direct routings.
1 Reduced Separation Between Airplanes
In non-FANS procedural airplane separation, errors in navigation and potential errors in voice communication between the flight crew and air traffic controller are considered when determining the necessary airspace separation between airplanes. The uncertainties of traditional voice position reporting and the delay associated with high-frequency relayed voice communications (20 to 45 min to make a high-frequency voice position report) require the air traffic controller to allow a tremendous amount of airspace between each airplane, typically 100 nmi laterally and 120 nmi longitudinally. This computes to 48,000 mi2 of airspace to protect one airplane, and means that airplanes often operate at less-than-optimal altitudes and speeds.
However, through a satellite data link, airplanes equipped with FANS can transmit automatic dependent surveillance reports with actual position and intent information at least every five minutes. The position is based on the highly accurate Global Positioning System (GPS).
Digital data communication between the flight crew and the air traffic controller drastically reduces the possibility of error, and allows greatly reduced airplane separations. The combination of improvements in communication, navigation, and surveillance allows authorities to reduce required separation distances between airplanes, which in turn allows airplanes to fly at their optimum altitude and burn less fuel.
2 More Efficient Route Changes
Oceanic operations currently are based on weather data that are 12 to 18 hr old. By using the satellite data link that is part of FANS, however, the latest weather data can be transmitted to an airplane while it is en route. Flight crews can then use these data to develop optimized flight plans, or those plans can be generated on the ground and transmitted to the airplane. Such dynamic re-routing may allow airlines to consider reducing discretionary fuel, which further reduces fuel burn or allows an increase in payload.
3 Satellite Communication
Satellite communication can reduce to a few minutes the response time for an airplane requesting a step climb to a new, optimum altitude to reduce fuel burn. Response time is currently 20 to 60 min.
4 No Altitude Loss When Crossing Tracks
To avoid potential conflict, an airplane that is approaching crossing tracks must be separated by altitude from any traffic on another track. As a result, one of the two airplanes can be forced to operate as much as 4,000 ft below optimum altitude.
But if the air traffic controller has timely surveillance data, including projected intent, and the airplane is able to control its speed so that it reaches the crossing point at a given time, altitude separation would be required less frequently.
5 More Direct Routings
In many cases, current air traffic routings are compromised to take advantage of existing navigation aids and radar coverage, resulting in less-than-optimum routings. Taking advantage of space-based navigation and communication would allow more direct (shorter) routes.
With FANS in place, operators could benefit from reduced fuel burn and flight time as well as increased payload capacity for takeoff weight-limited flights. As a result, costs associated with crew and engine maintenance could be reduced, allowing operators to apply the money saved toward implementing and operating new routes.
Airplanes must be equipped for several functions to support implementation of FANS (see “Status of FANS 1”, below, for airplanes equipped for these functions):
* Airline operational control (AOC) data link.
* Automatic dependent surveillance (ADS).
* Air traffic control (ATC) data link.
* Global Positioning System (GPS) integration.
* Required navigational performance (RNP).
* Required time of arrival (RTA).
The elements of the current air traffic management system operating in most of the world are described at the bottom of this page. “What is FANS?” describes a potential air traffic management system based on the concept of FANS. Figure 1 shows existing and potential sites of FANS installation.
AIRLINE OPERATIONAL CONTROL DATA LINK.
The AOC link gives airline data systems the ability to transmit new routes, position reports, and updated winds through the data link network.
AUTOMATIC DEPENDENT SURVEILLANCE.
The ADS function reports the current flight position via satellite or VHF data link to the air traffic controller or to the airline. This improves the surveillance of en route airplanes.
AIR TRAFFIC CONTROL (ATC) DATA LINK.
This function replaces the tactical communication between the flight crew and air traffic controller, allowing the flight crew to request deviations to, or replacements of, the filed flight plan. The air traffic controller also has the ability to directly request tactical changes to the airplane flight plan.
GLOBAL POSITIONING SYSTEM.
This improvement provides a more accurate position for en route operations and some approach operations. The navigation system must demonstrate that it can meet the required navigational performance criteria.
REQUIRED NAVIGATIONAL PERFORMANCE.
RNP criteria address accuracy, integrity and availability as set forth in FANS. The actual navigation performance is constantly monitored; if it exceeds the required navigational performance, the flight crew is alerted so that they can compensate for a situation in which they have less accurate information than the route requires.
REQUIRED TIME OF ARRIVAL.
This gives the flight crew the ability to assign a time constraint to a way point, allowing the airplane to cross a latitude or longitude at a specified time. The cruise speed is automatically adjusted to achieve that time, plus or minus 30 seconds. If the RTA is not possible, the flight crew is notified with a visual alert.
FANS represents a potential solution to the growing need for an air navigation system with greater capability. If all elements of the system were implemented, operators could expect such benefits as reduced fuel burn and flight time as well as increased payload and cargo. Possible flight operations improvements resulting from FANS include reduced space between airplanes, more efficient route changes based on updated wind models, satellite communication, no altitude loss when crossing tracks, and more direct routings.
Current Air Traffic Control System
The current air traffic system contains communication, navigation, and surveillance elements. Communication is through voice contact with an air traffic controller using high-frequency or very-high-frequency radio. Typically, high-frequency contact is handled through a third party who transcribes the messages on teletype and sends it to the controller. Over the continental United States and Europe, navigation is handled through ground-based navigational beacons. In oceanic airspace and airspace over less-developed countries, inertial-based navigators are used. In airspace over developed countries, surveillance is conducted using ground-based radar; in oceanic airspace or in airspace over less-developed countries, surveillance uses high frequency voice reports.
What is FANS?
The concept of FANS is based on using satellite technology to manage air traffic. The space-based FANS would be less expensive and less dependent on ground infrastructure than the current air traffic management system. Using FANS, flight crews and air traffic controllers would communicate through data links based on satellite-based networks and a global positioning system. Airplanes would also send data link position reports using satellite communication networks.
Several changes would be necessary to implement FANS, including changes in the operational concept used by states, airspace operational procedures used to coordinate how traffic controllers and flight crews communicate, and ground and airplane equipment.
Status of FANS 1
Approximately 15 airlines have purchased 350 ship-sets of FANS 1 upgrades for the 747-400. The 777 includes FANS 1 as a basic feature, and as of press time, Boeing anticipated certification of its 757, 767, and MD-90 FANS 1 airplanes during first-quarter 1998. FANS 1 will be an option on the 717. Certification dates are being determined for FANS programs for the MD-11 and MD-10F (a two-crew modification to the DC-10 freighter under development for Federal Express; see article on page 22).
NOTE: This report was written circa 1997.
Boeing planes that were anticipated to receive FANS 1 certification in 1998 (and probably did) included the 757 and767 models.
Boeing 757s feature as the test aircraft in NASA’s aeronautical research lab.
ARIES: NASA’s ‘Flying Lab’ Takes Wing
757 in front of Langley hangar
NASA’s Boeing 757-200 aircraft is equipped to conduct a range of research flight tests. Research Focuses On Safer Skies, Improved Efficiency
A Boeing 757-200 aircraft obtained by NASA in 1994 is now serving as a “flying laboratory” for aeronautical research. The aircraft is being modified extensively for a broad range of flight research programs in the next 20 years to benefit the U.S. aviation industry and commercial airline customers. Called ARIES, or Airborne Research Integrated Experiments System, the aircraft is being used to conduct research to increase aircraft safety, operating efficiency and compatibility with future air traffic control systems. It is a vital research tool in support of the agency’s Aviation Safety and Aviation Systems capacity programs.
The 757 is continuing work begun by the NASA 737-100 in state-of-the-art technologies such as electronic cockpit displays, flight management systems and flight safety devices. The 737, the first off Boeing’s production line in 1967, was decommissioned in 1997.
Current and projected research needs greatly exceeded the capabilities of the 737. The 757 is a more modern airplane that utilizes electronic systems to a much greater extent in this growing electronic age. The 757 will better support research and development of the aeronautical sub-systems for the airlines and the airframe and systems manufacturers. Already the airplane has been used for several research programs, including:
* Flight tests using Global Positioning System (GPS) satellite data to perform automated landings of the airplane.
* The study of jet-engine contrails to determine their effects on the atmosphere.
* Testing of a system to improve the safety and efficiency of aircraft during landing, taxiing and takeoff by giving pilots a computerized map showing airport ground operations.
Future research will focus on technologies to improve air safety and efficiency, including:
* Evaluation of a system that would provide pilots with better strategic and tactical weather information while in flight.
* Testing of an airborne system that allows closely-spaced approaches to landings during reduced visibility to increase airport capacity.
* Runway friction research.
The NASA 757 was located after an extensive survey of the jet airliner market. It was the second 757 built and the first one produced that was sold to an airline. The first 757 is owned by Boeing. The airplane now at Langley had been used by Boeing for Federal Aviation Administration certification of the 757 class of jet airliners.
The second-generation, digitally-equipped transport, designated N501EA, was obtained from the Eastern Airline bankruptcy estate. Langley took possession of the $24-million aircraft March 23, 1994, at McCarran International Airport in Las Vegas, Nev.
The 757, maintained and flown by NASA’s Langley Research Center in Hampton, Va., is an integral part of the Transport Research Facilities (TRF). The TRF is a set of tools used in a simulation-to-flight concept. This concept incorporates common software, hardware, and processes for both ground-based flight simulators and the 757, providing government and industry with an efficient way to develop and test new technology concepts to enhance the capacity, safety, and operational needs of the ever-changing national airspace system.
Flight Deck Research Station in B-757
The 757 features a Flight Deck Research Station on the left, or captain’s, side of the cockpit.
Facilities used in the simulation-to-flight concept are:
* The 757, which features the Flight Deck Research Station (FDRS) on the left side of the cockpit for test subjects to evaluate flight systems and operational procedures. The 757 also contains the Transport Research System (TRS), the research computers and data collection systems used to support experiments and tests in the Flight Deck Research Station.
* The Research System Integration Laboratory (RSIL), a special-purpose laboratory that contains a ground-based version of the TRS, is used for the integration and preflight validation of key hardwre and software systems required for simulation and/or flight tests.
* The Cockpit Motion Facility (CMF), a multiple-cab fixed- and motion-based flight simulation laboratory that contains the RSIL, the Integration Flight Deck (IFD) simulator cab and the Research Flight Deck (RFD) simulator cab.
* The IFD cab closely resembles the 757 flight deck and is used in support of flight testing on the ARIES and for aircraft systems integration studies.
* The RFD cab is an advanced subsonic transport flight deck used for full-crew-workload and full-aircraft-systems integration development and tests by the research community.
o Four research documentation video cameras are on the 757, three may be arranged anywhere within or on the airplane, and one on the tail that provides a “bird’s eye view” of the wings and front of the ARIES 757. Eight video recorders support the cameras, flight displays, and other data collection.
o Over 1,000 different data parameters are recorded throughout a research flight. Additional different parameters may be specified for recording during tests.
o Twelve test pallets/research work stations are in the baseline layout. Others are added depending on research needs.
o The 757 is 155’3″ long, and 44’6″ high at its tallest point, the tail. It measures 124’10” wingtip to wingtip.
For more information, contact the NASA Langley Office of Public Affairs at (757) 864-6124. Visit the web site at .
An aeronautical engineer, Joe Vialls (alias), elaborates on the theory of remote-controlled planes.
He writes of a project in the mid-70s, a cooperative effort between two multinationals (Raytheon and System Planning Corporation) and DARPA (Defense Advanced Projects Agency), to create a system that would help the authorities take over the controls of a hijacked aircraft.
Brilliant both in concept and operation, “Home Run” [not its real code name] allowed specialist ground controllers to listen in to cockpit conversations on the target aircraft, then take absolute control of its computerized flight control system by remote means.
The goal of the system was for the authorities on the ground to have complete control of the airliner, including having the ability to listen in on cockpit conversations:
From that point onwards, regardless of the wishes of the hijackers or flight deck crew, the hijacked aircraft could be recovered and landed automatically at an airport of choice, with no more difficulty than flying a radio-controlled model plane.
He proposes that this system, which was in place by the time the hijackings occurred, had been compromised by the conspirators breaking the Home Run computer codes:
The engineers had no idea that almost thirty years after its initial design, Home Run’s top secret computer codes would be broken, and the system used to facilitate direct ground control of the four aircraft used in the high-profile attacks on New York and Washington on 11th September 2001.
He describes a possible way the hijackers could have obtained datalink access – by piggybacking them onto the transponder channel:
Activating the primary Home Run channel proved to be easy. Most readers will have heard of a “transponder”, prominent in most news reports immediately following the attacks on New York and Washington. Technically a transponder is a combined radio transmitter and receiver which operates automatically, in this case relaying data between the four aircraft and air traffic control on the ground. The signals sent provide a unique “identity” for each aircraft, essential in crowded airspace to avoid mid-air collisions, and equally essential for Home Run controllers trying to lock onto the correct aircraft. Once it has located the correct aircraft, Home Run “piggy backs” a data transmission onto the transponder channel and takes direct control from the ground. This explains why none of the aircraft sent a special “I have been hijacked” transponder code, despite multiple activation points on all four aircraft. Because the transponder frequency had already been piggy backed by Home Run, transmission of the special hijack code was rendered impossible. This was the first hard proof that the target aircraft had been hijacked electronically from the ground, rather than by [FBI-inspired] motley crews of Arabs toting penknives.
Although a Home Run system could operate in the 9/11 Boeing planes, the system was not able to override any human cockpit control of the aircraft. However in 9/11, real live hijackers were involved, and these hijackers were able to wrest control of the planes from the legitimate pilots, so overriding human control of the aircraft was not a matter of concern for the conspirators.
The hijacking had been carefully planned, with every eventuality that could arise taken into consideration, and factored into the planning. There had been much forethought in the setting up of this false flag: from the concealment of the weapons on the planes beforehand – the weapons the hijackers employed on the crew and passengers with the intent to take decisive and quick control of the aircraft – to the disabling of the transponder and the emergency notification system, a task they had to complete promptly in order to prevent any chance of early interception by US defense jets.
This wasn’t some Mickey Mouse operation but a mission executed by experts who had practised it into the ground so that they could do it blindfolded. There were live rehearsals in actual airliners. Nothing was left to chance. Hence, when the time came to execute the mission, it would all go smoothly – without a single hitch. There would have been too many variables, too many chances of things going wrong for 9/11 to have been the work of amateurs.
It appears that at least one farsighted government had concerns about the potential for abuse of the Home Run hijack-recovery system. The Germans replaced the American version of the Home Run system that came with the planes they purchased from the US, with one that was under their control:
“As long ago as the early nineties, a major European flag carrier acquired the information and was seriously alarmed that one of its own aircraft might be “rescued” by the Americans without its authority. Accordingly, this flag carrier completely stripped the American flight control computers out of its entire fleet, and replaced them with a home grown version. These aircraft are now effectively impregnable to penetration by Home Run, but that is more than can be said for the American aircraft fleet…”
The European flag carrier which completely stripped the American flight computers out of its aircraft was Lufthansa, the German national airline.
It is instructive at this point to look at System Planning Corporation (SPC), a company that makes a Home Run type system.
Interestingly, Dov Zakheim, the former Pentagon Comptroller under whom 2.3 trillion dollars went missing, was once CEO of this company:
… in 2001 Dov was CEO of SPS International, part of System Planning Corporation, a defense contractor majoring in electronic warfare technologies, including remote-controlled aircraft systems, and the notorious Flight Termination System (FTS) technology that could hijack even a hijacked plane and land or crash it wherever.
Systems Planning Corporation
[…] Systems Planning Corporation, a company that designs and manufactures extremely sophisticated control/guidance technology that enables an external operator to fly, and land, aircraft by remote control. One of the company’s principal products is the Command Transmitter System (CTS), a fully redundant, self-contained, solid-state platform capable of providing totally programmable remote flight control capability, including high-precision electronic navigation.
The company’s parallel product, the Flight Termination System (FTS), enables system-equipped aircraft to be safely landed on any suitable runway in the world—regardless of the availability of ground-based navigational or landing aids (VOR, ILS, MLS, etc.).
Such total independence in all flight regimes is achieved through a variety of ultra-sophisticated space-based technologies, including Mil-spec DGPS (Differential GPS, using extremely precise encrypted military “P” Code transmissions), and is accurate to within one foot of the runway centerline during landing.
The CTS/FTS remote-control system is capable of controlling up to 8 airborne vehicles—including airliners—simultaneously from ground-based or airborne (AWACS) positions.
[“Coincidence”: Operation Vigilant Guardian, one of five NORAD “war game exercises” underway on the morning of 9/11 and orchestrated by Dick Cheney, involved the simulated hijacking of commercial airliners. At one point during the exercises, while the four “real” hijacked aircraft were airborne, as many as TWENTY-TWO independent radar blips representing “hijacked” aircraft were simultaneously displayed on FAA radar screens along the Eastern seaboard. This, obviously, created total pandemonium. Air traffic controllers who had been advised beforehand by NORAD of the “simulated hijackings”, began frantically calling NORAD to determine which of the twenty-two targets were “real” and which were “exercise.” All indications are that whatever it was that happened to the four real “hijacked” airliners occurred during this purposefully orchestrated melee while the order was given for the US Air Force to “stand down”.]
The CTS/FTS system (subsequently improved, tested and implemented by Raytheon) allows specialist ground controllers to listen-in on cockpit conversations on the target aircraft, then take absolute control of its computerized flight control system by remote means and safely land the aircraft at any airport within range.
In other words, this technology was designed to empower “law enforcement agencies” to hijack hijackers.
[NB: The ground station technology for CTS/FTS was developed by Raytheon under an Air Force contract for the Joint Precision Approach and Landings System (JPALS) program. A government-industry team accomplished the first precision approach/auto-land by a civil aircraft using this system on August 25, 2001 at Holloman AFB, NM. A FedEx Express 727-200 aircraft demonstrated hundred percent system proficiency by executing six full auto-lands using the JPALS ground station.
SPC produced remote control airborne vehicle technologies, and Zakheim had the Pentagon means to pay for them. Also, System Planning Corporation markets the technology to take over the controls of an airborne vehicle already in flight. For example the Flight Termination System technology could literally hijack the hijackers and land the plane safely wherever it wanted.
The Flight Termination System can be used with the CTS technology that can actually control up to eight vehicles at the same time. Just go to SPC’s site..It’s all there, better than United Flight 93 or Oliver Stone’s sleepy World Trade Center. It all comes back now: the technology developed in the late ‘70s after the first terror hijackings that then got into the wrong hands. And Zakheim’s proximity to what Stephen St. John calls the Command Control Communications Network in DC interwoven with a cousin network of Zionic if not bionic neo-cons.
In the link above, the two multinationals that worked with DARPA to create the Home Run system are identified as Raytheon and System Planning Corporation.
In partnership with Raytheon, System Planning Corporation also supplies CTS/FTS technology to commercial airplane manufacturers for installation in airliners (Boeing: confirmed; Airbus: undetermined, but highly probable given the consortium’s connection to BAE, a US military contractor.)
Were the 9/11 planes under remote control before and during their flights? This would have added another layer of control to the one that the Israelis already had by having access to the FCS on board the planes.
They were certainly able to fly the planes by autopilot. And all the flight control and guidance systems were in place in the planes for them to be flown by remote control. The Israelis had only to hack into the datalinks. Having done so, they could have flown the planes from an external vantage point.
Modifying the planes’ computer hardware and software and the electronic wiring on the planes would not have been hard to do if the planes had been in the conspirators’ hands prior to their fateful journeys, and we know the Israelis had ample opportunity, as all four 9/11 airports’ security was managed by an Israeli company, a company headed by a Jew with Zionist connections.
Then there is the fact that the planes stopped sending a transponder signal at some point after they had been taken over. The ability to do this assumes the hijackers had sophisticated knowledge of the operational controls of the aircraft or that the system had been compromised long ahead of the hijacking – programmed to stop working at some preset future point in time. All these factors point squarely to the Israelis and away from the accused Arabs.
History of the registration of the four 9/11 planes
As a footnote, it would be interesting to know the full history of the four 9/11 planes: where they had originated from, which countries had previously been in possession of them, and we know El Al flew a fleet of Boeings at the time of 9/11 ….
El Al set to operate fewer types in major fleet cost-cutting exercise. (El Al IIsrael Airlines aims to cut costs by reducing number of aircraft types)
Source: Flight International
Publication Date: 13-FEB-01
El Al set to operate fewer types in major fleet cost-cutting exercise.(El Al IIsrael Airlines aims to cut costs by reducing number of aircraft types)(Brief Article)
COPYRIGHT 2001 Reed Business Information Ltd.
Arie Egozi/TEL AVIV
El Al is planning to save money by selling its Boeing 757 and 767 fleets and boosting its 737s and 777s to reduce the number of aircraft types it operates.
The Israeli national airline operates six all-Boeing fleets – 737s, 747-200s, 747-400s, 757s, 767s and 777s…
Is the date of the report – 13 Feb 2001 – significant? Did the Trojan Horse aircraft come from the Israelis’ own national fleet, already outfitted with all the electronics and hardware needed to carry out the electronic hijacking of the planes?
2.3 missing trillions
SPC (System Planning Corporation) | aerospace |
http://indiannewstalks.com/india/s-400-missile-system-russia-ready-to-supply-india/ | 2017-08-17T15:33:10 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886103579.21/warc/CC-MAIN-20170817151157-20170817171157-00372.warc.gz | 0.956588 | 285 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__82464932 | en | Russia signed a deal with India to deliver S-400 triumf anti aircraft missile system. Russia today said that, it was preparing to supply S-400 anti aircraft missile systems to India and both the government were simply discussing the terms.
Russian Deputy Prime Minister Dmitry Rogozin told the media that, ” Precontract preprations are underway on the supplies of S-400 anti aircraft missile complexes to India.
Russian Official agency, TASS while quoting Rogozin told that, ” It is difficult to say yet how much time they will take. There is an agreement between Governments and now we are simply discussing the terms.
The Russian S-400 triumf anti aircraft missile is considered to be the most advanced surface to air missile system in the world. It can fire 3 types of missile and simultaneously engage 36 targets. It is capable of destroying drones at range of upto 400 kms. It is designed to knockdown aerodynamic flying targets. India needs a modern and effective air defense system, the supply of S-400 Triumf will radically change the face and structure of India’s Defense capabilities.
India had announced on October 15 last year a deal on Triumf anti aircraft missile system from Russia, worth over $5 million, and collaborate in making four state of art frigates beside setting up a joint production facility for making Kmaov Helicopters. | aerospace |
http://dish.andrewsullivan.com/2014/03/13/the-mysterious-fate-of-flight-370-ctd-2/ | 2021-09-17T23:02:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780055808.78/warc/CC-MAIN-20210917212307-20210918002307-00284.warc.gz | 0.961481 | 746 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__29939824 | en | — Alex Stone (@astoneabcnews) March 13, 2014
Jeff Wise finds it very odd that we still have no idea what happened to the plane:
Past air crashes have always turned up some definitive evidence by this stage of the proceedings. This incident (frankly, we’re not even 100 percent sure it is a crash) is different. So far, no debris field has been found, the Pentagon reports that it detected no midair explosions in the area, and Malaysian authorities have issued contradictory statements about what primary-radar tracks they may or may not have observed. Based on the vast search area, it appears that authorities believe that the plane may have been deliberately flown far from its original heading. If that’s the case, then whoever redirected the plane might well have timed its abduction to coincide with the period when it would have slipped out of sight of the air traffic control system anyway—presumed to be operating normally, but actually veiled in the fog of unknowability.
Ben Branstetter discusses how better technology could prevent such fiascos:
There are forces trying to implement the full benefits of satellite technology into the consumer aircraft market. One system, dubbed Automatic Dependent Surveillance-Broadcast (ADS-B) by Boeing itself, would create a worldwide network between Air Traffic Controllers and planes in the air, allowing any ATC to see where any ADS-B-equipped plane is at any moment thanks to second-by-second reporting to GPS satellites. Such a system, if adopted globally, could have solved the mystery of Flight 370 and the a dozen other aerial disappearances since the 1970s. Many delays stand in the way of ADS-B, otherwise known as NextGen, including a plethora of delays and an estimated $11 billion price tag.
But with 1 billion people expected to be flying annually by 2024—many of them on transcontinental flights—it is not only astonishing but pathetically negligent that such a crucial system relies on such archaic systems. The bewildering tragedy of Flight 370 highlights the anachronism of radar systems in a world where Google can identify my position within a single room. GPS technology went commercial more than 30 years ago and has only grown more widespread and accurate since then, yet the airline industry prefers the system used by Iceman and Maverick.
Update from a reader:
Many have brought up the possibility that the plane has been hijacked, but I’m surprised that no one is honing in on the potential motivations for such a hijacking. Specifically, wouldn’t it make sense to consider that separatist Muslim Uyghur’s from the northwest region of China might be responsible. The Chinese government blamed them for the deadly knife attack that occurred just two weeks ago. A hijacked plane diverted to Xinjiang province would appear to cover a distance comparable to the distance between Kuala Lumpur and Beijing. It has already been reported that the plane dramatically changed its route to the northwest and reached the Andaman Islands. From there, it appears the plane could simply travel due north to reach Xinjiang.
Lastly, it is being reported that the plane flew for more than 5 hours after the transponders were turned off. It would not take 5 hours for that plane to get to the Andaman Islands, so the question is, where did it go after that? My crazy, wild, and almost certainly incorrect guess is Xinjiang, home of the East Turkestan Islamic Movement. Remember, most of the passengers on the flight were Chinese, so successfully hijacking and landing the plane in Xinjiang would be, in the eyes of the Uyghurs, and incredible source of leverage. | aerospace |
https://privateaircraftcharter.lifetips.com/tip/147617/charter-flight-adventures/charter-flight-adventures/pick-your-flight-adventure.html | 2018-10-19T01:45:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512161.28/warc/CC-MAIN-20181018235424-20181019020924-00207.warc.gz | 0.88853 | 329 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__137294537 | en | Pick Your Flight Adventure
Read this tip to make your life smarter, better, faster and wiser. LifeTips is the place to go when you need to know about Charter Flight Adventures and other Private Aircraft Charter topics.
What Types of Flight Adventures Are Available?
Once a novelty, adventure flight options have become increasingly popular in recent years. Flight adventures are now a synonym for the phrase, “Whatever the mind can conceive, it can achieve.” Here are some options when chartering a flight adventure:
- Charter jets can take you almost anywhere you wish to find adventure. Almost all points of the globe are accessible.
- Combine an air charter and an adventure trip. Deep-sea fishing, safaris, mountain climbing, Grand Canyon exploring, or any number of other sites that create interest can be achieved.
- Hot air ballooning might be the perfect adventure flight. Typically lifting off early morning or around dusk, this might be a perfect choice for you.
- Fighter jet trips might feed your adventure needs. Want to fly a MIG fighter? Charter jets can get you to the Russian Republic and you can put a MIG through some exciting maneuvers.
- Zero gravity flights are also available in the U.S. and Russia. Should cost be a concern, Russian zero gravity trips are half the price of American flights ($135,000), but deliver the same excitement. Flight pricing includes training by space agency astronauts.
As you can see, the choices for flight adventures are only limited by your imagination and preferences. Even classic World War II prop-driven fighter plans are sometimes available for adventure flight. | aerospace |
http://www.tacoma.washington.edu/directory/employee_profile.cfm?employee_ID=105 | 2014-03-09T17:54:01 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394010048333/warc/CC-MAIN-20140305090048-00030-ip-10-183-142-35.ec2.internal.warc.gz | 0.893889 | 265 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__80427958 | en | |Dept:||Interdisciplinary Arts and Sciences|
- M.S., Aeronautics and Astronautics, George Washington University, 1973.
- B.S., Aeronautics and Astronautics, MIT, 1971.
Linda Dawson has over ten years experience as an engineer in industry, having worked as an Aeronautical Flight Controller on the Space Shuttle Program at NASA in Houston and then as a Navigation and Guidance Engineer for the Boeing Space Center. Linda left engineering several years ago to start a new career in teaching. She taught and developed curriculum for mathematics, engineering and computer related courses at several colleges in the Puget Sound area including the University of Washington Seattle.
Linda currently teaches Mathematics, Statistics, and Physical Science courses primarily in support of the Psychology, Communication, and Environmental Science concentrations. She combines her technical expertise with her educational experience to develop new curriculum using computer methods to analyze mathematical problems.
- Excel manual for The Practice of Business Statistics (Moore, McCabe, Duckworth, and Sclove). 2005, W.H. Freeman & Co.
- Awarded a consultant position with the Tacoma Police Dept. to analyze racial profiling statistics, collected in 2002. Final report completed and published July, 2003. A follow-on study with analysis is planned. | aerospace |
http://kolehardfacts.blogspot.com/2008/01/big-fun-with-alex-sierra-vista-az-as.html | 2018-07-16T01:00:18 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589029.26/warc/CC-MAIN-20180716002413-20180716022413-00238.warc.gz | 0.974922 | 174 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__170870010 | en | Big Fun With Alex
(Sierra Vista, AZ)- As dumb luck would have it, I missed a turn exiting Tucson's airport en route to I-10, and in so doing, I discovered a tremendous airplane boneyard.
This was no ordinary collection of mothballed planes. These were mostly military planes- fighters and transports, mostly American but also Soviet MIGs. I had discovered the Pima Air and Space Museum. Alex was going to love this!
Image from Pima Air & Space Museum webpage.
This is a father's joy.
Alex repeatedly said, "I could spend all day here," meaning, in this cockpit.
Dad recreates Richard Nixon, in front of a retired Air Force One.
We spent about four hours here. I can't remember the last time I saw him smile so much. | aerospace |
https://sentera.freshdesk.com/support/solutions/articles/19000058808-0-get-legal-get-trained | 2018-03-20T19:31:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647530.92/warc/CC-MAIN-20180320185657-20180320205657-00330.warc.gz | 0.950116 | 267 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__167279712 | en | Flying drones is extremely easy, especially with Sentera's platform. However, there are some things you need to do before your first flight.
First, get legal. Make sure you're complying with your national, state/provincial and local laws regarding drone operations. Sometimes cities and counties can have ordinances regulating legal times and areas, so be sure you're checking at all levels.
For those customers who live in the United States, you will also need a Federal Part 107 certification if you are flying for your business. Complete information can be found at the FAA's website. If you are flying for your business, you'll also need to register your drone with the FAA. It's a low-cost registration that can be completed at the FAA's Drone Registration Home.
Second, you need proper training. Even if you're not flying for a business, you may find the Part 107 certification preparation to be useful in learning how to safely operate a drone. The certification exam prep will take you through maps, mindsets, emergency procedures and more. You should also consult the training material provided with your drone package. DJI, Lockheed Martin, and Sentera all offer training material on their websites to teach you how to safely operate your drone.
Here's a list of Quick Links to get you pointed in the right direction. | aerospace |
https://morninginvest.com/newsletter/too-close-to-call-november-03-2021/ | 2023-09-30T15:20:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510697.51/warc/CC-MAIN-20230930145921-20230930175921-00661.warc.gz | 0.960813 | 271 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__224264176 | en | I Want To Believe
A flying object was recently spotted over AREA 51!!!
While it could be an alien ship, The War Zone has some evidence that points to a super-secret surveillance drone from the U.S. Air Force called RQ-180.
(But it could be aliens.)
The drone was first spotted last year over the Mojave Desert, then in September above the Philippines, and now Area 51. These could be different drones (or alien ships), but they look the same.
According to The War Zone, Joerg Arnu, who maintains Dreamland Resort, was on the scene for the Area 51 sighting:
“A friend who wishes to remain anonymous and I were at the Groom Lake Road gate yesterday. I heard a faint aircraft noise and noticed a contrail straight above us, inside the Area 51 restricted airspace, heading roughly SSW. Through my IS [image stabilized] binoculars, I first thought I was looking at a B-2 until I realized it had a POINTED tail. The B-2 has a serrated tail.”
This could be a sign that the Air Force is ready to go public with RQ-180. It could also be a sign that the aliens are ready to go public. | aerospace |
http://www.culturalinnovations.com/saascc-sp-content-and-interpretation.html | 2017-08-20T03:53:16 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886105970.61/warc/CC-MAIN-20170820034343-20170820054343-00412.warc.gz | 0.915818 | 230 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__11459908 | en | The Sheikh Abdullah Al Salem Cultural Centre (SAASCC) is a 13 hectare site in the Al-Sha’ab district of Kuwait City currently being developed by the Amiri Diwan. Construction has now started on four world-class museums covering Space, Science, Natural History and Arabic Science, together with a Theatre and Fine Arts Centre. A central shaded “street” will provide a public connection between the four museums.
Cultural Innovations was appointed - initially by DAR SSH International Engineering Consultants and now by Alghanim International - to develop the museum’s content and exhibition design, with the aim of providing an invaluable resource for Kuwaiti schools and colleges, as well as a landmark attraction for families from Kuwait, the Middle East and beyond.
The Space Museum (4,300m²) contains three galleries – Planetary Science, Space Exploration and Space Academy – and also incorporates a 107 seat planetarium telling the story of planet earth, the universe and space exploration, together with an immersive reconstruction of the International Space Station.
Back to Content and Interpretation
© Cultural Innovations 2016 All rights reserved | aerospace |
http://www.hotfrog.com.au/business/vic/mildura/sunraysia-flying-school/flying-school-184053 | 2017-02-20T04:28:15 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501170404.1/warc/CC-MAIN-20170219104610-00225-ip-10-171-10-108.ec2.internal.warc.gz | 0.699146 | 88 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__264098127 | en | Sunraysia Flying School
Aviation Training, Flight Training, Pilot Training
Subraysia Flying School at Mildura Airport offers Flight Training, Pilot Training and Aircraft Hire. We use a Jabiru 230 and offer Flying Training under the Rules of Recreational Aviation Australia.
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https://media.suub.uni-bremen.de/handle/elib/1407 | 2021-01-25T17:49:02 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703587074.70/warc/CC-MAIN-20210125154534-20210125184534-00661.warc.gz | 0.832579 | 721 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__115066973 | en | Entwicklung von Simulations- und Analysemethoden zur Modellierung von Störkräften im Rahmen der Satellitenmission MICROSCOPE
|Other Titles:||Development of simulation and analysis methods for modelling disturbance forces within the scope of the satellite mission MICROSCOPE||Authors:||Bremer, Stefanie||Supervisor:||Lämmerzahl, Claus||1. Expert:||Lämmerzahl, Claus||2. Expert:||Dittus, Hansjörg||Abstract:||
In fundamental physics, a condition for the validity of the general theory of relativity is constantly being put to test: the weak equivalence principle. The satellite mission MICROSCOPE (MICRO-Satellite a trainee Compense pour la Observation du Principe da Equivalence) shall set a new milestone, aiming at a measurement result with an accuracy of 1e-15 and thus improving previous results by two orders of magnitude. The experiment is carried out with a differential accelerometer in which two test masses of different material are held on the same trajectory by means of electrostatic forces. Therefor the mass centres of these test masses, which are concentric hollow cylinders, must coincide. Any difference in the required forces would indicate a violation of the weak equivalence principle. The desired measurement accuracy places high demands both on the measuring instrument and on the satellite, which must ensure undisturbed environmental conditions for the experiment. In order to avoid material deformation, high temperature stability is required. In addition, the satellite should protect the experiment from external disturbing forces resulting from its interaction with environmental conditions in space. For this purpose, a special attitude control system is used, which compensates for these non-gravitational forces and thus ensures a purely gravitational trajectory. The MICROSCOPE data analysis is a very complex process, as a large number of possible error sources must be taken into account including the non- gravitational forces which act on the satellite. Their influence on the measurement result cannot be completely excluded. The modelling of these disturbing forces is a central topic of this work. For this purpose, a calculation method has been implemented that can take into account complex satellite geometries by decomposing the surface using finite elements. This method enables the assignment of different material properties and the affected area can be very well determined. The calculation of the disturbance forces requires the time-dependent calculation of the satellitea s orbit and attitude. For this purpose, a simulation tool is used, which was in part developed in the framework of this work. Furthermore an analysis tool that is used to process and analyse MICROSCOPE measurement data was designed. It is used in conjunction with the disturbance force simulation and analysis to support the evaluation process of the MICROSCOPE data. In addition, the analysis tool is used to validate simulation results.
|Keywords:||MICROCSOPE, disturbance modelling, orbit simulation||Issue Date:||16-Mar-2018||Type:||Dissertation||URN:||urn:nbn:de:gbv:46-00106482-13||Institution:||Universität Bremen||Faculty:||FB4 Produktionstechnik|
|Appears in Collections:||Dissertationen|
checked on Jan 25, 2021
checked on Jan 25, 2021
Items in Media are protected by copyright, with all rights reserved, unless otherwise indicated. | aerospace |
https://jebear.blog/article/small-aircraft-are-flying-longer-routes-including-across-the-atlantic-see-the-interior-of-the-trend-leading-130-million-airbus-a321neo | 2023-06-06T23:46:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653183.5/warc/CC-MAIN-20230606214755-20230607004755-00607.warc.gz | 0.939558 | 1,644 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__168873295 | en | The era of imposing passenger aircraft is officially over at Airbus and Boeing. Airlines have made it clear that they want smaller planes that can carry more passengers farther than ever before.
Airbus is leading the industry in this department with a series of improvements to its largest single-aisle aircraft, the A321. First came the Airbus A321neo with new engines and aerodynamic features that enhance the A321's range and performance capabilities while reducing its operating costs.
Airlines quickly realized the potential of the A321neo to make some of their long-haul routes more efficient by downsizing their wide-body aircraft. A flight between New York and London could be cheaper using an A321neo than an Airbus A330, for example, with fewer seats to fill to make a profit.
And the trend is growing rapidly in the transatlantic market. TAP Air Portugal, Aer Lingus, JetBlue Airways, Air Transat and La Compagnie regularly fly the A321neo and A321neoLR between the US and Western Europe.
I flew on JetBlue's historic first voyage to London and saw how low fares and great service will give competitors a run for their money
SAS Scandinavian Airlines is set to take the aircraft to new heights with scheduled flights between Copenhagen, Denmark and the US East Coast from March 2022. The A321neoLR allows airlines to fly up to 206 passengers up to 4,000 nautical miles.
Airbus' flagship single-aisle jet will complete a 4,100-mile transatlantic passenger flight on Wednesday as more airlines downsize to long-haul flights
New cabin designs are also allowing airlines to be creative in how they fill their planes. Some airlines are opting to cram as many passengers as possible into an economy class cabin, while others are experimenting with new premium cabins.
The A321neo especially is proving to be a favorite with ultra-low cost airlines who can fly their routes even cheaper than before, while filling their aircraft to the brim.
A321neo customer Wizz Air brought the best-selling single-aisle aircraft to the Dubai Airshow in November. Take a look inside and see how the ultra-low-cost carrier uses the aircraft.
Airbus had received 3,958 orders for its A321neo aircraft through November 2020, 376 of which were from Wizz Air.
Powering the aircraft are two Pratt & Whitney GTF, or geared turbofan, engines. Another option for the A321neo is the CFM International LEAP-1A engine.
This Wizz Air Airbus A321neo was delivered by Airbus in September 2020 and has been flying across the Middle East, Europe and Asia for Abu Dhabi dvision airline ever since.
Airbus claims the A321 can “comfortably” accommodate between 180 and 220 passengers in a two-class configuration and up to 244 passengers in the highest density configuration.
Wizz Air comes close to the maximum with 239 seats on its newest A321neo aircraft, including those based in Abu Dhabi.
Airbus' "Cabin-Flex" configuration, which changes the location of exit rows and the layout of service kitchens, allows for high-density seating layouts such as that employed by Wizz Air.
But with so many seats, there are trade-offs, particularly in seat space. Seats are “slimline” with minimal padding to increase capacity.
Legroom in each seat is less than 30 inches and the seats do not recline.
There are only very basic amenities in each seat, including a tray table, coat hook and a backrest pocket.
The fewer amenities a seat has, the less space it takes up.
Exit row seats and front row seats are the only seats that offer extra legroom.
There are so many seats that the last row does not have its own window.
The aircraft's aft galley is configured with a minimal flight attendant workstation that sits opposite the two restrooms.
Wizz Air flies a mix of long and short routes with the aircraft. Flights from Abu Dhabi to Belgrade Serbia, for example, exceed six hours, while flights from Abu Dhabi to Muscat, Oman can take less than an hour.
And Wizz Air fares are known to be incredibly cheap, and sales can drop ticket prices as low as $12 one way.
The economics of the A321neo help Wizz Air keep prices low, but the airline is also betting that travelers will buy extra amenities, whether it's snacks and drinks on board or baggage allowance.
Airlines are required to have more flight attendants on board an aircraft as the number of seats increases. But smaller planes require fewer flight attendants overall.
The cockpit of the A321neo is almost identical to that found on Airbus A320 family aircraft, allowing pilots to fly all aircraft from the A318 to the A321neo with only minor differences in training.
Not all airlines are following Wizz Air's lead, especially those that use the aircraft to fly transatlantic routes. Some airlines, recognizing aircraft space constraints, opted for low-density configurations with fewer than 200 seats.
La Compagnie, the French airline, equipped its A321neo aircraft in a business class configuration.
A total of 76 seats in a 2-2 configuration makes the aircraft feel more like a private jet than a commercial airliner.
I visited La Compagnie, the business class airline that flies between the US and France. It's the closest thing to a private flight across the Atlantic.
SAS Scandinavian Airlines offers a three-class configuration on its A321neoLR aircraft, including business class, premium economy class and economy class.
A total of just 157 seats gives passengers more space on board and helps minimize the physiological impact of flying long distances on a single-aisle aircraft.
JetBlue Airways started operating the A321neo in 2019 and has two versions of the aircraft, the A321neo and the A321neoLR, each with its own layout.
I traveled on JetBlue's newest aircraft, the Airbus A321neoLR, which will be flying passengers to Europe next month and now I'm ready to book a ticket
The A321neo can be found flying on JetBlue's main route network in the Western Hemisphere, while the newer A321neoLR is only used for transatlantic flights between the US and Europe on JetBlue's longer routes.
JetBlue opted for a 200-seat medium density configuration in an economy class configuration for the A321neo. Standard economy seats offer 32 inches of recline, while Extra Legroom seats offer between 35 and 38 inches of recline.
But for the A321neoLRs flying to Europe, JetBlue opted for a low-density configuration of 138 seats split between a Business Class cabin and an Economy Class cabin.
A total of 24 seats can be found in Mint business class, one seat on each side of the aisle to allow privacy and direct aisle access.
I flew the new JetBlue route from London to New York in business class Mint. It's a premium leisure traveller's dream, but a few issues need to be ironed out.
The remaining 114 seats offer a mix of standard seats with 32 inches of recline and extra legroom seats with 35 inches of legroom.
JetBlue offers 101 fewer seats than Wizz Air on the same aircraft and, as a result, can offer a completely different customer experience. All seats recline fully, have adjustable headrests and backrest entertainment screens.
But while not all A321neo aircraft may not look like the ones flying for Wizz Air, the aircraft is becoming more widespread in the skies.
As of November 2020, a total of 635 aircraft have been delivered to customers and thousands more are yet to be built. | aerospace |
https://www.defencestar.in/defence-news/elbit-bags-76-million-hmd-order-for-us-armys-apache-pilots/5862/ | 2023-11-29T17:46:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00678.warc.gz | 0.925347 | 337 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__119496470 | en | Elbit Systems America US Army HMD Order: Elbit Systems Wednesday announced that its US subsidiary, Elbit Systems of America, was awarded an indefinite delivery and indefinite quantity contract from the US Army to provide Integrated Helmet and Display Sight System for the AH-64 Apache helicopter fleet.
The contract, with a maximum potential value of up to approximately $76 million, will be performed over a five-year period.
An initial delivery order of approximately $6 million has been issued under this ID/IQ contract, to be executed over a two-year period.
The IHADSS parts will be delivered to the US Army from Elbit Systems of America’s Fort Worth, Texas, engineering and manufacturing facility.
Elbit Systems of America’s IHADSS presents critical information directly in front of the pilot’s eye, providing the Apache pilots with a reliable solution that enables mission success and crew safety when flying.
In addition to the IHADSS for the Apache, Elbit Systems of America provides the Apache AH-64E model with the Multicore Mission Processor that is used to provide all of the functionality of the onboard Apache systems.
“This contract continues our decades-long relationship with the US Army’s Apache fleet. IHADSS is uniquely designed for the Apache. It displays flight and targeting information directly in front of the pilots’ eyes,” Raanan Horowitz, President and CEO of Elbit Systems of America, said.
Horowitz said it was a significant tactical advantage that provides reliable situational awareness, eases the pilot’s workload and enhances their safety during the missions. | aerospace |
http://proudpinoyofw.blogspot.com/2013/01/first-pinoy-astronaut-to-undergo-tough.html | 2019-02-23T06:49:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249490870.89/warc/CC-MAIN-20190223061816-20190223083816-00545.warc.gz | 0.936272 | 654 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__84215776 | en | NEW YORK CITY – Seeing the earth from space is a rare experience that only 529 men and women have had.
But that is about to change soon. A Filipino or two will be among a lucky group of 22 people from around the world who could win a trip to the edge of the earth’s atmosphere via an online contest.
Axe Global Brand VP Russell Taylor said, “We’re giving people an early flavor and we think that’s exciting.”
After contestants sign up at www dot axepollo dot com, Taylor said 100 finalists will be chosen via social media campaigning and online voting.
The 100 finalists will then go to a three-day space camp. Space camp is all about the survival of the fittest. Candidates will have to pass a medical examination. Then they will have to pass a shortened version of training that astronauts like Buzz Aldrin had to go through to become an astronaut.
Michiel Mol, CEO of Space Expedition Corporation said, “The first training mission is a G-centrifuge. It simulates the G-Forces, so we can train how to deal with high G Forces. Then we’ll take you on a fast plane, a two-seater where you can control yourself if you want to. It could fly the same flight profile like a spaceship, where you can experience 4G, 0G, and go straight up and down. Then the third mission is called a Zero G Flight, where you go on a Boeing, an airliner which is stripped off in the inside so you can float around the cabin for 20 seconds.”
In the second half of 2014, a total of 22 people will be picked to win a personal space expedition aboard a revolutionary space craft called “Lynx.”
Take-off alone is a rare experience. Each one of the winners will find themselves seated next to the pilot, going over the take-off check list.
At an acceleration of 2.9 Mach, the winner will be at the edge of outer space in just four minutes, looking down on earth for the very first time.
Everything that one experiences aboard the Lynx will be captured by multiple built-in cameras which will stream live to earth to share with family and friends online.
A souvenir DVD will also be given to each winner.
Each space traveler will receive the most coveted commercial Astronaut Wings.
Mol said, “You’re an astronaut. It’s internationally decided that this invisible line of 100 Kilometers or 62 miles is the border of space, so if you go over that you’re in outer space. You get an official title of astronaut.
Mol says each flight costs $100,000, inclusive of medical exams, basic training and souvenir DVD.
He also says this is only the beginning of commercial space flights.
Mol said, “The next version of our space ship, we’re talking about 20 years from now, will be able to take you from New York to Sydney in less than two hours. When that becomes a reality, it will change the way we travel forever.” | aerospace |
https://www.ctpost.com/news/article/Airbus-conducts-maiden-flight-of-hot-selling-5781544.php | 2019-10-22T15:09:05 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987822098.86/warc/CC-MAIN-20191022132135-20191022155635-00177.warc.gz | 0.964612 | 702 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__120096332 | en | Airbus conducts maiden flight of hot-selling A320neo
TOULOUSE, France -- Airbus successfully staged the maiden test flight on Thursday of an upgraded passenger jet on which it expects to generate hundreds of billions of dollars of revenue, buoyed by an increase in the company's jet demand forecast.
The A320neo touched down in Toulouse, southwest France, 27 years after the original A320 first took to the skies and opened up fierce competition with Boeing's medium-haul 737 in a slice of the jet market estimated at $2 trillion over 20 years. Powered by a new type of jet engine from Pratt & Whitney, the A320neo flew for two hours and 22 minutes, kicking off a year of flight trials. The same family of aircraft will also offer a competing engine from CFM International, a joint venture between Fairfield, Conn.-based General Electric and Safran.
Airbus is aiming for savings of 15 percent per seat compared with the current generation of medium-haul passenger jets.
It said this gap would increase to 20 percent by 2020 thanks in part to a further 2 percent improvement due to be delivered by Pratt & Whitney, on top of its 12 percent contribution to the current improvement. The rest will come by adding more seats.
With airlines running on wafer-thin profit margins and spending about 40 percent of their operating costs on fuel, such savings are at the center of a huge sales battle.
Rival Boeing is bringing out its own updated version of the 737 just over a year after Airbus and the two companies face a gradual threat to their duopoly at the small end of the market from new competitors in Canada, Brazil, China and Russia.
A smooth entry to service will, however, cement their position as market leaders for years to come, analysts say. Shares in both companies have risen sharply since the decision to revamp their most-sold aircraft was announced in 2010 and 2011. Airbus shares rose over 2 percent on Thursday.
Airbus has sold 3,257 A320neo aircraft and said it expects this to reach 3,500 by the end of the year. Together, Airbus and Boeing have sold well over 5,000 of the planes.
Both companies have announced increases in production as a result, and are considering further increases to lift A320 or 737 production to 50 planes a month or beyond.
Airbus CEO Fabrice Bregier however said it was in "no rush" to make a further output decision.
Airbus raised its 20-year forecast for jet demand on Wednesday, citing growth in emerging markets, with China on the brink of becoming the world's aviation powerhouse. The flight went ahead in September as planners hoped after last-minute signs of concern about the engine's readiness and the recent resumption of flight tests on Bombardier's CSeries aircraft, which uses similar Pratt & Whitney engines.
An engine blowout in May had halted CSeries flight testing.
The companies indicated they were convinced that the Airbus version of the engine would not be affected by the same problems and that the aircraft would enter service with the same high reliability as the existing generation of small jets.
"It is a great engine that is going to change the economics of the airline industry," said Alain Bellemare, chief executive of UTC Propulsion and Aerospace Systems at Pratt & Whitney parent United Technologies, based in Hartford. "We are highly confident in the performance of these engines." | aerospace |
https://iranfocus.com/iran-general/15699-iran-to-get-icbms-before-missile-shield-deployed/ | 2023-02-02T02:30:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499954.21/warc/CC-MAIN-20230202003408-20230202033408-00490.warc.gz | 0.958966 | 385 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__65629539 | en | Daily Telegraph: America's proposed missile shield in Europe is unlikely to be operational before Iran acquires inter-continental weapons, it has emerged.
The Daily Telegraph
by Damien McElroy, Foreign Affairs Correspondent
America's proposed missile shield in Europe is unlikely to be operational before Iran acquires inter-continental weapons, it has emerged.
The latest setback to hit the troubled project came after Defence Department experts refused to certify the interceptor missiles to shoot down an incoming threat because they had not been fully tested.
Washington had set a 2013 deadline to finish the system but defence experts believe the Pentagon will miss that date by up to five years.
Democrats in Congress had threatened to withhold funding for the system until certification was obtained.
Meanwhile experts believe Iran will be able to produce inter-continental ballistic missiles capable of reaching Europe, and possibly America, by 2015. Some intelligence reports suggest Iran will have obtained the amount of uranium needed for a nuclear weapon much sooner.
The Pentagon claimed that earlier tests on interceptor missiles in the US missile defence system had proved the viability of the European systems. Scientists disagreed, pointing to significant design differences, most importantly that the European system relied on two stage rockets, one less than the American version.
"It is important to know that this system will work effectively before we buy or deploy it," said Senator Carl Levin, chairman of the Senate Armed Services Committee.
A spokesman for the Missile Defence Agency, Rick Lehner warned that testing could push the launch of the system back by several years, with the missile launches likely to stretch over two to three years.
"It takes a significant amount of time to conduct three flight tests," he said. "They can take a long time to design, a long time to execute and a long time to do the post-test analysis. It's not impossible but we have been running one to two a year in recent years." | aerospace |
https://illinoisauthors.org/php/getSpecificAuthor.php?uid=5453 | 2024-04-12T21:58:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816070.70/warc/CC-MAIN-20240412194614-20240412224614-00415.warc.gz | 0.942843 | 169 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__15231002 | en | James H. Kesler
Born: 1926 in South Bend, Indiana
Pen Name: None Connection to Illinois: Col Kasler lives in Momence, Illinois. Biography: Colonel James H. Kasler is to date the only person to be awarded the Air Force Cross three times. The Air Force Cross ranks just below the Medal of Honor as an award for extraordinary heroism in combat. Kasler is a combat veteran of World War II, the Korean War, and the Vietnam War. In Korea, as an F-86 Sabre pilot with the 4th Fighter-Interceptor Wing, he was recognized as an ace, credited with shooting down MiG-15s. Kasler flew a combined 198 combat missions and was a prisoner of war in North Vietnam from August 1966 until March 1973. | aerospace |
https://www.nsf.gov/news/newsmedia/hiaper/index.jsp | 2017-04-27T04:15:14 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121865.67/warc/CC-MAIN-20170423031201-00189-ip-10-145-167-34.ec2.internal.warc.gz | 0.789048 | 616 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__45145032 | en | The High-performance Instrumented Airborne Platform for Environmental Research, or HIAPER, is one of the nation's most advanced research aircraft. Owned by the National Science Foundation (NSF) and operated by NSF's National Center for Atmospheric Research (NCAR), the modified Gulfstream V (GV) jet will be returning from the first leg of its historic HIAPER Pole-to-Pole Observations (HIPPO) mission on Friday. The mission will have spanned the globe from the Arctic to the Antarctic and has provided scientists with new insight into how carbon dioxide, methane and other greenhouse gases are spreading through the multiple layers of the Earth's atmosphere. Two lead scientists on the project, Steven Wofsy of Harvard University and Britton Stephens of NCAR, will be joined by NCAR head of Aircraft Operations Support Pavel Romashkin and NSF's Lower Atmospheric Research Section head Anne-Marie Schmoltner in a teleconference about the flight on Thursday, January 29 at 1:00 p.m. ET.
To participate in the teleconference, reporters in the United States should call 1 (800) 735-5968. No passcode is necessary. Reporters dialing in from outside the United States should call (212) 231-2911.
HIAPER POLE-TO-POLE OBSERVATION (HIPPO) PROGRAM PARTICIPANTS
- Steven C. Wofsy, Harvard University
- Ralph Keeling, Scripps Institution of Oceanography
- Britt Stephens, NSF NCAR
- Fred Moore, CIRES/University of Colorado
- Daniel Jacob, Harvard University
- Elliot Atlas, University of Miami
National Oceanic and Atmospheric Administration (NOAA) Earth System Research Laboratory (ESRL)-sponsored:
- Jim Elkins, ESRL/Global Monitoring Division
- David Fahey, ESRL/Chemical Sciences Division
- Rushan Gao, ESRL/Chemical Sciences Division
- Stephen Montzka, ESRL/Global Monitoring Division
- Dale Hurst, ESRL/Global Monitoring Division
Instrument and Measurement Collaborators
- Mark Zondlo, Princeton University
- M.J. Mahoney, NASA Jet Propulsion Laboratory
- Julie Haggerty, NSF NCAR/Earth Observing Laboratory
- Teresa Campos, NSF NCAR/Earth Observing Laboratory-Earth Sun & Systems Laboratory
Mission Manager for the NSF/NCAR GV Research Aircraft
- Pavel Romashkin, NSF NCAR
Gulfstream V on close approach to Deadhorse.
Credit: NSF NCAR
the high-resolution JPG version of the image (196 KB)
Former glacial flowage.
Credit: Steven Wofsy, Harvard University
the high-resolution JPG version of the image (2.09 MB)
More images can be viewed in the HIPPO Deployment 1 Field Catalog.
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https://readerslogue.com.ng/amazon-boss-returns-after-successful-space-launch/ | 2023-09-25T13:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233508977.50/warc/CC-MAIN-20230925115505-20230925145505-00515.warc.gz | 0.968029 | 449 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__36258037 | en | World’s richest man, Jeff Bezos, has safely returned to the earth after a successful launch into space of the New Shepard rocket, traveling 66 miles above the surface of the earth with his own firm, Blue Origin.
He is now officially an astronaut. The rocket was launched into space in a capsule lifted by the New Shepard rocket.
The Amazon founder travelled from Texas with his brother Mark, Dutch teenager Oliver Daemen, who became the youngest person in space, and former NASA trainee, Wally Funk, 82, who became the oldest.
The launch was scheduled for 09:00 EST (14:00 BST), but actually took off at 09:12 EST (14:12 BST), reaching space four minutes later at 09:16 EDT (14:16 BST) to cheers and whoops from the crew on board.
On landing Jeff Bezos described it as the ‘best day ever’ when asked for a ‘status check’ by capcom.
They experienced weightlessness for about four minutes, before falling back to Earth to land in Texas. While the crew were enjoying their time in space, the booster returned to the landing pad for use on a future flight.
During the weightlessness time you could clearly hear Wally Funk shouting ‘it is dark up here’, followed by a status check call from each of the four, with Jeff Bezos having to remind Wally and Oliver to confirm.
Each of the three stages of the flight lasted about three to four minutes, first the rocket launch where they experienced up to three times the pressure on the surface, followed by four minutes of weightlessness where they could see the curve of the Earth, and finally a three minute descent stage.
For the final stage the crew returned to Earth at a gentle 14 or 15 miles per hour, ending in a soft touchdown in the desert at 09:23 EST (14:23 BST), to cheers from the ground and excitement from the four newest astronauts.
‘That was incredible, that was unbelievable,’ shouted Bezos in the capsule, adding that ‘I was surprised how easy zero g was, remarkably natural’, with Mark saying it was ‘like swimming’. | aerospace |
http://www.ebooks.com/subjects/aviation-piloting-flight-instruction-ebooks/1132/ | 2016-09-26T19:40:07 | s3://commoncrawl/crawl-data/CC-MAIN-2016-40/segments/1474738660882.14/warc/CC-MAIN-20160924173740-00234-ip-10-143-35-109.ec2.internal.warc.gz | 0.843949 | 1,079 | CC-MAIN-2016-40 | webtext-fineweb__CC-MAIN-2016-40__0__4040839 | en | The Leading eBooks Store Online
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Achieve excellence on the automated flight deck! The first practical guide that shows professional pilots how to safely transition to the automated flight deck Today's remarkable aircraft require remarkable airmanship skills. Automation Airmanship is a breakthrough book that helps pilots master these skills by introducing Nine Principles for... more... | aerospace |
https://en.wikisource.org/wiki/Mir_Mission_Chronicle/Mir_Principal_Expedition_17 | 2018-05-23T18:53:19 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794865702.43/warc/CC-MAIN-20180523180641-20180523200641-00152.warc.gz | 0.927804 | 305 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__195394058 | en | Mir Mission Chronicle/Mir Principal Expedition 17
Mir Principal Expedition 17
Commander Alexandr Viktorenko
169 days in space
Highlights: Mir 17 hosted the first ESA mission aboard Mir, Euromir 94, which ended November 4. Another international milestone was the rendezvous of the Space Shuttle Atlantis on its mission STS-63 with Mir. A new human spaceflight duration record was established by Polyakov with his 438-day stay on the station.
- The Kvant astrophysics module (added April 9, 1987)
- The Kvant 2 augmentation module (added December 6, 1989)
- The Kristall technology module (added June 10, 1990)
- Soyuz-TM 20, which on October 6, 1994, had delivered two members of the Mir Principal Expedition 17 crew, Commander Alexandr Viktorenko and Flight Engineer Yelena Kondakova, and Euromir 94 astronaut Ulf Merbold. They joined Valeri Polyakov, a station resident since the beginning of Principal Expedition 15 in January 1994.
- Progress-M 25, a cargo resupply ship which had docked with the complex on November 13, 1994, to deliver water, fuel, food, and materials for repairs, including parts for the CSK-1 materials processing furnace.
|An image should appear at this position in the text.
If you are able to provide it, see Wikisource:Image guidelines and Help:Adding images for guidance. | aerospace |
https://small-scale-history.com/category/allied/royal-air-force/ | 2024-02-28T12:32:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474715.58/warc/CC-MAIN-20240228112121-20240228142121-00137.warc.gz | 0.923747 | 214 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__203579690 | en | 3 Squadron RAF was stationed at Airfield Wunstorf in Germany and operated Hawker Tempest Mk. V aircraft. They were part of the post-war RAF presence in Germany. – 1/144 super detailed scale model
Superdetailing the 1/144 scale Mark 1 Hawker Tempest Mk.V kit with Brengun and Shelf Oddity photo-etched parts, as well as a scratch-built engine.
Somewhere in the UK, some day in june 1944. RAF personel paint or repaint invasion stripes on a heavily weathered Spitfire MK IX – 1/144 scale vignette
1945/1946 – After the end of the Pacific War, the RAF FEAF’s service was by no means over: Spitfire FR Mk XIVs of No.11 and No.273 Squadron over Singapore and Saigon – 1/144 scale models
September 1944, Fano, Italy: the ground crew of No 601 Sqn maintaining and reloading their Spitfires – 1/144 Vignette | aerospace |
http://gxhomeworkfmoj.allstarorchestra.info/air-crash-essays.html | 2018-08-17T19:47:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221212768.50/warc/CC-MAIN-20180817182657-20180817202657-00227.warc.gz | 0.916106 | 870 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__115751496 | en | Air crash essays
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Plane crash essays: over 180,000 plane crash essays, plane crash term papers, plane crash research paper, book reports 184 990 essays, term and research papers. Aviation safety is a term encompassing the theory between 1990–2006, there were 1441 commuter and air taxi crashes in the us of which 373 (26%. Student essay 9: a plane crash by daniel le tae kyung, year 4, sayfol international school a plane crash by daniel lee tae kyung in mid-air, i pulled. Air accidents and incidents an air accident is the worst nightmare of every pilot or passenger that has ever ridden in an aircraft although air travel is.
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On may 31, 2009, air frances flight af447 left rio de janeiro to take its 228 riders to paris after directing the last message to brazil atc three hours after the. Physics of a plane crash essays - there is an old saying that any landing you can walk away from is a air safety, crash location technologies]:: 26 works cited. The high school the car crash story english literature essay the smell of blood started to fill the air and then so older man went to her crash site and the. Airplane crashes the airport safety plays a vital role in providing safety to the passengers the safety, security, and environmental responsibility is the. Free essays on plane crash get help with your writing 1 through 30. | aerospace |
https://www.mariomedina.net/page/2/ | 2020-02-19T07:34:56 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875144058.43/warc/CC-MAIN-20200219061325-20200219091325-00282.warc.gz | 0.890671 | 220 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__20921651 | en | Two NASA-JPL proposals are among the selections: Trident would explore Neptune's moon Triton, while Veritas aims to map Venus' surface to determine the planet's geologic history.
Knowing where emissions are happening and what's causing them brings us a step closer to being able to forecast the region's impact on global climate.
The agency's first step in returning rocks from Mars just arrived at Kennedy Space Center. The Mars 2020 team now begins readying for a launch to the Red Planet this July.
A recent update to this historic portrait shows Earth as a tiny speck surrounded by the vastness of space.
Robotic spacecraft will be able to communicate with the dish using radio waves and lasers.
AWS and Canonical today announce the public release of Amazon EC2 Hibernation support for Ubuntu 16.04 LTS, bringing support for this feature on par with Ubuntu 18.04 LTS. Hibernation allows you to pause your Amazon EC2 Instances when not required and resume them at a later time. Applications will start up exactly from where they […] | aerospace |
https://marvgolden.com/radios-gps/gps-systems/ | 2024-02-22T10:33:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473738.92/warc/CC-MAIN-20240222093910-20240222123910-00085.warc.gz | 0.930573 | 229 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__32674869 | en | Aviation GPS Systems
At Marv Golden, we pride ourselves on offering the finest Portable Aviation GPS Systems available in the market at highly competitive prices. Our extensive selection includes not just the GPS systems themselves, but also all the Accessories, Kits, and Adapters you might need for your aviation navigational needs. We understand that navigating while in flight can be a complex task. Our aviation GPS navigation systems are designed to make your flights easier, safer, and more efficient by minimizing manual tasks.
If you find yourself with questions or need assistance in choosing the right aviation GPS system that suits your specific needs, rest assured that our team of flight instructors and aviation experts are on hand to provide you with the best advice and information. They can guide you in selecting a portable aircraft GPS and also help you understand how to use it effectively.
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https://iahairport.net/flights/airlines/gulf-air--houston-airport/ | 2023-12-09T14:49:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100912.91/warc/CC-MAIN-20231209134916-20231209164916-00857.warc.gz | 0.754405 | 98 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__13076019 | en | Gulf Air at Houston Airport - IAH
Which terminals does Gulf Air arrive and depart from at Houston Airport?
Gulf Air flights usually arrive to and depart from the following terminal(s) at Houston Airport:
- Terminal - a
Weekly Scheduled Flights To Houston Airport operated by Gulf Air
|United States||Dallas||Dallas/Fort Worth International (DFW)||2||2||2||2||2||2||0||View Flights| | aerospace |
https://oldnfo.org/2017/01/22/one-last-thing-wwii-aviation/ | 2023-12-01T20:06:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100304.52/warc/CC-MAIN-20231201183432-20231201213432-00525.warc.gz | 0.969369 | 2,053 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__72064071 | en | One to think about when the precious snowflakes start whining… Can you IMAGINE them living during WWII? I can’t…
Statistics from Flight Journal magazine.
THE COST of DOING BUSINESS
—- The staggering cost of war.
THE PRICE OF VICTORY (cost of an aircraft in WWII dollars)
B-17 $204,370. P-40 $44,892.
B-24 $215,516. P-47 $85,578.
B-25 $142,194. P-51 $51,572.
B-26 $192,426. C-47 $88,574.
B-29 $605,360. PT-17 $15,052.
P-38 $97,147. AT-6 $22,952.
PLANES A DAY WORLDWIDE
From Germany ‘s invasion of Poland Sept.. 1, 1939 and ending with Japan ‘s surrender Sept. 2, 1945 — 2,433 days. From 1942 onward, America averaged 170 planes lost a day.
How many is a 1,000 planes? B-17 production (12,731) wingtip to wingtip would extend 250 miles. 1,000 B-17s carried 2.5 million gallons of high octane fuel and required 10,000 airmen to fly and fight them.
THE NUMBERS GAME
9.7 billion gallons of gasoline consumed, 1942-1945.
107.8 million hours flown, 1943-1945.
459.7 billion rounds of aircraft ammo fired overseas, 1942-1945.
7.9 million bombs dropped overseas, 1943-1945.
2.3 million combat sorties, 1941-1945 (one sortie = one takeoff).
299,230 aircraft accepted, 1940-1945.
808,471 aircraft engines accepted, 1940-1945.
799,972 propellers accepted, 1940-1945.
Sources: Rene Francillon, Japanese Aircraft of the Pacific war; Cajus Bekker, The Luftwaffe Diaries; Ray Wagner, American Combat Planes; Wikipedia.
According to the AAF Statistical Digest, in less than four years (December 1941- August 1945), the US Army Air Forces lost 14,903 pilots, aircrew and assorted personnel plus 13,873 airplanes — inside the continental United States . They were the result of 52,651 aircraft accidents (6,039 involving fatalities) in 45 months.
Think about those numbers. They average 1,170 aircraft accidents per month—- nearly 40 a day. (However, less than one accident in four resulted in total loss of the aircraft)
It gets worse…..
Almost 1,000 Army planes disappeared en route from the US to foreign locations. But an eye-watering 43,581 aircraft were lost overseas including 22,948 on combat missions (18,418 against the Western Axis) and 20,633 attributed to non-combat causes overseas.
In a single 376 plane raid in August 1943, 60 B-17s were shot down. That was a 16 percent loss rate and meant 600 empty bunks in England .. In 1942-43 it was statistically impossible for bomber crews to complete a 25-mission tour in Europe .
Pacific theatre losses were far less (4,530 in combat) owing to smaller forces committed.. The worst B-29 mission, against Tokyo on May 25, 1945, cost 26 Superfortresses, 5.6 percent of the 464 dispatched from the Marianas..
On average, 6,600 American servicemen died per month during WWII, about 220 a day. By the end of the war, over 40,000 airmen were killed in combat theatres and another 18,000 wounded. Some 12,000 missing men were declared dead, including a number “liberated” by the Soviets but never returned. More than 41,000 were captured, half of the 5,400 held by the Japanese died in captivity, compared with one-tenth in German hands. Total combat casualties were pegged at 121,867.
US manpower made up the deficit. The AAF’s peak strength was reached in 1944 with 2,372,000 personnel, nearly twice the previous year’s figure.
The losses were huge—but so were production totals. From 1941 through 1945, American industry deliveredmore than 276,000 military aircraft. That number was enough not only for US Army, Navy and Marine Corps, but for allies as diverse as Britain, Australia, China and Russia. In fact, from 1943 onward, America produced more planes than Britain and Russia combined. And more than Germany and Japan together 1941-45.
However, our enemies took massive losses. Through much of 1944, the Luftwaffe sustained uncontrolled hemorrhaging, reaching 25 percent of aircrews and 40 planes a month. And in late 1944 into 1945, nearly half the pilots in Japanese squadrons had flown fewer than 200 hours. The disparity of two years before had been completely reversed.
Uncle Sam sent many of his sons to war with absolute minimums of training. Some fighter pilots entered combat in 1942 with less than one hour in their assigned aircraft.
The 357th Fighter Group (often known as The Yoxford Boys) went to England in late 1943 having trained on P-39s. The group never saw a Mustang until shortly before its first combat mission.
A high-time P-51 pilot had 30 hours in type. Many had fewer than five hours. Some had one hour.
With arrival of new aircraft, many combat units transitioned in combat. The attitude was, “They all have a stick and a throttle. Go fly “em.” When the famed 4th Fighter Group converted from P-47s to P-51s in February 1944, there was no time to stand down for an orderly transition.
The Group commander, Col. Donald Blakeslee, said, “You can learn to fly `51s on the way to the target.
A future P-47 ace said, “I was sent to England to die.” He was not alone.
Some fighter pilots tucked their wheels in the well on their first combat mission with one previous flight in the aircraft. Meanwhile, many bomber crews were still learning their trade: of Jimmy Doolittle’s 15 pilots on the April 1942 Tokyo raid, only five had won their wings before 1941.
All but one of the 16 copilots were less than a year out of flight school..
In WWII flying safety took a back seat to combat. The AAF’s worst accident rate was recorded by the A-36 Invader version of the P-51: a staggering 274 accidents per 100,000 flying hours.
Next worst were the P-39 at 245, the P-40 at 188, and the P-38 at 139. All were Allison powered.
Bomber wrecks were fewer but more expensive. The B-17 and B-24 averaged 30 and 35 accidents per 100,000 flight hours, respectively– a horrific figure considering that from 1980 to 2000 the Air Force’s major mishap rate was less than 2.
The B-29 was even worse at 40; the world’s most sophisticated, most capable and most expensive bomber was too urgently needed to stand down for mere safety reasons.. The AAF set a reasonably high standard for B-29 pilots, but the desired figures were seldom attained.
The original cadre of the 58th Bomb Wing was to have 400 hours of multi-engine time, but there were not enough experienced pilots to meet the criterion. Only ten percent had overseas experience. Conversely, when a $2.1 billion B-2 crashed in 2008, the Air Force initiated a two-month “safety pause” rather than declare a “stand down”, let alone grounding.
The B-29 was no better for maintenance. Though the R3350 was known as a complicated, troublesome power-plant, no more than half the mechanics had previous experience with the Duplex Cyclone. But they made it work.
Perhaps the greatest unsung success story of AAF training was Navigators.
The Army graduated some 50,000 during the War. And many had never flown out of sight of land before leaving “Uncle Sugar” for a war zone. Yet the huge majority found their way across oceans and continents without getting lost or running out of fuel — a stirring tribute to the AAF’s educational establishments.
Cadet To Colonel:
It was possible for a flying cadet at the time of Pearl Harbor to finish the war with eagles on his shoulders. That was the record of John D. Landers, a 21-year-old Texan, who was commissioned a second lieutenant on December 12, 1941. He joined his combat squadron with 209 hours total flight time, including 2 in P-40s. He finished the war as a full colonel, commanding an 8th Air Force Group — at age 24.
As the training pipeline filled up, however those low figures became exceptions.
By early 1944, the average AAF fighter pilot entering combat had logged at least 450 hours, usually including 250 hours in training. At the same time, many captains and first lieutenants claimed over 600 hours.
At its height in mid-1944, the Army Air Forces had 2.6 million people and nearly 80,000 aircraft of all types.
Today the US Air Force employs 327,000 active personnel (plus 170,000 civilians) with 5,500+ manned and perhaps 200 unmanned aircraft.
The 2009 figures represent about 12 percent of the manpower and 7 percent of the airplanes of the WWII peak.
Of note- The average E-4’s pay was $70/mo; the average O-3’s pay was $200/mo. | aerospace |
https://dogcopilot.org/team/jason-wojteczko/ | 2024-02-28T21:33:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474746.1/warc/CC-MAIN-20240228211701-20240229001701-00204.warc.gz | 0.972291 | 216 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__2391465 | en | Jason has been involved with aviation for over 30 years. He is a pilot, mechanic, aircraft dealer/broker, skydiver, and Air Force veteran. For his 23 years in the military, he lived many places overseas and served multiple combat tours to include Desert Storm, Operation Iraqi Freedom, and Operation Enduring Freedom (Afghanistan). Jason is now responsible for the day-to-day operations of his company Compass Rose Aviation which includes being a very active international aircraft delivery (ferry) pilot.
When he is not flying, or thinking about flying, Jason enjoys flying, traveling, and hanging with friends. He also confesses to being the biggest fan of his beautiful wife, Crystal. Born in Texas and growing up in Florida, he now lives in Wichita, Kansas with Crystal and their four Chihuahuas…Rose, Iris, Lily, and Poppy (three are rescue dogs). Jason is thrilled to be part of the Dog Is My Copilot team and will fly as many rescue missions as he can to allow these beautiful animals their forever homes! | aerospace |
https://www.genesisuasgroup.com/safety-airspace-management | 2023-10-01T05:14:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510781.66/warc/CC-MAIN-20231001041719-20231001071719-00056.warc.gz | 0.881586 | 164 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__148220482 | en | The fundamental reasons for a comprehensive safety and airspace management program are the well-being of personnel and the preservation of UAS resources. Genesis UAS Group's safety and airspace management program establishes organizational requirements to identify hazardous situations, take corrective actions to reduce risks and/or eliminate danger, and disseminate information to promote the safety of our personnel. Our safety program encompasses Government leading SMS modeling tools, the operations manual, airworthiness system evaluation tools, risk mitigation tools and training documentation to create a safe operational environment. Genesis UAS Group has also managed and executed airspace waivers for the following operations: 2019 Superbowl 53, Constructions site within Washington D.C Flight Restricted Zone, Government Military Base Flight request for Building Inspection, 2019 NASCAR Daytona 500. We open portals that do not exist. Let us start with you today! | aerospace |
https://equipment-reliability.com/w-wes-mayne2/ | 2020-04-01T21:03:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370506121.24/warc/CC-MAIN-20200401192839-20200401222839-00314.warc.gz | 0.956315 | 244 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__133205342 | en | To contact this specialist click here and please mention specialist name in your message
A. W. (Wes) Mayne III has worked in the area of high-intensity acoustic testing and test facility development for 25 years. Wes has worked on the development of many acoustic test facilities both inside the United States and in nine countries outside the U.S., covering India, Europe, the Pacific Rim, and South America. Most of the facilities have been large reverberant acoustic test chambers designed to test spacecraft. Wes has worked in all phases of acoustic facility development, including design, construction, and actual testing, and in capacities including overall management of turnkey projects. Wes has authored and co-authored papers on the subject of acoustic test facilities that have been well received. Wes is currently the Product Manager of Acoustic Test Systems at Data Physics Corporation in San Jose, CA.
Wes’s typical projects are acoustic applications associated with satellite and external rocket launch environments, aircraft flight environments, and high power outdoor sound propagation systems. Have you an engineering problem involving the design and construction of high-intensity acoustic test facilities, the operation and troubleshooting of such facilities, or any other aspect of high-intensity acoustic testing? | aerospace |
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