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https://primes.ng/news/ethiopian-airline-ncaa-speaks-on-passengers-safety-in-nigeria/ | 2019-06-16T14:05:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998238.28/warc/CC-MAIN-20190616122738-20190616144738-00124.warc.gz | 0.959232 | 239 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__42463891 | en | Nigerian Civil Aviation Authority, NCAA, has reacted to the crash of B737 Max aircraft, belonging to Ethiopian Airlines, which killed 157 people on Sunday.
Spokesman of NCAA, Mr. Sam Adurogboye In a statement assured members of the public of their safety in relation to the widespread global concerns triggered by the crash.
NCAA, however, allayed fears of the Nigerian public, saying that the aircraft type was currently not in operation in Nigeria.
The statement reads, “Presently, the accident aircraft type, Boeing 737 Max 8 is not in operation in the Country.
“The Authority in line with its Safety Oversight mandate enshrined in the Civil Aviation Act 2006, is consciously monitoring the development (s) with a view to take the necessary steps that will enhance the safety of all aircraft in operation within the Nigerian airspace.
“He assured members of the public that NCAA will continue to ensure that safety regulations were strictly adhered to for the safety of all in Nigeria.”
DAILY POST earlier reported that Ethiopian Airlines grounded its Boeing 737 MAX 8 fleet after a crash on Sunday killed 149 passengers and eight crew members. | aerospace |
https://www.pinoyfitness.com/2009/12/14th-philippine-international-hot-air-balloon-fiesta-february-11-14-2010/ | 2023-10-04T14:42:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511369.62/warc/CC-MAIN-20231004120203-20231004150203-00374.warc.gz | 0.886857 | 146 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__138070150 | en | Get your Canon, Nikon, Olumpus, Point-and-Shoot, SLR, Lomo cameras ready because next year Clark Pampanga will once again host the 14th Philippine International Hot Air Balloon Fiesta 2010 (PIHABF)!
The 2010 Hot Air Balloon fiesta in Clark is scheduled February 11-14, 2010. Be at Clark Airfield at 5AM to capture the balloons fly out and return late in the afternoon.
Expected in this event are scores of colorful hot air balloons from all over the globe. Also expected during the event are other activities like light plane exhibition, sky diving exbihition, and a whole lot more.
More information about this event will come soon! | aerospace |
https://planedave.net/2022/02/04/theme-build-4/ | 2022-11-26T08:30:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446706285.92/warc/CC-MAIN-20221126080725-20221126110725-00869.warc.gz | 0.966352 | 396 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__26242036 | en | What happens when an aircraft is captured by an opposing combatant? No surprise the best answer may be “it depends”. The vast majority of captured aircraft will be wreckage. Either brought down in combat or captured in a damaged or disabled state. So often in these cases the wreck is simply parted out and melted down.
But occasionally an aircraft in flyable, or at least repairable condition is captured. At the most obvious level such aircraft are thoroughly examined by air intelligence people. Especially if the type is new or rarely seen, a captured (mostly) intact aircraft will be treated as a major source of valuable information. Everything from how does the aircraft perform, what are its strengths and weaknesses, what does the enemy’s technological and industrial ability look like and a whole host of similar findings.
Most major combatants had whole departments that specialized in gathering as much of this sort of information as they could. Smaller militaries might consider re-using the aircraft for themselves, especially if they acquire a type in enough quantity to equip a squadron (Finland comes to mind as doing a lot of this against the Soviets).
The Germans, uniquely as far as I know, captured hardware in such quantities they even reconditioned and resold much of it. They ultimately re-tasked whole captured industries.
For this theme build we’ll look at four examples of aircraft flown by “the other side”. These are all fairly simple kits and the theme could go quickly, but with the caveat I brought up a few weeks back: I am still busy with some family business and a lot of travel is involved, so some simple three week builds may get drawn out over several months. We’ll see!
Our four subjects will be a Messerschmitt Bf 109, a Dewoitine D.520, a Mitsubishi A6M, and a Dornier Do 335. | aerospace |
http://www.geographictravels.com/2008/07/junky-heavens.html | 2016-12-11T04:10:04 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698544097.11/warc/CC-MAIN-20161202170904-00030-ip-10-31-129-80.ec2.internal.warc.gz | 0.945352 | 239 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__225177594 | en | Wednesday, July 02, 2008
The Junky Heavens
Anyone flying by must think we are trashy. From the European Space Agency
Looking up at the night sky is an awe-inspiring thing. Seeing the wide open heavens with its stars makes one think of all the wonders floating in the vast nothingness. The view; though, is deceptive. About 13,000 pieces of man made objects orbit the Earth creating a ring and sphere of a junkyard. According to NASA about 95% of objects orbiting the Earth is junk.
There are some neat diagrams and informational sites about space junk. La Cartoteca links to the European Space Agency's website featuring three dimensional diagrams. NASA has a website dedicated to the space junk issue. And Space-Track tries to catalogue all the junk up there.
Space junk is way too small to affect tidal patterns; also since they are in semi-stable orbital patterns space craft and still fly around them with few concerns. However, whenever one falls to the ground there is a chance for damage to property and pollution by hazardous materials. Solving the space junk issue is on the back burner of many minds but still should be considered. | aerospace |
https://filmysector.com/chinese-threat-army-to-increase-air-capacity-with-prashant-in-assams-missamari/ | 2023-09-24T03:19:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506559.11/warc/CC-MAIN-20230924023050-20230924053050-00590.warc.gz | 0.954673 | 699 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__172423743 | en | The Indian Army is all set to deploy its indigenous Light Combat Helicopter (LCH) Prachand in Assam’s Missamari serving forward areas along the Line of Actual Control in Arunachal Pradesh. By the end of this month, the army will deploy four LCHs in Missamari, sources said.
Although the Army has already received three of the five LCHs sanctioned from the Center along with 10 for the Indian Air Force, they are still based in Bangalore. These will be forwarded and will be operational with four by the end of this month. The fifth will be delivered by November, sources said.
Of the three Army Air Forces, one is headquartered at Missamari, while the other two are at Leh and Jodhpur.
The Missamari Aviation Brigade was raised in March 2021 to augment the Army’s aviation capabilities to support ground forces in the Eastern sector in the wake of growing Chinese military infrastructure. Augmenting the force, satellite imagery provides an accurate picture of Chinese operations across the LAC, with the addition of long-range surveillance drones, radars and night-vision capabilities.
The deployment of the LCH will be supplemented by the armed Advanced Light Helicopters (ALH) Dhruva, the armed version of the ALH Rudra and the upgraded Israeli Heron UAVs.
The helicopter is capable of targeting ground positions, air and air combat for anti-tank and other offensive operations. It will be a powerful platform to meet the operational requirements of Indian Air Force and Indian Army. According to the plans, the Army needs 95 more of these helicopters, and the IAF has a demand for 65 more.
Since the start of the fighting with China in Ladakh in 2020, the army has been beefing up its air power to monitor further Chinese operations and recently to support ground forces.
The Army Aviation Corps includes helicopters that fly in conflict and peace zones. The Air Force is very important to the Indian Army as it is used to evacuate injured troops during operations at high altitudes or during medical emergencies. The Air Force was formed on 1 November 1986.
Not only has the Air Force played a key role in operations like Kargil in the past, it has also been at the forefront of various missions during the ongoing India-China standoff in Ladakh. Helicopters of the Army Aviation Corps are used for reconnaissance, surveillance, casualty evacuation, essential load-dropping, combat search and rescue.
Agility and maneuverability make the LCH a suitable choice for mountain warfare as it can take off and land with a payload even at an altitude of 16,000 feet.
The Indian Air Force launched the helicopter at a ceremony attended by Defense Minister Rajnath Singh in Jodhpur. The helicopter, manufactured by Hindustan Aeronautics Limited (HAL), is suitable for performing missions such as combat search and rescue (CSAR), enemy air defense (TET), counter-insurgency (CI) operations, slow-moving aircraft and remotely piloted aircraft (CIT). RPAs), high altitude bunker busting operations.
The Cabinet Committee on Defense (CCS) chaired by Prime Minister Narendra Modi had in March this year approved the purchase of 15 Light Combat Helicopters (LCHs) at a cost of Rs 3,887 crore and infrastructure blocks worth Rs 377 crore.
— Ends — | aerospace |
http://www.inautonews.com/china-beijing-launches-its-own-gps-rival | 2017-11-24T04:19:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934807084.8/warc/CC-MAIN-20171124031941-20171124051941-00001.warc.gz | 0.945627 | 399 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__122754696 | en | When it comes to positioning systems, U.S. has GPS, Russia has Glonass and EU – Galileo.
Now China, began offering its own satellite navigation system to users, as an effort to move away from the nation’s reliance on the U.S.-built NAVSTAR GPS network.
The system is reported to be compatible with the GPS, Galileo and Russia’s Glonass platforms.
Ten satellites which form the Beidou “constellation” have been launched since 2007, with six more launches scheduled for next year to provide extended coverage for the Asia-Pacific region. By 2020, the Beidou constellation will comprise 35 satellites.
According to China Daily, the Beidou system is currently operating as a free trial and offers positioning accuracy to within 25 m (82 ft).
But this is set to improve to an accuracy of within 10 m (33 ft) next year when six more satellites are put into orbit and the system is officially launched for Asia-Pacific customers.
A 2004 study by Geoffrey Forden, a researcher at the Massachusetts Institute of Technology, US, suggested that Beidou could be used to target cruise missiles against Taiwan if a war broke out over the territory. Having its own system would protect China against the risk that the US could turn GPS off.
“This will allow a big jump in the precision attack capability of the PLA,” said Andrei Chang, a Hong Kong-based analyst of the Chinese military and editor of Kanwa Asian Defense magazine.
Real-time satellite images and data can also be used to coordinate the operations of China’s naval, missile and strike aircraft forces in operations far from the mainland.
China’s plans to develop a satellite positioning system are thought to date back to 1983 when then-President Ronald Reagan announced plans to build space-based missile-defense systems in what became known as his “Star Wars” speech. | aerospace |
http://wonudyralowap.killarney10mile.com/space-exploration-worth-it-56561hin2766.html | 2018-12-17T18:07:54 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376828697.80/warc/CC-MAIN-20181217161704-20181217183704-00344.warc.gz | 0.960957 | 1,329 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__226908423 | en | Patents on new innovations to create a more sustainable and efficient world. How would we develop these green technologies? The US manned space program went splat over 30 years ago when Apollo 17 came home and nobody ever went back to the lunar nursery again.
Suppose no one had ever wondered if there was another little village somewhere in the world. There are numerous more examples that you can Google for yourself. David is also a business, financial, and marketing consultant and holds a position as an adjunct professor in the Space Studies Department at the University of North Dakota.
Unquestionably, manned exploration of that era also created unintended economic consequences and benefits, such as the spinoff of miniaturization that led to computers and cell phones. The millions of dollars of government funding that goes to space exploration could instead be used to save the humans who are already dying in our world.
But by following those dreams, she will develop the mind and skills needed to keep advancing our technological capability and maintain our economic Space exploration worth it.
Where would we be if Earth became uninhabitable and we, having cut our Space program, were unable to find a substitute? The knowledge that space exploration provides is crucial for developing areas from medicine to the military.
Are these things more important than human spaceflight because we spend more money on them? It is true that, for every dollar we spend on the space program, the U.
These countries and agencies know that manned space exploration builds wealth for their nation, solves problems and enhances life for their people right here on Earth, and shows us the way for how we can all live together in peace.
The second biggest argument is "It is too expensive. How many men died crossing the ocean to the Americas and other contintents? Its a waste Space Exploration is a waste of resources. What sort of benefits can a well-managed human spaceflight effort, like Apollo, provide for the nation and the world?
Livingston holds a Masters and Doctorate in Business Administration and has nearly 40 years of experience managing and starting various types of businesses. Should we be focusing on more down-to-Earth problems like climate change or world hunger and poverty, rather than parking yet another rover on Mars?
This will be an unusually U. We as a nation have lost a lot of respect in recent years, and with that loss of respect has come a loss of political power and a reduction in our capability to lead other nations into actions that are compatible with our interests.
A commercial space industry is taking over Even if space exploration was a good target of funding in the past, it is now a growing target of venture capital and private ingenuity. When I started this piece, I said I hear this question a lot. But governments have funded a new particle collider at CERN to find it because they recognise the importance of finding it to understanding the universe.
The space age is 50 years old if we calculate using the launch of Sputnik as the beginning point. I firmly believe that the Life Sciences Research Program would be self-supporting if permitted to receive the return on its investment. We seem to be spending a lot more on it than space exploration as it is.
A normal pan still cooks your meals, buttons and zips can do up your jumpers or clothes. What is it about human space exploration that they see? Plus, space exploration also creates lots of green technology, so that we may never need to use the resources on the moon.
But the millions do not go up in smoke: As such, my response is another question: NASA is very damgerous. NASA, yes, is hazardous. Space exploration needs focus and funding, it is representative of our future, and will secure it. However flawed your analogy is the title "money is better used to help human lives in their own country" is interesting.
Hopefully if it is a good society, the disparity will exist not because of heredity or brutal dictatorship, but because the wealthier contributed more to society and the services they brought were ones people felt were valuable. NASA Is space exploration worth the cost?
The author recently gave a talk on this topic at the Cheltenham Science Festival. What if a disaster happens in the U. The community engaged in the space industry includes specialist scientists and engineers, designers, graphic artists and IT professionals, as well as a vast support system: Were we to stop investing in Hoover Dam, over time it would lose its effectiveness and cease to be the value to our nation that it is at this time and has been during its history.
What can we do there to cut down and streamline this process? Is manned space exploration worth the cost?Aug 19, · Space exploration has also been one of the most powerful drivers of science and technology education in this country. Ask how many of today’s leading scientists and engineers were inspired by the space program and by the science-fiction shows and movies that fed off of it.
Jan 21, · Is space exploration worth the cost? by David Livingston Monday, January 21, Editor’s Note: On January 11, the New York Times blog “Freakonomics” published a lengthy post titled “Is Space Exploration Worth the Cost?A Freakonomics Quorum”.The post featured comments provided by a number of people.
Timisoara - Jan 19, - The new space policy of the Bush administration, aimed at taking the humankind back to the Moon and on to Mars, came under fire before even being released.
In their bid at the Democratic nomination for the White House, several politicians criticized George W. Bush's grand space plans, arguing that the money. “Space exploration is a waste of money” based on this statement, I say, FALSE.
it is NOT a waste of money, i see the long term value, and importance of space travel. I do, also, generally understand and appreciate the need for effective, and concise goals.
Space exploration is worth it. The leading cause of more jobs mainly comes from space exploration. With different technologies like fire-proof suits and grooved landing grounds/gear, over 1, jobs are made because of it.
When NASA's space shuttle program was announced back init was billed as a major advance — a key step in humanity's quest to exploit and explore space.
The shuttle would enable safe, frequent and affordable access to space, the argument went, with flights occurring as often as once per week and costing as little as $20 million each.Download | aerospace |
https://eeas.europa.eu/delegations/united-states-america/73731/european-us-partners-rename-ocean-monitoring-mission-sentinel-6a-after-michael-freilich_th | 2021-01-21T00:17:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703522133.33/warc/CC-MAIN-20210120213234-20210121003234-00559.warc.gz | 0.888655 | 395 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__115111908 | en | The satellite – now called "Sentinel 6A Michael Freilich" – is a joint endeavor between the European Commission, the European Organisation for the Exploitation of Meteorological Satellites (EUMETSAT), the European Space Agency (ESA), NASA and the National Oceanic and Atmospheric Administration (NOAA).
Sentinel 6-A Michael Freilich is an important component of the European Union's Copernicus program, the EU's Earth observation program managed by the European Commission. It will specifically enable measurements of the height of the sea surface, therefore tracking global sea level rise. The launch is scheduled for this fall, from California.
“This honor demonstrates the global reach of Mike’s legacy,” said NASA Administrator Jim Bridenstine. “We are grateful for ESA and the European partners’ generosity in recognizing Mike’s lifelong dedication to understanding our planet and improving life for everyone on it. Mike’s contributions to NASA – and to Earth science worldwide – have been invaluable, and we are thrilled that this satellite bearing his name will uncover new knowledge about the oceans for which he has such an abiding passion.”
“Together with other missions of the European Union’s Earth Observation Programme Copernicus, Sentinel-6 Michael Freilich will contribute to improved knowledge and understanding of the role of the ocean in climate change and for mitigation and adaptation policies in coastal areas,” said Mercedes Garcia Perez, head of the Global Issues and Innovation of the European Union Delegation to the United States. “It will have a large societal impact worldwide as it supports applications in the area of operational oceanography including ship routing, support for off-shore and other marine industries, fisheries, and responses to environmental hazards. This new satellite within the Copernicus constellation will be an additional tool for implementing the European Green Deal to transition the EU to a carbon neutral economy.” | aerospace |
https://www.ibtimes.com/social-tags/spacex?page=8 | 2023-03-24T13:53:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945282.33/warc/CC-MAIN-20230324113500-20230324143500-00683.warc.gz | 0.931774 | 590 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__142862589 | en | NASA has reportedly told employees to stop using the teleconferencing app, as well.
Tesla and SpaceX CEO Elon Musk donated 40 ventilators to a hospital in New York City amid the coronavirus crisis.
NASA and the Japan Aerospace Exploration Agency (NASA) has added two crew members to SpaceX’s first official human spaceflight to the International Space Station (ISS). The upcoming mission will be carried out through the company’s Crew Dragon spacecraft.
An expert claimed that a couple of UFOs appeared during the live broadcast of the launch of SpaceX’s Falcon 9 rocket. The alleged UFO sighting occurred during the launch of the company’s latest batch of Starlink satellites.
SpaceX is making face shields and hand sanitizers for local hospitals near its headquarters in Hawthorne, California.
An internal memo revealed that an employee and a health care provider working in SpaceX’s headquarters in California tested positive for COVID-19.
Footage from SpaceX’s previous launch revealed a UFO almost colliding with a satellite deployed by the company. A so-called UFO expert then insinuated that SpaceX founder Elon Musk was forced to keep the strange encounter in space a secret.
SpaceX has secured the approval of the Federal Communications Commission (FCC) to deploy up to a million ground antennas for its Starlink satellite constellation project. Previous, the company’s founder Elon Musk referred to the antenna as “a UFO on a stick.”
NASA has released an update regarding the first human launch of SpaceX’s Dragon spacecraft to the International Space Station (ISS).
SpaceX plans first manned flight to space station in May
Elon Musk of SpaceX revealed that the Falcon 9 rocket was launched despite a technical issue with one of its engines.
Asteroids that are known to approach Earth orbit close to the Sun. Aside from the fact that the Sun’s rays could hide approaching asteroids, the light reflected by Starlink satellites could prevent Earth and space-based telescopes from finding incoming space rocks.
After aborting the launch of the Falcon 9 rocket earlier this week, SpaceX confirmed that it would proceed with the deployment of the latest batch of satellites for its Starlink project. The upcoming launch will be live-streamed by the company through its website.
SpaceX narrowly missed a potential major mishap after deciding to abort the launch of the latest batch of Starlink satellites. The company confirmed that a technical issue with its Falcon 9 rocket prompted the abort procedure.
For the last time, the International Space Station’s (ISS) robotic arm caught and stabilized SpaceX’s Dragon spacecraft during its recent resupply mission.
An official from SpaceX confirmed that the company is all set to carry out its first human spaceflight this year. However, it is not yet clear how long SpaceX’s mission with NASA astronauts will last. | aerospace |
http://www.joshuaguess.com/blog/2016/01/why-space-matters-part-1.html | 2019-10-21T10:15:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987769323.92/warc/CC-MAIN-20191021093533-20191021121033-00207.warc.gz | 0.965958 | 1,835 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__187280325 | en | I thought about titling this post Why Science Matters but that way is fraught with political landmines. It's not that I'm at all silent about my political philosophy or how I arrived at my core beliefs. I'm not, nor am I ashamed. The calculation involved in the way I view politics and policy is a simple one:
Does this belief or policy do good for the largest number of people?
Yeah, we might differ on what qualifies as good, but at that basic a level of disagreement there's really no way to change a person's mind.
So instead of talking about why science matters--and it does, clearly, as human civilization to this point wouldn't exist without it--I'm going to move forward under the assumption you agree with that premise. If you don't, that's fine. You can stop reading. Avoiding politics here means I'm not interested in being convinced that the scientific method is invalid. Chances are pretty good that if you believe, say, that the world is 6,000 years old, you're probably not reading any more.
Space matters. In ways as vast as space itself and as small and mundane as everyday concerns like wanting a comfortable mattress, it matters. My goal with this series of posts is to explain in my wandering, often tangential way exactly why this is true and why we as a society should value the technologies and investments needed to make space exploration of all kinds an integral part of our cultural psyche.
One thing that never ceases to confound me is how, in one breath, people will praise the technological breakthroughs made by space programs while damning the idea of space exploration as a priority.
You can see some Nasa spinoff technologies on Wikipedia or Nasa's own website at these links, but the benefits span everything from the enrichment of baby food to chemical detection. The simple truth is that you don't work for Nasa or any space agency to get rich. You don't spend years learning mechanical engineering or astrophysics because it's going to make you a rock star.
I mean, Neil deGrasse Tyson aside.
People get into space--even private space companies--because they love space. Or rockets. Maybe they have a lifelong jones for making some obscure mechanical process more efficient. I'm not judging. The point is that there is also a simple formula for near-certain breakthroughs across the entire spectrum of the scientific field.
Take a large group of passionate, educated nerds.
Give them resources.
Give them a problem.
In fairness, this is less true in any of the biological sciences, since biology and medicine deal with much less predictable systems of much greater complexity. They take longer to have breakthroughs, but when they do, as Albus Dumbledore would say, they're correspondingly huger.
If you need a good example of what I'm talking about, let's look at SpaceX, the private space exploration company founded by real-life Tony Stark/potential Bond villain Elon Musk.
There are plenty of excellent resources out there where you can (and should) find everything you need to know about Musk and SpaceX, so I'll skip the details.
Musk started his company after posing himself a question: why is space exploration so expensive? After doing some research and figuring out the math, Musk realized that the actual cost of the materials that make up a rocket capable of reaching orbit are about 2% of the total. That leaves a lot of room for making rockets more cost effective. Which is exactly what he did.
Musk and company looked at rocket technology and, funded by Musk himself and some investors, decided to do something no one had really done since the 1960's: build their own damn rocket from the ground up. By doing this, they were able to utilize half a century of experience and practical data to create the most efficient booster in the world for a fraction of the cost ULA (United Launch Alliance, a partnership between Boeing and Lockheed-Martin that has been mercilessly bilking Nasa for years) could manage.
It should be noted here that ULA has been using Russian rocket engines made in the 1960's for their Nasa contracts. Not designed in the decade Kennedy was still alive, actually fucking manufactured in it.
As a result of SpaceX being provided resources, they were given contracts that provided even more resources, which allowed SpaceX to do something that changed the world.
They created a rocket that can land.
Yeah, I know. Doesn't sound like too big a deal. But consider the cost of a Falcon 9 rocket, which is the workhorse of the SpaceX fleet: about 90 million dollars. That's about the cost of a jumbo jet. Imagine if jets could only go one flight, and were then scrapped. That's how space exploration has worked until now.
With the advent of a booster that can land and be reused, the face of space exploration and as a consequence humanity's place in the solar system has changed forever. The cost of sending rockets into space will drop by staggering margins, allowing cheaper and cheaper flights.
This means we'll have the ability to create large orbital structures in a cost-effective way for the first time. Space stations are within our grasp, as are larger spacecraft capable of exploring and exploiting the resources of the solar system. This is not an exaggeration or science fiction, but rather the critical point much science fiction has hinged on before possibly becoming science fact.
Had Nasa been given the sort of funding they enjoyed during the space race in the 60's and 70's (wherein the exploration of space was a national contest with the Soviet Union, a sort of proxy war using scientific achievement as its ammunition), we'd have seen these advances long ago.
Yes, if we had kept giving Nasa the budget it once had, commercial space travel would be so normal by now we'd all be bored of it. But the budget cuts over the years meant Nasa couldn't build its own rockets, which meant whatever advances were made at the Jet Propulsion Laboratory (or anywhere inside the organization) were at best passed on to private third-party vendors like ULA, who were operating on contracts and looking to squeeze every penny or profit they could.
Nasa could have been SpaceX. Would have been, if the money had been there.
Even so, things are working out. We're on the edge of a boom in space travel. Successful demonstration of what we can accomplish with the increase in space travel brought on by the decrease in its cost will be vital to perpetuating the use of space as a resource for humankind. On the large scale, this will mean mining asteroids, dwarf planets, comets, even the gas giants. The things we could do with enough raw materials in orbit and the fuel (water, basically) we could collect from the solar system are almost endless.
But that's not what this section is about. Just think of what sorts of technology we'll see as a consequence!
Right now we have dozens of spinoff technologies working for us every day. That's just from a space program that's public, severely underfunded, and only able to focus in very narrow directions. Think for a second about the possibilities we'll see once we as a society are looking down the barrel of mining asteroids or building a base on the moon. Those are both immensely difficult prospects, with countless problems that will need to be solved.
The solving of them will produce technologies, both intentional and accidental, in numbers and variety we can scarcely imagine. That's totally ignoring what sorts of fantastic things we might learn to manufacture in microgravity.
People complain about the expense of Nasa, and they say it's money down the drain. No return.
Well, first of all: horseshit. Beyond the very real and very material return that is the growth of our understanding of the universe, physics, and a hundred other things, the technologies resulting from our investment in Nasa (and thus space) have a subtle but large economic benefit. Hell, the space program gave us memory foam, and you can't swing a dead cat in this country without it having its weight evenly distributed across some damn thing or another made of the stuff.
Second of all: so what? Even if space exploration costs this country $18 billion dollars a year, which is less than Americans spend on pizza, and made zero money back, so what? The non-economic benefits are still hugely important. Space exploration and the attendant discoveries which come with it have vastly increased our understanding of physics to the point where we have things like GPS and tons of other non-commercial benefits.
Now we've covered the basics on why space exploration isn't an economic waste of time, which has hopefully created some nice squishy feelings toward the idea of paying for rockets, or increased them if you already had them.
Which is good, because next time I'm going to explain why having a positive attitude toward space is the only way humanity can survive in the long term.
See you then. | aerospace |
https://www.vacancyvite.xyz/job/lockheed-martin-jobs-32/ | 2023-03-30T23:18:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949506.62/warc/CC-MAIN-20230330225648-20230331015648-00323.warc.gz | 0.889802 | 207 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__45932490 | en | Website Lockheed Martin
At Lockheed Martin, we are passionate about innovation and integrity. We believe that by applying the highest standards of business ethics and forward-thinking, everything is within our capacity – and yours as a Lockheed Martin employee. Lockheed Martin values your skills, training, education, and background!
This requisition is for an Engineering Aide to support production team and all programs whose products are built by that team.
- Creating assembly work instructions based on the drawings and/or models
- Gathering, maintaining, formatting, compiling, and manipulating technical data, such as material test results and engineering design changes
- Providing technical guidance and timely problem resolution in support of manufacturing operators to facilitate assembly performance
- Applying lean manufacturing techniques to reduce cost and increase yields
Company: Lockheed Martin
Vacancy Type: Full Time
Job Location: Pensacola, FL , US
Application Deadline: N/A | aerospace |
http://www.rafairuk-dcs.co.uk/news_item.php?id=759 | 2019-11-18T08:25:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496669730.38/warc/CC-MAIN-20191118080848-20191118104848-00428.warc.gz | 0.94893 | 127 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__105254625 | en | New Squadronsposted by Matthew Purnell on 2019-10-23
Its very exciting times for RAF Air as we have just welcomed two new squadrons in to our mitts!
XI(F) Squadron has specialize in the F14B Tomcat and endeavour to keep the skies around the area of operations clear of enemy fighters.
1(F) Squadron bring the AV8B Night Attack Harriers to bear on the enemy to support ground forces with on going missions.
If you would like to join either of these new squadron please apply within the RAF Air forums in the relevant squadrons forum section. | aerospace |
https://www.interstatesecuritycorp.com/drones-and-security-control/ | 2023-12-07T15:42:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100677.45/warc/CC-MAIN-20231207153748-20231207183748-00237.warc.gz | 0.964638 | 706 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__187354549 | en | Drones have been around for decades, and they have taken many different forms, depending on their desired use. Lately drones have been become commercially available, allowing for almost anyone to own and operate a drone. This adds a new dynamic to security control. Before drones were commercially available, security control was difficult, but it only required monitoring and control of the ground-based entry and exit points of a building. This is no longer true. Now with drones, the number of access points which can and need to be monitored have increased exponentially. This is both a good thing and a bad thing, as we will explain further.
Problems with Drones
First, let’s start with the problems that drones present. Though drones have many different forms, the most common form of drone today is the quadrotor. These aircrafts are incredibly agile while also being easy to control and amazingly stable. They are powerful enough to carry a payload, such as an HD camera, and can fly for over ten minutes at a time. The advantage of all these attributes is that drones can be used to see what is hidden behind high walls and barbed wire fences. They are also small and fast enough to get photos of what the operator wants and escape long before anyone has time to react. This makes them great for thieves who are casing a house or store they want to rob. It gives them information which otherwise would be impossible to obtain.
This can be a great problem for security control, as suddenly a high wall won’t stop prying eyes. But there are other solutions. Firstly, you can add your address to the NoFlyZone, which is a digital map of the world which restricts common commercial drones from flying into specific restricted areas. If the drone uses GPS to navigate, then a restriction can be placed to prevent it from flying near the coordinates of your property.
There are more extreme versions of preventing drones from flying overhead, but right now they are illegal. There are methods such as using other drones or even birds to catch spying drones and pull them from the air. There are also electronics ways of stopping drones from flying to close, using an electronic jammer to block the control signals of the drone, while lasers can be used to blind the cameras on the drone. Though these are effective techniques, they are currently not legal and therefore may only be a possibility for commercial security control in the future.
Drones can also be used for the benefit of security control. All the advantages that make them great for thieves also help with increasing the security of your property. The most important use of drones is their ability for remote surveillance. Drones can provide a high vantage point to view the property from, which gives the client a much better understanding of the goings on in their property.
Drones can also be used to scout around areas which are more difficult to patrol on foot. Such as farms or large gardens, or even the woods surrounding a house. Drones can easily and quickly traverse these areas which greatly increases the effectiveness of a security team. While they are flying, the drones can remotely feed their video back to a control room, which allows for real-time moving surveillance of previously hard to check areas.
Drones are here to stay. Hopefully the FCC adds regulations to help prevent the invasion of privacy, but those regulations don’t fully exist yet and therefore until then, security control will have to come up with its own methods of deterring drone privacy invasions. | aerospace |
http://www.greathobbies.com/productinfo/?prod_id=WMCABM001 | 2018-09-19T08:35:16 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156096.0/warc/CC-MAIN-20180919083126-20180919103126-00140.warc.gz | 0.876612 | 444 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__122237256 | en | Air Burst Mighty Missile
click to enlarge
Please note: This item is currently in our Blue Dot Clearance Sale and the special price shown is only valid for the quantity available in any given location, on a first come first serve basis. Returns are not accepted. Back orders will not be accepted at clearance pricing. The quantity shown is approximate only as it does not reflect any quantities that may be in process with other customer orders. We apologize to those customers who may miss out and thank you for your understanding.
The award-winning Air Burst Rocket™ system incorporates an entirely new propulsion technology, utilizing air to create a shock wave and Venturi effect that launches its rockets higher and faster than any non-combustion rockets on earth!
When membrane boosters within the launcher burst, Air Burst™ generates astounding power that sends rockets to amazing heights. With a few pumps from a stand-up bike pump, rockets can be easily and repeatedly launched. No combustible or expensive rocket engines needed!
With five different power levels to choose from, you can launch Air Burst™ rockets to varying altitudes reaching up to 1,000 feet and even beyond visual range! The highest power level requires adult strength. Be prepared for a truly amazing model rocketry experience!
This is the Air Burst Mighty Missiles System from the William Mark Corporation. Suitable for Ages 10 & Older w/Adult Supervision. FEATURES: A smaller version of the Air Burst Rocket system (WMCH1000), but designed for smaller children. Vinyl Air Burst membrane boosters. The burst membrane booster system generates an instantaneous release of energy creating tremendous launching power! Completely air powered generated by a quality bike pump. Ready-made, foam-nosed Mighty Missiles, with a durable plastic body tube and fins, spiral thru the air! The Air Burst high-powered launcher is constructed of durable foam and plastic. Detailed operating instructions and technical description. INCLUDES: (2) Missile Rockets (1) Launcher (1) Bike Pump (60) Boosters REQUIRES: Launcher Assembly COMMENTS: For outdoor use only. Additional missile rockets boosters (WMCH0002) are available kr2/10/06 ir/kh | aerospace |
http://www.lemonamiga.com/games/cheats.php?id=398 | 2013-06-20T01:19:02 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368709337609/warc/CC-MAIN-20130516130217-00091-ip-10-60-113-184.ec2.internal.warc.gz | 0.883298 | 127 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__47975383 | en | Choose to launch from land, then taxi down U.S. 101
and turn right at Highway 92 to find the Electronic Arts building.
Edwards Air Force Base:
Select option 2 (Free Flight, No Enemy Confrontation)
at the main menu. Enter "0" when prompted for options
1 to 4. The screen will rotate and move south to 34 degrees by
117 degrees, placing your plane outside of a runway. Use the
afterburners to take-off.
After all missiles have been fired in mission six,
try landing on the shadow sub to refuel and re-arm. | aerospace |
http://www.msrwildlifephotography.co.uk/gallery/aircraft-page-4/xtremeair-sbach-300/ | 2021-07-25T19:51:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046151760.94/warc/CC-MAIN-20210725174608-20210725204608-00701.warc.gz | 0.907828 | 298 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__240694294 | en | The aircraft bears the company designation XA41, but is marketed under the name Sbach 300.
Design and development
The Sbach 300 is an all-composite design, predominately constructed of carbon fibre. It features a cantilever low-wing, a single-seat enclosed cockpit under a bubble canopy, fixed conventional landing gear and a single engine in tractor configuration. The aircraft’s 7.50 m (24.6 ft) span wing has an area of 11.25 m2 (121.1 sq ft) and mounts full-span ailerons with spades to lighten control forces, which give a roll rate of 450° per second. The standard engine employed is the 324 hp (242 kW) Lycoming IO-580 four-stroke powerplant. The aircraft has an empty weight of 570 kg (1,260 lb) and a gross weight of 850 kg (1,870 lb) for aerobatics and a gross weight of 999 kg (2,202 lb) for non-aerobatic flight.
The 300 was later developed into a two-seat version, the XtremeAir Sbach 342, which was introduced in 2007.
The Sbach 300 was flown to a German national aerobatic championship in the unlimited class.
Role: Aerobatic Aircraft
National Origin: Germany
Status: In Production
Designer: Philippe Steinbach
Variants: XtremeAir Sbach 342 | aerospace |
https://www.nitroplanes.com/yak542c464c5.html | 2022-05-23T11:41:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662558015.52/warc/CC-MAIN-20220523101705-20220523131705-00402.warc.gz | 0.817965 | 982 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__18663789 | en | This may be the first Yak-54 .50 size ARF available in the US. We are
dedicating this model to the sport flyer / 3D flyer looking for a modern design
to install the most popular engine size in the modeling community, the .40 - .50
class. The Yak is a great aerobatic performer. With the shorter tail moment, it
performs some of the best tumbling maneuvers in the circuit.
2c 46~50 4c 52~63 ENGINE POWERED AEROBATIC AIRCRAFT
This beautiful aerobatic aircraft features a fiberglass fuselage and balsa
rib wings. Pre covered in a colorful and attractive design which is sure
to draw attention. If you are looking for an outstanding aerobatic flyer,
small and convenient to transport, this model will really get the
NOTE: Due to the high rising cost of carbon fiber materials,
this plane no longer features an carbon fiber landing gear. You will
receive an EPOXY landing gear.
4 Ch 5 Servos
2 Strok Engine
4 Strok Engine
All components come pre
decorated. Full color decals are included which you can personalize the design.
This Yak has a predictable stall and good slow speed characteristics. The
fiberglass fuselage detail and the scale spats give this plane an excellent
look. The construction consists of the traditional “built-up” balsa and ply
techniques for the wing and stabilizer and a highly detailed, custom painted
fiberglass fuselage. Precision, Artistic Freestyle, and 3D maneuvers are all
within the capabilities of this model.
Construction: Laser-cut balsa & ply wing, and stabilizer construction.
Precision molded fiberglass fuselage with great detail (molded
wing fillets, pushrod exits, and canopy frame.) Custom
painted glossy finish with-out the typical fiberglass seams.
Wings: Two-piece wing and built-up stabilizer.
Double beveled control surface deflection on ailerons.
Covering: Factory applied Oracover covering with vinyl graphics.
Cowling: Precision matched pre-painted fiberglass.
Wheel Pants: Unique pre-painted fiberglass spats.
Canopy: Pre-formed and tinted. White trim finish already applied.
ABS plastic pre-painted cockpit interior.
Landing Gear: Molded Epoxy Landing Gear. (Fixed to the fuselage.)
ABS plastic pre-painted landing gear cuffs.
Dual Aileron Servos / Pull-Pull Rudder (Large anodized aluminum tiller arm
Hinge Slots: Pre-slotted for “easy-type” CA hinges
Building Time: Ready to fly in 12 – 15 hours.
Pre-built & covered wings and tail assemblies, and pre-painted fiberglass
fuselage. All necessary hardware including pushrods, landing gear, wheels,
engine mount, fuel tank, servo trays, wing joiners, and a photo illustrated
Engine: .40 - .50 size 2 - stroke or equivalent 4 – stroke engine. (YS .63 has
proven to be an excellent choice.)
Muffler: Stock mufflers or “pitts” mufflers on 2 & 4 – strokes.
Radio: Minimum (4) channel radio.
Servos: (5) Standard servos. We recommend (4) with ball bearings for the control
surfaces. A higher torque servo may be desired for the Pull / Pull system.
Spinner: 2 1/4”
Misc. Items: Glow plug, _” foam rubber padding, medium fuel tubing, fuel filter,
propeller, building & field equipment.
NOTE: Due to the high rising cost of
carbon fiber materials, this plane no longer features an carbon fiber landing
gear. You will receive an EPOXY landing gear. | aerospace |
https://preppersshop.co.uk/us-air-force-womens-acu-combat-shirt-jacket-32277-p.asp | 2022-05-22T03:56:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543797.61/warc/CC-MAIN-20220522032543-20220522062543-00733.warc.gz | 0.940093 | 200 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__272185112 | en | US Air Force Women's ACU Combat Shirt Jacket
The US Air Force Women's ACU Combat Shirt Jacket is a great garment for everyday use or for your favourite activity such as airsoft! Whatever your preference, these Combat Shirt Jackets, which were originally used in the US Air Force, feature four front pockets, providing more than enough space to stash all of your gear or personal items. These jackets are finished with a button closure so it will stay secure even when partaking in outdoor pursuits. All of these jackets come in grade 1 condition.
- Colour: ACU Patterm
- Material: 50% Nylon, 50% Cotton
- Grade 1 Condition
- Various Sizes
- Button Closure
- 4 Front Pockets
- Originally Used in the US Air Force
Please Note: This Shirt is in Grade 1 condition meaning there may be some signs of wear, such as fading and names written on labels but is in an overall good condition. | aerospace |
https://www.sunnycoastmedia.com.au/2021/09/27/skys-the-limit-for-greg/ | 2022-05-22T05:06:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543797.61/warc/CC-MAIN-20220522032543-20220522062543-00621.warc.gz | 0.972941 | 981 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__214401922 | en | by CHRIS GILMORE
As a child, Greg King would make model aircraft and watch the sky as planes flew over. But his dreams of becoming a pilot hit a problem.
“I always wanted to fly … however, knowing that I was classed as being colourblind, I would not be able to fly at night,” he says.
But Greg, 68, never gave up on his dreams and he became Queensland’s longest-serving remote pilot in the Royal Flying Doctor Service. Across nearly 20 years, he helped thousands of people in remote parts of Queensland, flying more than 1.63 million nautical miles and refuelling countless planes at the RFDS base in Mount Isa.
Now, after returning to the Coast in 2019, Greg is combining his flying skills with his love for the Outback, partnering with two other pilots to launch Aviation Tours, providing small-group plane touring holidays around the country.
Originally from Victoria, Greg moved to the Coast in 1979 and ran the successful Caloundra Bait Supplies until 1987. But he says “all I wanted to do was fly an aircraft” and in March 1987 he had his first lesson at Sunshine Coast Air Charter at Caloundra Airport.
“I spent the next two years working studying and training then in 1989 I was given the wonderful opportunity to work for Lester Neideck at Sunshine Coast Air Charter as a flying instructor,” he says.
“The rules (about being colourblind) changed and by mid-1990 I had a night rating. I have now amassed a total of 14,800 hours with 2400 hours of night flying in some of the worst conditions a pilot could wish for.
“CASA told me I would never be able to fly a glass cockpit. I have been doing so, single pilot, for the last 19 years day and night.”
It was 2000 when Greg started working for the RFDS at Mount Isa. He says he only intended to be there two years, but ended up staying for 19.
“I loved the RFDS,” he says. “The work was 110 per cent rewarding. At first I was helping strangers, then after a while helping friends. It was not uncommon to arrive at a property, clinic or small rural hospital and know the person you were picking up.
“One night I picked up an old lady, she said that it was her second time in an aircraft – the other was 50 years earlier and that was RFDS too.
“The work ranged from inter-hospital transfers from outlying hospitals back to Mount Isa, or from Mount Isa through to Townsville; to primary retrievals, landing on a property or small town strip to be first responders for all types accidents – car, aircraft, motorbike, horse, industry, rural, snake bite – through to many and varied medical cases.”
Upon returning to Caloundra, Greg was contacted by one of his past students who was working as an instructor at one of the local schools and asked if he was interested in returning to instructing.
“Was I interested? You bet – playing far too much solitaire!” Greg says.
But when Covid travel restrictions saw thousands of commercial pilots grounded, including Greg, they began planning the new aviation tours venture.
“We began planning the new air touring business and I was asked to be the chief pilot,” Greg says. “So hear we are, about to do our first tour.”
The tours will inject much-needed tourist dollars into remote parts of Australia, which have been hit hard by travel restrictions. Inland stops include Charleville, Longreach, Winton, Roma, Coober Pedy, Broken Hill and Carnarvon Gorge, as well as coastal destinations including the Whitsundays, Great Barrier Reef and Thursday Island.
“Bringing air tours to the Outback will help bridge the gap between the city and the country,” Greg says. “Our guests will help rebuild local economies and increase the understanding of how different life is in remote areas.”
Aviation Tours’ private aircraft accommodates up to eight guests. Tours range from 5-16 days and include all flights, tours and accommodation.
After so many years flying around the Outback, what’s Greg’s favourite spot?
“I really haven’t got a favourite spot, l love it all: the people, the towns, the country – it’s all not to be missed,” he says.
Visit aviationtours.com.au, @aviationtours or facebook.com/aviationtoursaustralia. | aerospace |
http://hub.contactmusic.com/news/kimberly-stewarts-helicopter-request-denied_1037801 | 2014-12-20T21:19:48 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802770399.32/warc/CC-MAIN-20141217075250-00061-ip-10-231-17-201.ec2.internal.warc.gz | 0.954805 | 122 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__85440405 | en | Kimberly Stewart's Helicopter Request Denied
Rod Stewart's socialite daughter Kimberly was left redfaced at the weekend (14-15Jul07) when she attempted to land a helicopter at her father's Los Angeles residence.
A neighbour phoned police to report a helicopter was attempting to land in the veteran rocker's estate, who promptly arrived and told the craft to move on.
Stewart's manager tells TMZ.com, "We asked Beverly Park Security if it was possible to land a helicopter at the residence for personal travel. They answered 'No,' so we let it go." | aerospace |
https://www.mwclasvegas.com/exhibitors/vexcel-data-program | 2023-06-06T19:19:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653071.58/warc/CC-MAIN-20230606182640-20230606212640-00435.warc.gz | 0.901295 | 154 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__8314699 | en | For 30 years, Vexcel’s award-winning technology has led the photogrammetry and remote sensing industry. Using its award-winning UltraCam sensors and a dedicated fleet of aircraft, Vexcel operates the world’s largest aerial imagery and geospatial data program. Vexcel collects imagery in 25+ countries—including rural and urban areas in the contiguous United States. It provides a wide variety of high-resolution products from Oblique to True Ortho, DSM to Multispectral and Property Attributes. Its cloud-based aerial data improves workflows across a variety of industries and helps telecom, autonomous driving, HD mapping, and IoT providers plan for the future of smart cities. More at vexceldata.com. | aerospace |
https://onemileatatime.boardingarea.com/2014/07/28/fly-china-southern/ | 2018-05-25T04:53:02 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794867041.69/warc/CC-MAIN-20180525043910-20180525063910-00369.warc.gz | 0.938142 | 393 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__54744059 | en | On that trip I flew:
- China Southern A380 First Class Los Angeles to Guangzhou
- China Southern A330 First Class Guangzhou to Tokyo Narita
- Korean Air 777 First Class Tokyo Narita to Seoul Incheon
- Korean Air A380 First Class Seoul Incheon to Los Angeles
I had high hopes for both airlines, in particular China Southern, given their A380 service between Los Angeles and Guangzhou, and how much award space they released. While the Korean Air flights actually exceeded my expectations, the China Southern flights kinda left me speechless.
The trip report of my Los Angeles to Guangzhou flight ended up being my most read trip report ever, especially after it got picked up by Weibo, the Chinese version of Twitter.
Unfortunately it looks like the post was so popular that China Southern management took actions based on it, and demoted the entire first class crew and purser to “common” flight attendants. That made me feel horribly, because at the end of the day I’d attribute most of the failures to poor management decisions.
I received an email from China Southern’s “Assistant President Airline Products & Services Management,” claiming that they’ll work on improving the premium cabin experience.
China Southern will be launching 777-300ER service to New York JFK in a couple of weeks, and I’m a bit torn about whether I should book an award ticket on it or not:
- I’m sure it’s something many of you would be interested in reading about, partly for amusement, and partly to see if the previous flight was a one off experience
- At the same time, I don’t want the flight to lead to more flight attendants being demoted
What do you guys think? Should I give China Southern another shot? Put another way, is it time for Duc De Paris Part Deux? | aerospace |
https://eng.tourismandsocietytt.com/destinations/kennedy-space-center-visitor-complex | 2023-12-06T21:28:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100603.33/warc/CC-MAIN-20231206194439-20231206224439-00899.warc.gz | 0.938904 | 335 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__118735534 | en | Whether you have an interest in space science, history, technology or simply want to experience something unique, the Kennedy Space Center Visitor Complex offers an educational and exciting experience for all visitors.
The Kennedy Space Center Visitor Complex is the exhibition center for NASA's Kennedy Space Center, and packed with fascinating exhibits, attractions, and activities, the Visitor Complex offers tourists a glimpse into the world of space and technology.
The Visitor Complex also contains historic spacecraft and memorabilia, one IMAX theater, showing two 3-D space related movies, and space center bus tours, among many other exhibits.
From the beginnings of space exploration to current missions, visitors can get up close to the history of human beings in space. The Visitor Complex also contains historic spacecraft and memorabilia, two IMAX theaters, and a series of spaceport bus tours, among many other exhibits. The centre offers a variety of interactive exhibits and simulations that allow visitors to experience up close what it's like to be an astronaut or participate in a space launch. From launch simulators to the opportunity to touch a real piece of the moon, these experiences provide an exciting and educational touch.
Kennedy Space Center Visitor Complex is a NASA facility located on Merritt Island, Florida, United States. It is one of the world's best-known and most iconic space launch centres. It was named in honour of President John F. Kennedy and was originally established in 1962 as Cape Canaveral Launch Operations.
Kennedy Space Center Visitor Complex is the site where most of NASA's manned and unmanned missions have been launched. It has also been used for commercial and other space agency launches. | aerospace |
https://www.templarheli.com/about-us/ | 2024-04-18T17:18:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817222.1/warc/CC-MAIN-20240418160034-20240418190034-00733.warc.gz | 0.918764 | 659 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__65046844 | en | SAFETY: Templar places the safety of employees above all else and ensure recognized hazards are mitigated. Safety is a priority and core value of our organizational culture. With Templar, SAFETY is never compromised
ACCOUNTABLE: DCAA approved accounting system and DCMA compliant.
SERVICE: International Logistical Support ranges from delivering or sourcing spare parts to providing program management, flight crews, training instructors, staffing and consulting services. We employ a full complement of material management technicians, procurement specialists, logisticians, terminal specialists, Information Technology specialists, maintainers, pilots and support personnel to enable logistics flow for any operation.
ETHICS: Team Members are held to the highest standards without compromise. Each team member is dedicated to the legal, moral and ethical standards of behavior. INTEGRITY is never compromised.
QUALIFICATIONS: Templar is certificated by the Federal Aviation Administration under Part 135 (G67A684L), Part 133 (G67L684L), and Part 145 Repair Station (XXZR035Y) attesting to the quality of our operation and services.
All aircraft maintained by Templar employees comply with strict OEM, FAA and/or military requirements, ensuring the highest level of airworthiness. Additionally, our customers can rest assured that our aircrews, technicians and other support personnel, are fully qualified professionals, certified to meet or exceed applicable requirements for the duties they perform.
CERTIFICATIONS Templar IS ISO 9001:2008/AS 9100C Certification 0213-256A and ITAR (M34594 & K-5607).
About templar heli
EXPERIENCE: TEMPLAR AVIATION LLC (TA) management team and technical specialists are seasoned professionals with years of experience in the commercial and military aviation sector. Templar employs only experienced, professionally license and certified flight crews, maintainers, trainers, and management personnel. Our only objective is 100% customer satisfaction.
TA: Employs only experienced, professionally licensed and certified flight crews, trainers, maintainers and management personnel. Both government and commercial clients have acknowledged the exceptional performance history and experience of Templar. Our objective is always 100% customer satisfaction.
LEADERSHIP: Management, supervisors, and leads are not only selected for their technical abilities and certifications but also for their ability to lead and function as part of the Templar team. All have decades of aviation experience, as well as the team building skills and leadership qualities necessary to ensure our clients receive EXCEPTIONAL support.
Our program management personnel ensure the development, implementation and operation of highly effective, technically challenging programs. Our ability to successfully manage all program aspects from planning, inception and sustainment, thru completion is the hallmark of our company. Because our personnel routinely serve in demanding areas, leadership and effective mission accomplishment are paramount.
To be the industry leader in providing safe and effective solutions to all aviation challenges worldwide. We are a company that consistently provides quality aviation services through the application of uncompromising ethical practices, tangible standards, and unwavering integrity – SAFELY.
Templar Helicopters is the company that does the right thing, and deliver superior service cost effectively without compromise all the time, and on time. | aerospace |
https://broadcastreporting.org/maps-air-museum/ | 2023-09-27T17:33:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510319.87/warc/CC-MAIN-20230927171156-20230927201156-00008.warc.gz | 0.968103 | 474 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__265787319 | en | Gary Haught, Head Curator for MAPS Air Museum, found out about this place because of a flyer that was left in his camera bag at an airshow.
“I didn’t know what it was but it had an address and a phone number, and one night I thought, I’m gonna check this place out,” Haught said. “I came down here, looked around, never left.”
MAPS Air Museum is an internationally known museum that serves as a center for America’s history in aviation and much more in the service industry.
“I’ve been able to come in here and work with so many veterans. Especially WWII veterans, which we are losing at an alarming rate,”Gary Haught, Head Curator
“I’ve been able to come in here and work with so many veterans. Especially WWII veterans, which we are losing at an alarming rate,” Haught said.
“Hearing their stories it’s just, you know, unbelievable,” Haught said.
The volunteers at MAPS range from history buffs to veterans.
“I have always been interested in the military and aviation,” Ronald Schultz, Webmaster, said. “I have an air traffic control background, hence the connection there.”
Debbie Bussinger, Librarian at MAPS, found this museum while looking for internships for her library science degree.
“I am a veteran, an Air Force veteran, and I was calling around for special libraries, I just googled libraries and this place came up. I had never heard of it before,” Bussinger said.
“I never left, I just love it. And because it’s avionics, the library has grown to much more than avionics,” Bussinger said.
MAPS Air Museum has over 100 volunteers working every week which translates into 57 full-time employees keeping this museum running and growing.
“Coming here now, it’s such a small organization,” Bussinger said. “There’s a lot to do, so there’s a lot of hats you can wear.” | aerospace |
https://www.discovery.com/space/september--what-s-new-in-space-exploration-this-month- | 2023-09-30T18:52:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510707.90/warc/CC-MAIN-20230930181852-20230930211852-00534.warc.gz | 0.883197 | 721 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__123734382 | en | August 18, 2020 - Cape Canaveral, Florida, United States - A SpaceX Falcon 9 rocket carrying 58 satellites for SpaceX's Starlink broadband internet network and three SkySat earth-imaging satellites launches at Cape Canaveral Air Force Station on August 18, 2020 in Cape Canaveral, Florida. (Photo by Paul Hennessy/NurPhoto via Getty Images)
September: What's New In Space Exploration This Month?
Below are some exciting space exploration highlights!
1. NASA's Artemis Mission will launch via a SpaceX rocket
It was just announced that SpaceX's rocket will launch a lunar lander bound for the moon's South Pole in late 2022.
SHELTON, WA - AUGUST 29: The moon rises over the Skyline Drive In on August 29, 2020 in Shelton, WA . Due to ongoing coronavirus social distancing restrictions, the one-night drive-in Metallica concert event at over 300 drive-ins throughout the country is broadcasting two separate performances on large LCD screens with sound played through car radios. (Photo by Jim Bennett/Getty Images)
2. NASA astronaut, Jeanette Epps, has been assigned to next year's Boeing Starliner launch
Boeing's first operational crewed flight, known as Starliner 1, will launch NASA astronauts Jeanette Epps, Sunita Williams, and Josh Cassada to the International Space Station in 2021.
It was announced this week that Astronaut Jeanette Epps will be added to NASA's Boeing Starliner-1 mission to the international Space Station. She will be the first Black astronaut to live on the ISS.
3. SpaceX fired up their SN6 Starship rocket prototype in preparation for a hop test
SpaceX is developing a reusable transportation system for spaceflight to the Moon, Mars, and beyond our wildest space dreams. According to SpaceX, SN6's hop test will be happening this month and similar to SN5's.
4. SpaceX's recent onshore landing of a Falcon 9 rocket was a success
SpaceX landed its Falcon 9 rocket on Landing Zone 1 at Cape Canaveral Air Force Station last night, August 30, instead of a drone ship after a successful launch of a SAOCOM 1B mission.
5. SpaceX is preparing to launch its 12th batch of Starlink satellites this week
SpaceX is scheduled to launch another batch of Starlink satellites this week followed by two additional batches towards the end of the month. When you go outside, look up and you just might see the "largest satellite fleet" in space pass by!
VLADIVOSTOK, RUSSIA - APRIL 27, 2020: 60 of the Starlink Internet communication satellites of Elon Musk's SpaceX private spaceflight company seen in the night sky. On April 22, 2020, SpaceX successfully launched 60 Starlink satellites into orbit on the Falcon 9 rocket from NASA's Kennedy Space Center at Cape Canaveral. The Starlink project is aimed at providing low-cost internet to remote locations; SpaceX is planning to launch into orbit about 30,000 satellites. Following the launch of the first batch of the Starlink satellites, the International Astronomical Union (IAU) and the US National Radio Astronomy Observatory (NRAO) expressed concerns about the satellites being too bright and forming a 'megaconstellation' and thus causing serious problems for astronomers. Yuri Smityuk/TASS (Photo by Yuri Smityuk\TASS via Getty Images) | aerospace |
http://defensesystems.com/Articles/List/News.aspx?m=1&Page=13 | 2013-12-08T21:56:47 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163818502/warc/CC-MAIN-20131204133018-00059-ip-10-33-133-15.ec2.internal.warc.gz | 0.881143 | 147 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__162669231 | en | Despite widespread corruption, new programs adapt to track supplies in Afghan warehouses.
Spread across four services with multiple agencies, cyber budgets are hard to track.
STT KOR-24A is a small, two-channel radio terminal that delivers simultaneous voice and data communications.
The partnership marks an important step in pursing the Joint Information Environment.
The Delta IV Heavy rocket can bring up to 50,000 pounds of payload into orbit.
Lockheed Martin’s AN/AAQ-30 Target Sight System will be integrated into the AH-1Z Cobra Attack Helicopter.
DISA awards task order under commercial satellite acquisition process.
Additional ships and weapons development will support the Navy forward operations around the globe. | aerospace |
https://arabicapost.net/us-house-of-representatives-are-urging-the-federal-aviation-administration-to-avoid-civil-disruption-to-flights/ | 2021-01-22T06:49:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703529128.47/warc/CC-MAIN-20210122051338-20210122081338-00361.warc.gz | 0.942 | 638 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__229401401 | en | Two top House Democrats urged the Federal Aviation Administration on Monday to take steps to prevent the use of aircraft to ferry people intending to disrupt the inauguration of President-elect Joe Biden.
Hours after the message was sent, Southwest Airlines said 95 passengers and six crew members had been evacuated from a flight to Baltimore / Washington International Thurgood Marshall Airport from Phoenix after the crew identified a written threat upon its arrival earlier this evening.
Southwest did not give details of the warrant or threat, and said no arrests were reported.
Actor Peter DeFazio, who chairs the Transportation and Infrastructure Committee, and Representative Rick Larsen who oversees a subcommittee on aviation, urged Federal Aviation Administration Director Steve Dickson in a letter cited by Reuters for the first time “to reduce the opportunity for the country’s commercial airline system to be used as mass transit to Washington, DC, for more violence regarding the inauguration “on January 20 and for preventing civil unrest from endangering flight safety and causing injury or worse during flight.”
“We respectfully urge the Federal Aviation Administration and the aviation community to think creatively about identifying additional powers or measures that will reduce the likelihood of unruly and disruptive behavior on board aircraft over the next nine days as well as disobedient behavior who exploit freedom of flight to carry out operations mentioned in the letter.” Democracy. “
The Federal Aviation Administration said it would respond directly to lawmakers.
On Saturday, Dickson pledged to take “robust enforcement action” against unruly passengers after reports of supporters of US President Donald Trump disrupting flights from Washington after rioters stormed the US Capitol.
“The Federal Aviation Administration will continue strict enforcement actions against anyone who endangers the safety of the flight, with penalties ranging from financial end to imprisonment,” Dickson said.
Numerous videos of unruly behavior were released aboard the Washington flights, including an American Airlines flight to Phoenix where the pilot threatened to turn to “Central Kansas and Dump People”.
A trade group representing major US airlines said it “will continue to work cooperatively with these authorities and our industry partners to provide a safe flight for passengers and employees.”
The Flight Attendant Union urged airlines to prevent supporters of Trump who stormed the Capitol from leaving Washington on commercial flights after they demonstrated “mob-minded behavior” on flights to the area.
Alaska Airlines said on Friday it had banned 14 passengers from future travel after “unacceptable” behavior on a flight from Washington to Seattle.
US airlines and law enforcement agencies have already enhanced security at Washington-area airports.
Republican Senator Lindsey Graham was harassed Friday by Trump supporters and branded him a “traitor” at Washington’s Reagan National Airport before departing on a flight, according to videos posted on social media.
Separately, Representative Benny Thompson, who chairs the Homeland Security Committee, and Representative John Katko, the most senior Republican on the committee, asked the Transportation Security Administration about their efforts to disrupt travel for “domestic terrorist groups that may plan more attacks and may target inauguration next week.” | aerospace |
https://gadgetjunqie.com/products/visuo-xs816-rc-drone-with-50-times-zoom-wifi-fpv-4k-720p-dual-camera | 2019-11-15T02:57:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668561.61/warc/CC-MAIN-20191115015509-20191115043509-00379.warc.gz | 0.882288 | 73 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__177695122 | en | Visuo XS816 RC Drone with 50 Times Zoom WiFi FPV 4K /720P Dual Camera
Visuo remote-controlled drone. The drone records in 4k. The max flight distance is 50 meters. The flight time is 20 minutes per battery. This drone is perfect for someone who is just starting out and learning how to fly a drone. | aerospace |
http://shoplionly.com/satellite-tool-kit.html | 2019-05-21T17:23:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256494.24/warc/CC-MAIN-20190521162634-20190521184634-00426.warc.gz | 0.75358 | 235 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__2672674 | en | Satellite Tool Kit - TOP Deals
Browse Satellite Tool Kit shopping results from Amazon & compare with other online stores
Satellite Tool Kit - TOP 10 Results for Price Compare - Satellite Tool Kit Information for May 21, 2019.
Don't satisfied with search results? Try to more related search from users who also looking for Satellite Tool Kit: Rite Aid Natural Vitamin C, Rear Inner Wheel Bearing, Pro Usb Flash Drive, Pt Cruiser Mud Flaps, Side Mount Terminal.
Satellite Tool Kit - Video Review.
Introduction to STK
Reviews of the basics of AGI System Tool Kit (STK) from Class. STK Tutorial Playlist: https://www...
AGI - Explore Missile Defense
AGIs suite of software tools is immediately available to model, analyze, and visualize all phases...
STK(Systems Tool Kit) for Space Applications
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This is a demonstration video of Satellite Constellation Designer (SCD), an Systems Tool Kit (STK...
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Another view of the solar system and the relative motions of the planets according to Kepler's La... | aerospace |
https://en.avtodid.pp.ua/4532485/1/almaty-international-airport.html | 2021-12-05T08:11:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363149.85/warc/CC-MAIN-20211205065810-20211205095810-00625.warc.gz | 0.92818 | 1,820 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__70026293 | en | ⓘ Almaty International Airport
Almaty International Airport is the largest international airport in Kazakhstan. It is about 15 km northeast of Almaty, the countrys largest city and commercial capital. Almaty airport accounts for half of passenger traffic and 68% of cargo traffic to Kazakhstan. In 2012, the airport handled 4.003.004 passengers, including 1.997.570 arriving passengers, and 2.005.434 departing passengers.
1. Owners and management
Almaty International Airport JSC is 100% owned by Venus Airport Investments B.V., a company registered in Amsterdam.
- Diyar Kanashev, member of the board of directors.
- E. L. Eliseeva, Acting Chief of Economics and Financial Analysis Department
- Akzholtayev Murat Serikuly, Head of Automatic Systems – Terminal Service
- Anuar Saydenov, member of the board of directors, the independent director of the Company
- Bakhtiyer Kadyrov, Vice President of Finance
- Aibol Aybol Anuaruly Bekmukhambetov, President and director
- Nurimanov Sagdat Yerikbekuly, Head of the First-Aid Post
2.1. History Early years
The airport was built in 1935, for all small civil/military flying ships. Up to 1990 it was the part of Kazakh Department of Civil Aviation, and then reorganized into "Alma-Ata Airport" in 1991. Since 1993 it has run as an independent business unit. In 1994, it was reorganized into OJSC "Almaty Airport" and later renamed to JSC Almaty International Airport.
The supersonic transport SST Tupolev Tu-144 began service on 26 December 1975, flying mail and freight between Moscow and Alma-Ata in preparation for passenger services, which commenced in November 1977. The Aeroflot flight on 1 June 1978 was the Tu-144s 55th and last scheduled passenger service.
Following a runway reconstruction in 1998, Almaty airport was awarded a CAT II certificate and the status of an international airport.
On 9 July 1999 a fire started in the shashlik kitchen of the airport restaurant. The terminal building burned down in just a few hours, but without major injuries.
2.2. History Development since the 2000s
Construction of a new terminal was completed in 2004. On 30 September 2008 a second runway was opened with the first departure being a BMI flight bound for London Heathrow. The new runway was also given an ICAO certificate for CAT III landings which will significantly reduce the number of planes diverting to nearby airfields due to low visibility, especially during the winter months. The runway is the longest in central Asia. The new runway can accept all types of aircraft without limitation of take-off weight and operation frequency.
Growth in connectivity is in danger of being compromised by airport infrastructure that is comparatively expensive and not keeping pace with demand growth. IATA is urging the Kazakhstan government to follow ICAO principles and eliminate differential ANSP charges between domestic and international carriers. Currently 2012, it is 18% more expensive to turn around an Airbus A320 in Almaty than at similarly-sized airports in Europe. The differential rises to 43% for a Boeing 767.
There were plans to build a new passenger terminal for international flights with six loading bridges and capacity up to 2.500 passengers per hour in the near future. A developed infrastructure complex consisting of a Marriott Hotel, conference halls, business center, shopping center and cinemas were planned to be within this terminal.
The new terminal was to be located along Kuldja Road to help reduce traffic on the way to the airport. However the terminals construction was stopped due to managers postponing the projects construction in 2010 because of disagreements with Air Astanas plans for the terminal which was intended to serve Air Astana international flights while the existing terminal would serve domestic destinations. According to the managers, the problems of this plan would be that Air Astana would have faculties operating, and its planes transferring from one end of the runway to another which would create delayed transporting problems for Air Astana; since the runway lines would be busy with the having lack of space of creating new runways. There has been a conclusion to demolish the construction and rebuild the new terminal used for domestic and international flights. There are now plans to build new airport in Kapchagai reservoir which is 48 km away from Almaty.
3. Accidents and incidents
- 30 August 1983, Aeroflot Flight 5463, Tupolev Tu-134 crashed on approach to Almaty after a flight from Chelyabinsk where all 90 passengers and crew died.
- 27 December 2019, twelve people died when Bek Air Flight 2100, Fokker 100, crashed en route to Nursultan Nazarbayev International Airport, crashing into a building just after takeoff.
- 29 January 2013, SCAT Airlines Flight 760, a Bombardier CRJ-200ER, registration UR-CJ006, crashed during a low-visibility approach into Almaty International Airport that originated from Kokshetau. All 21 occupants died. On 2 March 2015 the Interstate Aviation Committee released their final report stating that during the missed approach, necessitated by weather conditions being below minima, the elevator was deflected to lower the nose instead of raising the nose resulting in a steep dive and impact with the ground. The investigation was unable to determine the cause of the elevator movement but did not find evidence of any system malfunction or external influences.
- 7 July 1980, Aeroflot flight 4227: All 163 occupants of a Tupolev Tu-154B-2, tail number CCCP-85355, lost their lives when the aircraft crashed shortly after take-off from Alma-Ata Airport. The airplane was due to operate a domestic scheduled Alma-Ata–Simferopol passenger service under the Kazakh division as Flight 4227; the airspeed suddenly dropped because of thermal currents it encountered during climb out, causing the airplane to stall about 5 km 3.1 mi away, crashing and catching fire.
- PST on the day of opening. The first international flight to arrive at the airport was a chartered plane from Almaty Kazakhstan which landed at 10: 58 a
- Alexeyevka International Airport is the main international airport in Georgia, located 17 km 11 mi southeast of the capital Tbilisi. The first airport terminal
- Incheon International Airport IIA IATA: ICN, ICAO: RKSI sometimes referred to as Seoul Incheon International Airport is the largest airport in South
- Taiwan Taoyuan International Airport IATA: TPE, ICAO: RCTP is an international airport serving Taipei and northern Taiwan. Located about 40 km 25 mi
- Hazrat Shahjalal International Airport Bengali: হযরত শ হ জ ল ল আন তর জ ত ক ব ম নবন দর Hozrot Shahjalal Antorjatik Bimanbondor IATA: DAC, ICAO: VGHS
- Beijing Capital International Airport IATA: PEK, ICAO: ZBAA is the main international airport serving Beijing. It is located 32 km 20 mi northeast
- Issyk - Kul International Airport Kyrgyz: Ысык - Көл эл аралык аэропорту, Isıq - Kol el aralıq aeroportu, ىسىق - كۅل ەل ارالىق اەروپورتۇ Russian: Международный
- Riga International Airport Latvian: Starptautiskā lidosta Rīga IATA: RIX, ICAO: EVRA is the international airport of Riga, the capital of Latvia
- Dnipropetrovsk International Airport Ukrainian: Міжнародний аеропорт Дніпропетровськ IATA: DNK, ICAO: UKDD is an airport serving Dnipro, a city
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almaty airport lounge, almaty airport transit, astana international airport, kazakhstan international iata airport code, | aerospace |
https://airlinesnumber.org/what-is-flight-number-turkish-airlines/ | 2022-10-04T17:28:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337516.13/warc/CC-MAIN-20221004152839-20221004182839-00261.warc.gz | 0.938141 | 1,228 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__281227412 | en | All About Flight Numbers – What Is Flight Number Turkish Airlines?
When it comes to flying, there are a lot of numbers involved. From your ticket to your boarding pass, everything has a number. But what do all of these numbers mean? Today we’re taking a closer look at flight numbers, specifically Turkish Airlines flight numbers.
Checkout this video:
What is a flight number?
In the airline industry, a flight number is a unique code that identifies a particular flight. The flight number is usually assigned by the airline and is displayed on your ticket. It can also be found on your boarding pass and in the airline’s schedule.
Turkish Airlines’ flight numbers always begin with the letters “TK.” followed by four digits. For example, a flight from Istanbul to New York might have the flight number TK101.
What is the flight number for Turkish Airlines?
Turkish Airlines’ flight number is TK.
How do I find out my flight number?
If you are booked on a Turkish Airlines flight, you can find your flight number on your itinerary or e-ticket. If you cannot find your itinerary or e-ticket, you can also find your flight number on the airline’s website.
Why is my flight number important?
Your flight number is your key to a hassle-free journey. It is printed on your ticket and it is also your identity during the flight. The airline can use it to track your seat, baggage, and other important information.
When you arrive at the airport, you will use your flight number to check in. The airline will then use it to keep track of your progress through the airport and onto the plane. Once you are on the plane, the flight number will be announced periodically so that you can easily find your way to your seat if you need to change places for any reason.
In short, your flight number is very important and you should make sure that you know it before you travel.
What if I forget my flight number?
If you forget your flight number, you can find it by logging into your reservation on theTurkish Airlines website. Click on the “My Reservations” tab, and then select the “Flight Details” option for the flight in question. The flight number will be listed on the right side of the screen.
How do I change my flight number?
If you need to change your flight number for any reason, you can do so by contacting the Turkish Airlines Customer Service team. They will be able to help you make the changes that you need to make sure that your travel plans go smoothly.
What are the benefits of having a flight number?
There are many benefits of having a flight number. One benefit is that it can help you keep track of your flights. For example, if you have a connecting flight, you will be able to see the flight number of your next flight and know what time it is scheduled to take off.
Another benefit of having a flight number is that it can help you plan your trip. For example, if you know the flight number of the Turkish Airlines flight you want to take, you can check the airline’s website for information about the flight’s schedule, duration, and stops.
Lastly, having a flight number can also be helpful if you need to make a claim with your travel insurance company. If you have the flight number of the Turkish Airlines flights you took, it will be easier for the insurance company to process your claim and reimburse you for any expenses incurred as a result of delays or cancellations.
How do I choose a good flight number?
When looking for a flight number for your airline, you want to make sure that it is easy to remember and pronounce. You also want to make sure that it will be easy for people to find when they are searching for flights. The best way to do this is to choose a flight number that is short and simple. Turkish Airlines has a few different options for flight numbers, so you should be able to find one that works well for you.
What are some tips for remember my flight number?
There is no real “flight number” for Turkish Airlines. The airline operates according to a schedule, not a flight number. This can be confusing for some passengers, but there are a few tips that can help you remember your flight number.
First, it is helpful to know that the airline uses a four-letter code to identify its flights. This code is usually printed on your boarding pass and can also be found on the airline’s website. Once you know the code for your flight, you can easily remember your flight number.
Another tip is to memorize the first two letters of the airline’s code (TK) and the last two digits of your flight number. For example, if your flight number is 1234, you can remember it as TK12. By using this method, you will always know the first two letters of your flight number and the last two digits, even if you forget the exact flight number.
Finally, it is helpful to know that Turkish Airlines often uses different numbers for its domestic and international flights. Domestic flights usually have four-digit numbers, while international flights have five-digit numbers. Therefore, if you are unsure of your flight number, check to see if it is a domestic or international flight.
By following these tips, you can easily remember your Turkish Airlines flight number.
How can I find out more about flight numbers?
When traveling with Turkish Airlines, you may notice that some flight numbers start with the letter “TK.” This indicates that the flight is operated by Turkish Airlines. If you’re not sure which airline operates a particular flight, you can use an online search engine to find out more information. | aerospace |
https://www.saraviationmedicine.com.au/who-we-are/sean-runacres/ | 2022-05-16T17:32:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662512229.26/warc/CC-MAIN-20220516172745-20220516202745-00417.warc.gz | 0.957401 | 226 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__72763466 | en | What does Sean do?
Dr Sean Runacres is a Designated Aviation Medical Examiner (DAME) for CASA and is passionate about flying. He has been working on his Private Pilots Licence (PPL) for about 20 years and is very close to finally finishing it.
In addition to the Australian Certificate in Civil Aviation Medicine, which authorises him to assess pilots and air traffic controllers for CASA, he has completed the Advanced Practical Aviation Medicine course with Monash University.
This course was run within the Singaporean Air Force and provided practical experience and training in G-forces, spatial disorientation, night vision and ejection seat training.
Sean understands the desire to fly and what is required to keep you in the air safely, for longer.
Sean knows a medical clearance is also putting food on the table, feeding the family and putting a roof over their head. While there will come a time when CASA declines to issue a medical clearance, Sean will work tirelessly to ensure that all avenues have been exhausted before this decision is made. | aerospace |
http://www.momondo.ca/flights/lon/yto/flights-from-london-to-toronto.html | 2017-03-27T02:43:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189377.63/warc/CC-MAIN-20170322212949-00248-ip-10-233-31-227.ec2.internal.warc.gz | 0.697742 | 88 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__237185387 | en | Direct flights available:
163 PER WEEK
Popular non-direct routes for this connection are Gatwick - Keflavik Intl - Pearson Intl, Heathrow - Keflavik Intl - Pearson Intl and Gatwick - Calgary Intl - Pearson Intl.
You can fly from London to Toronto indirect via Keflavik Intl, Calgary Intl or Edmonton Intl.
Direct flights available on | aerospace |
http://www.communitycharityairshow.com/static-display.aspx | 2019-11-17T08:33:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668896.47/warc/CC-MAIN-20191117064703-20191117092703-00265.warc.gz | 0.948112 | 719 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__26886013 | en | Community Charity Airshow
At the Brantford Airport Wednesday August 28, 2019Gates open 10 am –
Flying Show Starts 12:30 pm
Not flying in the show but up close for you to see!
The de Havilland Tiger Moth was designed in 1931 as a primary trainer for the Royal Air Force. During the following 15 years, the Tiger Moth was to become the foremost training aircraft flown by the Commonwealth’s military and civilian pilots.
The Norseman proved itself to be a rugged, reliable workhorse and an ideal bush plane. During the Second World War, the Royal Canadian Air Force operated them for radio and navigational training.
The importance of the Stearman in the United States cannot be overemphasized - 50% of all U.S. military pilots who fought in WWII received their initial flight training in this sturdy aircraft. In Canada, this Royal Canadian Air Force trainer did not last long because the open cockpit was found unsuitable for winter training.
The Fouga is one of the best handling jet trainers ever built. It is and will continue to be treasured for its straightforward flight characteristics and twin engine safety.
During World War II, and for some years afterwards, the distinctive snarl of the Harvard was a familiar sound in Canadian skies. The Harvard helped pilots make to the transition from low powered primary trainers, like the Finch or Tiger Moth, to high performance front line fighters such as the Spitfire.
The Beech 18 was designed for the small feeder airline market but also trained pilots, navigators, bomb aimers and gunners as well as serving as a military transport. In Canada, the Expeditor served with the Royal Canadian Air Force for navigation, bombing, weapons training, photo survey work, VIP transportation and cargo.
The Chipmunk was designed as a primary trainer to replace the legendary Tiger Moth. They served in the Canadian military from 1948 until 1971 – their long service due in part to it being fully aerobatic with flying characteristics similar to the Spitfire, which made it a delight to fly.
Fairchild Cornells were flown at many of the training schools in Canada during World War II, where they replaced the Fleet Finch and the de Havilland Tiger Moth biplane trainers.
NOTE: Aircraft participation is subject to change due to weather, maintenance and operational requirements.
The Community Charity Airshow is the new name for the former Rotary Charity Airshow at Brantford Airport. Beginning in 1999, the community of Brantford and surrounding areas were first introduced to an Airshow courtesy of the Canadian Forces Snowbirds. Since then, the community has embraced the tradition of an Airshow the Wednesday prior to Labour Day as a family friendly summer activity for the whole family. The event has grown in size and proudly showcases military and civilian performers. The widely popular event raises funds for local charities - the Rotary Club of Brantford and Canadian Warplane Heritage Museum - while entertaining spectators and showcasing the thrill of aviation.
At the Brantford Airport Wednesday August 28, 2019s
Canadian Warplane Heritage Museum
Phone: 905-679-4183 Ext. 0
Toll Free: 1-877-347-3359 (FIREFLY)
© Copyright 2019 Canadian Warplane Heritage Museum
All photos are licensed by their respective owners.
Canadian Warplane Heritage is a registered Canadian charity (No. 10686 8599 RR0001)
Hamilton Website Development
Stay on top of events, updates and specials. | aerospace |
https://flanelapaulistana.com/astronauts-successfully-exit-the-iss-aboard-spacex-dragon-to-drive-home-before-splashdown-sunday/ | 2021-01-20T19:45:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703521987.71/warc/CC-MAIN-20210120182259-20210120212259-00362.warc.gz | 0.950602 | 1,029 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__116877884 | en | The SpaceX Crew Dragon spacecraft was docked on Saturday by the International Space Station with two U.S. astronauts on board, and began its journey back to Earth despite a storm that threatens Florida.
NASA images showed the capsule slowly moving away from the ISS in the darkness of space and closing on board for two months so that the first US astronauts to reach the orbit laboratory of an American spacecraft in almost a decade.
"And they're gone!" The U.S. space agency tweeted that Doug Hurley and Bob Behnken wanted to splash around on Sunday.
The SpaceX Crew Dragon capsule, shown separately from the International Space Station, has started its journey back to Earth
Separation Confirmed: The Dragon capsules perform four burns to move away from the ISS. They're returning to Earth with a rare splashdown for Sunday
The SpaceX Crew Dragon capsule, left, before undocking from the International Space Station
This NASA photo shows astronauts Bob Behnken and Doug Hurley from the front left during an interview at the International Space Station on Saturday
SpaceX will webcast the return of the dragon capsule crew to Earth on Saturday
NASA later added that the capsule was "on a safe path".
"It's been a great two months and we appreciate everything you did as a crew to prove Dragon on his maiden flight," Hurley told remaining US station crew member Chris Cassidy when Crew Dragon autonomously moved from its remote docking Port to start the 21-hour journey home.
Your planned splash points are off the west Florida coastline of Panhandle, while Isaias' tropical storm is headed for the state's east coast.
NASA decided to take the couple home despite the threat from Isaiah, which was downgraded from a hurricane to a tropical storm on Saturday.
SpaceX tweeted about the successful separation of the Crew Dragon capsule when they started the journey back to Earth
This NASA video image shows a SpaceX spacecraft Crew Dragon with NASA astronauts Douglas Hurley and Robert Behnken, who look at an infrared view of the ISS on their screens after undocking
The SpaceX Crew Dragon capsule can be seen docked to the right of the International Space Station while a spacewalk is under the direction of astronauts Bob Behnken and Chris Cassidy
Bob Behnken is pictured in the SpaceX Crew Dragon on Friday before returning to Earth on Saturday
"Hopefully the entry, dismount and squirt phase after we undocked is now a little later today," said Hurley in a farewell ceremony aboard the ISS that aired on NASA television.
When entering Earth's atmosphere, the Crew Dragon will be exposed to scorching temperatures of around 1,900 ° C when using parachutes to slow down to about 119 miles an hour before landing on the ocean.
Splashdown is the final step in the mission to test the SpaceX human spacecraft system, including launch, docking, splashdown, and recovery operations.
The last time astronauts made an ocean landing was in July 1975 during an Apollo mission.
"The teams are working very hard, especially with the pace of weather in Florida over the next few days," he said.
Earlier, during the ISS ceremony, Behnken said: “The hardest thing was getting us started. But the most important thing is to take us home. & # 39;
He spoke to his son and Hurley's son, held up a toy dinosaur that the children had sent on the mission, and said, "Tremor the Apatosaurus will be home soon and he will be with your fathers."
Behnken later tweeted: "All my bags are packed, I'm ready to go."
Mission chief Chris Cassidy called it an "exciting day" and welcomed the importance of a new mode of transportation for astronauts.
This photo from NASA shows astronauts Bob Behnken, Chris Cassidy and Doug Hurley from left during an interview on the International Space Station on Friday
Bob Behnken (r) and Doug Hurley (l) flew from Cape Canaveral on May 30 aboard a SpaceX Crew Dragon and are scheduled to splash off the coast of Florida on Sunday
The mission, which started on May 30, was the first time since 2011 when the space shuttle program ended that a spacecraft with crew from American soil had launched into orbit.
It was also the first time that a private company flew to the ISS with astronauts.
The U.S. has paid SpaceX and aerospace giant Boeing a total of approximately $ 7 billion for their space taxi contracts.
However, the Boeing program has started to falter after a failed test run at the end of last year, with SpaceX, a company that was only founded in 2002, left as the clear leader.
For the past nine years, US astronauts have only traveled with Russian Soyuz rockets at a cost of around $ 80 million per seat.
The Falcon 9 rocket was imaged on May 30 with the company's spacecraft Crew Dragon
(tagsToTranslate) Dailymail (t) News (t) SpaceX (t) Nasa (t) Latest News (t) Florida | aerospace |
https://www.shaw.af.mil/News/Photos/igphoto/2003255088/ | 2023-11-28T17:00:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00547.warc.gz | 0.872041 | 250 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__113544312 | en | U.S. Air Force precision guided munitions Airmen assigned to the 20th Equipment Maintenance Squadron practice preparing live munitions during a contingency breakout exercise at Shaw Air Force Base, S.C., June 27, 2023. During the contingency breakout exercise, precision guided munitions Airmen practice breaking out live armaments directly from storage onto a transportation unit to strengthen the unit’s agility and ability to generate combat airpower in a contested battlefield environment. (U.S. Air Force photo by Airman 1st Class Steven Cardo)
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regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace |
https://texaslegacy.org/narrator/kamlesh-lulla/ | 2024-03-03T01:29:26 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476180.67/warc/CC-MAIN-20240303011622-20240303041622-00266.warc.gz | 0.908826 | 186 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__11749216 | en | Dr. Lulla served as Chief of the Office of Earth Sciences at NASA’s Johnson Space Center in Houston, where he directed the Earth Observations Science activities from the Space Shuttle flights, the International Space Station, and formerly, the NASA-Russian MIR joint project. Drawing on an archive that stretches back to photos taken by Apollo astronauts, Dr. Lulla’s program at NASA managed a set of over 400,000 images of the Earth, including over 60,000 images online. In managing this program, Dr. Lulla was a pioneer in using remote sensing techniques and images to monitor land uses and environmental impacts around the globe, including the wartime fires in the Kuwaiti oil fields, the draining of Lake Chad in Africa, the burning of the Amazon rainforests, and the development of China.
Interview InformationOctober 5, 1999
Clear Lake City, Texas
Reels 2038 and 2039 | aerospace |
http://dailydronenews.com/category/news/page/2/ | 2018-03-21T08:36:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647600.49/warc/CC-MAIN-20180321082653-20180321102653-00153.warc.gz | 0.946244 | 645 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__136956906 | en | The drones program, designed to connect state and local governments with industry stakeholders, will allow county governments to determine local rules and regulations that will best fit their communities.
Through the program, the FAA plans to gather data that can assist in future rulemaking to ensure safe integration of drones into the national airspace.
The government’s registration system for owners of civilian drones would be restored in a defense policy bill agreed to by House and Senate negotiators.
The measure boosting aviation regulators’ ability to regulate the burgeoning world of small unmanned vehicles was contained in the National Defense Authorization Act for 2018, a bipartisan compromise that is likely to be passed by both chambers.
Drone deliveries got a step closer to reality as the White House issued an order giving local governments more authority to conduct tests of the burgeoning new technology.
“In order to maintain American leadership in this emerging industry here at home, our country needs a regulatory framework that encourages innovation while insuring airspace safety,” Michael Kratsios, a deputy assistant to the president at the Office of Science and Technology Policy, said in a briefing with reporters.
After months of often-heated debate, a civilian oversight panel Tuesday signed off on a yearlong test of drones by the Los Angeles Police Department, which will become the largest police department in the nation to deploy the controversial technology.
The Police Commission’s 3-1 vote prompted jeers, cursing and a small protest that spilled into a downtown intersection just outside the LAPD’s glass headquarters — evidence of the opposition police have faced in recent weeks as they tried to reassure wary residents that the airborne devices would not be misused.
Aeroscope will operate on the 2.4GHz and 5.8GHz Wi-Fi bands and broadcast each drone’s “position, altitude, direction and speed, make and model, serial number, and any additional ID info that pilots wants to provide,” DJI’s policy veep Brendan Schulman told us this afternoon in Brussels. “Additional ID info” could include things such as the drone’s registration number, if that was a requirement, or contact details for the pilot if he wanted to include that.
Conceptually, the system will operate in the same manner as manned aviation TCAS (traffic collision and avoidance systems), albeit on Wi-Fi bands rather than the 1.3GHz frequency reserved for TCAS. This, DJI told us, is because its drones are already fitted with Wi-Fi radios and using those bands avoids the problem of a hardware upgrade across hundreds of thousands of customer devices.
A 52-year-old female “victim” observed the drone flying outside the 42nd floor of a condo tower in the 500 block of North Lake Shore Drive around 12:30 p.m. Saturday.
Amit Kleiman, 31, attempted to recover the drone when it landed on the third floor, police say.
He was taken into custody and charged with one count each of criminal trespass; reckless conduct; and breach of peace. Kleiman was also charged with two counts of having a small unmanned aircraft, police say. | aerospace |
https://blog.duncanaviation.com/index/bid/68884/Aircraft-Parts-On-Speed-Dial | 2023-12-01T20:17:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100304.52/warc/CC-MAIN-20231201183432-20231201213432-00612.warc.gz | 0.947514 | 263 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__297688917 | en | "My customers continue to return to me for service because I turn to Duncan Aviation. They've never let me down."
Kassim Khan, Aviation Parts & Supply
If you’ve ever had to hunt for a specific aircraft part, component or avionics unit, you are well aware of how difficult it is to do a thorough research, locate a reputable supplier, negotiate pricing and schedule delivery. Most of the time, you are under a strict time constraints and need the aircraft part or avionics unit now and you don’t want to deal with all the issues that can complicate the process along the way; issues, such as no available inventory, managing billbacks, no traceability documents and lack of warranty support.
Kassim Khan, co-owner of Aviation Parts & Supply, an aviation parts broker supporting several corporate flight departments, has relied solely upon Duncan Aviation for 18 years to provide the parts needed to serve their customers. “The bottom line is that Duncan Aviation has never let us down,” says Khan.
Duncan Aviation maintains a large inventory of aircraft parts for sale. Our streamlined services and competitive turntimes satisfy hundreds of requests throughout the world 24 hours a day, 7 seven days a week. Our many awards testify to the quality of our service. | aerospace |
https://culturewaves.net/2018/10/culturewaves-q3-2023-a-moon-odyssey/ | 2020-04-10T17:47:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370511408.40/warc/CC-MAIN-20200410173109-20200410203609-00221.warc.gz | 0.939546 | 875 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__127370867 | en | It’s not an optical illusion. Space really is closer than ever before.
The physical distance might remain the same, but technological advances have closed the access gap between our Earth and the vast expanse of space. Governments no longer hold monopoly on space travel; academia, private companies, and hobbyists are now vying for their place in this new frontier.
What are the broader implications of our changing relationship with space?
The burgeoning space industry is creating new vocations that will need to be filled. So, if you have an interest in the stars and an affinity for rocks, why not take a class on asteroid mining? College students interested in space can now pursue an education in “Space Resources.”
As the first program of its kind, Colorado School of Mining is leading the charge in the education of future space. The inaugural semester kicked off this August, offering post-bachelor students courses including geomechanics, robotics, remote sensing, and electrochemistry. Yes, much of this sounds like science fiction, and we’re still years away from harvesting resources from asteroids. However, this program is designed with the future in mind: setting up a new workforce for the possibilities presented in the space industry.
No doubt most have heard of the exploits of SpaceX and the lofty goals set forth by its eccentric-seeming founder Elon Musk. Aside from launching sports cars into orbit, the company took a landmark step by booking the very first tourists who are planning to take a rocket ride around the moon in 2023.
The man with the “right stuff” to herald in this new age of tourism is Japanese billionaire Yusaka Maezawa, founder of the Zozo clothing company. He’s calling the project #dearMoon, and Maezawa isn’t going alone—he’s bring a team of artists along for the ride. Maezawa has yet to choose the artists who will accompany him; however, a few lucky creatives will soon find they’ve attained a golden ticket to this once-in-a-lifetime adventure.
As the closest celestial body to Earth, the Moon has long been thought of as the first stepping stone in future expansion to the stars. To this end, Japanese company ispace is cultivating plans for the first stations on and around the Moon. Currently, the startup has secured just under $100 million, enough to fund initial rover exploration missions. These will reportedly lay the groundwork for industrial stations focused on resource gathering and the possibility for something truly inspiring: Moon Valley, the moon’s first colony. A concept straight out of an Andy Weir novel, we could see the reality of humans living on the moon within the next 20 years.
The not-so-sexy side of human expansion to space is the mess we leave behind. An estimated 750,000 pieces of debris larger than half an inch are zipping through near-Earth orbit at around 20,000 mph. This poses a real risk to both satellites and a growing number of human space travelers.
Here’s an example of what such a high-velocity impact can do.
To combat this growing problem, Airbus and the UK’s Space Agency have teamed up to create the RemoveDEBRIS experimental satellite—a sofa-sized satellite tasked with harpooning and netting space junk. The satellite will target large debris weighing tons, since these objects pose a significant threat of breaking up into still smaller and more numerous fragments. To demonstrate proof of concept, on September 16, 2018, the group was successful in its first test of the netting system. The net sprang out of the satellite, snagged a beacon specifically released for the test, and both are expected to burn up in Earth’s atmosphere in the coming months.
Humanity’s growing presence in space is exciting. Space travel may be inaccessible for 99.9% of the population today, but, as technology advances, the table is set for a larger swath of humanity to traverse the void in years to come.
So buckle up for the future. Because when the stars align for additional exploration, anything could happen.
Space: The Final (Commercial) Frontier is a topic in our current quarterly report, which you can download here. | aerospace |
https://markskinnerlibrary.org/interactive-worksheets-and-online-exercises/bottle-rocket-fin-templates/ | 2023-05-28T09:39:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643663.27/warc/CC-MAIN-20230528083025-20230528113025-00388.warc.gz | 0.835012 | 118 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__265720892 | en | Bottle Rocket Fin Templates. Equip the rocket with nosecone and parachute. Bottle rocket fin design template july 2, 2020 waterbottle rockets bottle rocket construction instructions bottle rockets 2009 egg o naut how to build a bottle rocket with bottle rocket.
Cut out a rectangular tab about 1 inch wide to attach along the bottom of the fin. Rockets png bottle 2009 egg o naut rocket fin designs design talk water rocketry u s construction and experiments how to build removable. Slide it onto bottle, secure with plasticine and you have a water rocket with funtionable fins. | aerospace |
https://www.pcworld.com/article/460287/jaxa_s_space_aquarium_puts_fish_families_in_orbit_out_of_reach_of_kittehs.html | 2023-01-29T12:46:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499713.50/warc/CC-MAIN-20230129112153-20230129142153-00249.warc.gz | 0.910331 | 404 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__51267612 | en | JAXA’s Space Aquarium Puts Fish Families in Orbit, Out of Reach of Kittehs
By Rachel Martin
PCWorldJul 30, 2012 3:37 pm PDT
Astronauts at the International Space Station probably have enough to keep them busy, but soon they’ll have new aquatic pets to watch. The Japanese Space Agency, JAXA, launched an AQH Aquatic Habitat on July 20, which will remain at the ISS for up to 90 days of investigation, to inspect how life in space can impact marine vertebrates over multiple generations.
Since microgravity can cause bone degradation and muscle atrophy, and increased radiation levels in space can create genetic mutations in future generations, biologists want to be able to observe both individual fish and their offspring. The AQH is designed to keep the closed-water habitat clean and safe for long periods, which, as JAXA engineer Nobuyoshi Fujimoto points out, “will make it possible for egg-to-egg breeding aboard station”–up to three generations of fish in one 90-day orbit.
The AQH, a closed-system habitat that will reside in the Japanese Experiment Module in the ISS, contains several Medaka (Oryzias latipes) fish. It’s not the first time Medaka have been in space: Astronauts hatched a brood of O. latipes aboard the space shuttle Columbia in 1994, the product of the first vertebrates mating in orbit. This time, they’ll have a swanky habitat enabling multiple generations, and a completely-sequenced genome that creates an excellent basis for comparison.
While the first AQH will only house fish, the habitat is also suitable for amphibians–yup, frogs in space. And even though the aquarium is equipped with an automatic feeder, light cycle, and monitors, maybe the ISS astronauts can take a few minutes to try and get the fishies to chase a laser pointer. | aerospace |
http://cat.mesalibrary.org/polaris/search/title.aspx?ctx=1.1033.0.0.3&pos=15&cn=729457 | 2019-10-17T07:57:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986673250.23/warc/CC-MAIN-20191017073050-20191017100550-00448.warc.gz | 0.915083 | 409 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__65420560 | en | |Michael D. Leinbach was the last launch director in the space shuttle program at NASA's John F. Kennedy Space Center, responsible for overall shuttle launch countdown activities until the end of the program in 2011. In November 2004, Leinbach was awarded the prestigious 2004 Presidential Rank Award. He lives in Scottsmoor, Florida.|
Jonathan H. Ward works to bring the thrill of the space program to life for the general public as a Solar System Ambassador for the Jet Propulsion Laboratory and as a frequent speaker on space exploration topics to interest groups and at regional conferences. He is the author of two previous books on space exploration. He lives in Greensboro, North Carolina.
Captain Robert L. Crippen, USN, Retired (foreword) was Columbia 's first pilot. He received a bachelor of science degree in aerospace engineering from the University of Texas in 1960. He has received numerous special honors, including the NASA Outstanding Leadership Medal, three Distinguished Service Medals, the US Navy Distinguished Flying Cross, the Defense Meritorious Service Medal, the FAA's Award for Distinguished Service, the Goddard Memorial Trophy, the Harmon Trophy, four NASA Space Flight Medals, the NASA Distinguished Service Medal, the Department of Defense Distinguished Service Award, the American Aeronautical Society Flight Achievement Award, the National Geographic Society's Gardiner Greene Hubbard Medal, the Aviation Hall of Fame 1981 Al J. Engel Award, American Legion's Distinguished Service Medal, the Society of Experimental Test Pilots Ivan C. Kincheloe Award, and the NASA Exceptional Service Medal. He lives in Orlando, Florida.
Colonel Eileen Collins, USAF, Retired (epilogue) became NASA's first female shuttle commander on a 1999 mission in the Columbia . She holds a master's degree in mathematics and economics from Syracuse University, a master's degree in operations research from Stanford University, and a master's degree in space systems management from Webster University. She is from Elmira, New York. | aerospace |
http://binarspace.com/binar1-reentry/ | 2023-09-30T09:04:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510671.0/warc/CC-MAIN-20230930082033-20230930112033-00847.warc.gz | 0.973823 | 354 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__94202668 | en | Binar-1, named after Noongar word for fireball, will become a fireball itself as it drops deeper into the atmosphere and burns up.
The spacecraft will be completely destroyed before it reaches Earth’s surface. While the exact place and time of re-entry are difficult to predict, if it were to re-enter over an inhabited area, it would be noticeable as a brief “shooting star” in the night sky.
Binar-1 was deployed into space on October 6 2021 from the International Space Station. It initially orbited around 400km above the Earth’s surface, and above most – but importantly, not all – of the Earth’s atmosphere.
The spacecraft operated in orbit for eleven days, with signals detected from ground stations around the world. The signals, as well as confirming that Binar-1 was intact and powered up, included beacon messages and some data about the spacecraft’s systems. Unfortunately, the team was not able to access images or more complete data. Binar-1’s last confirmed transmission was on November 2, 2021.
Over the past year, the spacecraft has experienced a small but significant amount of air resistance. This slows the spacecraft down, which causes it to orbit lower, which in turn causes the drag to increase more.
By the end of September, Binar-1’s orbit had dropped to around 250km, and was predicted to re-enter over the first weekend in October. By Monday morning, we had identified Binar-1’s last confirmed orbit, at 2:43 AM AWST. At an altitude of just 150km, it would have re-entered within hours. | aerospace |
https://engr.source.colostate.edu/small-nimble-csu-satellite-has-surpassed-a-year-in-space/ | 2023-06-03T21:37:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649343.34/warc/CC-MAIN-20230603201228-20230603231228-00119.warc.gz | 0.945635 | 811 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__79536154 | en | Steven Reising, professor of electrical and computer engineering, holds a model of the TEMPEST-D satellite. Photo by Bill Cotton.
After meeting all its benchmarks for demonstrating small-satellite weather forecasting capabilities during its first 90 days, a Colorado State University experimental satellite is operating after more than one year in low-Earth orbit.
TEMPEST-D (Temporal Experiment for Storms and Tropical Systems – Demonstration), a type of small satellite called a 6U CubeSat, is still providing precise images of global weather – exceeding the expectations of even its engineers.
TEMPEST-D is about the size of an Oxford dictionary and was deployed from the International Space Station last July carrying a miniaturized microwave radiometer. Measuring at five frequencies, TEMPEST-D can see through clouds to reveal the interior of storms where raindrops and ice crystals form.
The project is led by principal investigator Steven Reising, professor of electrical and computer engineering, whose team developed the satellite supported by an $8.2 million grant from NASA’s Earth Science Technology Office.
“TEMPEST-D is the first weather satellite on a CubeSat to image the interior of storms on a global basis,” said Reising, who heads the project in collaboration with co-investigator V. “Chandra” Chandrasekar, University Distinguished Professor in electrical and computer engineering. “We have shown that the quality of our data is at least as high as that from large operational radiometers in orbit.”
Chandra is a veteran of multiple large weather satellite missions.
“This mission has been wildly successful – beyond our dreams,” he said. “It was just supposed to demonstrate the technology of the radiometer and orbital maneuvers. Then it started taking data, and people were saying, ‘Wow!’… It’s looking at hurricanes and producing very high-quality global data – very much like a big mission.”
Artist’s rendering of the deployed TEMPEST-D satellite. Image credit: Blue Canyon Technologies, CSU
Demonstrating future technologies
TEMPEST-D is intended as a proof-of-concept for next-generation Earth-observing technologies that are orders of magnitude smaller and lower cost than traditional satellites operated by federal agencies.
The ultimate goal is to send not just one but a constellation of six to eight CubeSats like TEMPEST-D into space. The satellites would fly in a train, watching storms develop every few minutes. Such fine temporal resolution would offer unprecedented views inside storms – such as those that threaten the Atlantic Basin and the eastern U.S. every year – to monitor how they develop every few minutes over a 30-minute period. Such a mission could also improve scientists’ understanding of cloud processes and the influence of surrounding water vapor.
Christian Kummerow, director of CSU’s Cooperative Institute for Research in the Atmosphere, is also a co-investigator on TEMPEST-D. He worked with Reising to develop new techniques to retrieve cloud and precipitation information of interest to atmospheric scientists.
TEMPEST-D is led by CSU and managed by NASA’s Jet Propulsion Laboratory (JPL) in Pasadena, California, in partnership with Boulder-based Blue Canyon Technologies. The ground station is operated by NASA Wallops Flight Facility in Virginia. The mission is sponsored by NASA’s Earth Ventures program and managed by the Earth Science Technology Office. The radiometer instrument was built by JPL and employs extremely high-frequency microwave amplifier technology developed by the Northrop Grumman Corporation.
TEMPEST-D data from Jan. 29, 2019, shows a storm in the southeastern U.S., with ground-based weather radar rainfall estimates in the lower right panel. The areas covered by each radar are represented by circles. Credit: V. Chandrasekar | aerospace |
https://travelbaseonline.com/travel/tui-passengers-thrown-from-seats-after-hearing-loud-bangs-on-cape-verde-flight/ | 2022-10-06T08:21:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337731.82/warc/CC-MAIN-20221006061224-20221006091224-00460.warc.gz | 0.986173 | 697 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__11458247 | en | Flight emergency: What it means when a plane 'squawks 7700'
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Tina and Leslie Driver said the “enormous” jolts happened just 10 minutes into the delayed flight from Manchester Airport to Cape Verde on Monday. The pilot of the plane, destined for Cape Verde, told passengers there was a technical issue with the plane shortly afterwards and he sent an emergency 7700 code.
It hovered above the Peak District National Park for more than two hours before landing safely back at Manchester Airport.
“Kids were screaming and people were panicking, it was really scary,” Leslie, a care worker, said.
“When I saw how the two air hostesses looked at each other, I knew something wasn’t right.
“The turbulence was really bad, there was one really bad bit where everybody was thrown from their seats. The pilot and staff were fantastic, they told us what was happening and were going up and down the plane asking if people wanted water.”
The couple booked the holiday three years ago, Liverpool Echo reports.
Leslie, from Woodchurch, Merseyside, continued: “We went through check-in and security completely fine, which was great considering all the queues in recent weeks. The plane was an hour delayed but everything was going smoothly.
“We got onto the plane and it was very warm, we were told by staff the plane had been to Turkey the night before and there was a problem with the air conditioning. They said once we had taken off it would be fine.
“After about 10 minutes of flying we heard two enormous bangs and when I looked out the window I saw something orange fly past. My wife thought it was a bird.
“Before we landed the pilot spoke again to say he had burnt the fuel and we would be able to do an emergency landing. He said because of this all the emergency services would be on the tarmac at Manchester Airport waiting for us.
“He said all the warning lights had come up on the plane.”
The emergency code was sent and eventually, the tourists were returned to Manchester, some 2,840 miles from the paradise island they’d hoped to reach.
Once passengers were off the plane, TUI apologised for the disruption.
In an email sent to passengers, the airline said: “We’re really sorry for the disruption to your flight today, we appreciate this will be disappointing. Your aircraft was serviceable and took off as expected, however shortly into your flight the captain encountered a technical issue with the aircraft.
“The safety of our customers and crew is paramount and he had to make the difficult decision to turn back to Manchester Airport. Due to landing restrictions, the captain had to circle the aircraft for some time to be able to burn fuel and land safely back into Manchester.”
TUI has now arranged an alternative aircraft for those still wanting to go on holiday. The passengers have been put into hotel accommodation and given a £15 voucher to use on refreshments at the airport.
Source: Read Full Article | aerospace |
https://www.infralog.in/united-airlines-plans-safety-training-after-latest-737-800-incident/ | 2024-04-19T15:49:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817438.43/warc/CC-MAIN-20240419141145-20240419171145-00809.warc.gz | 0.948911 | 871 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__6764505 | en | - United Airlines CEO has addressed recent safety incidents, assuring that the airline’s focus has sharpened on passenger safety.
- While no passengers were injured during these events, the airline is still reviewing them.
- Safety-related tensions have risen in the United States in the past few months.
In an attempt to simmer down tensions following a string of various safety incidents, United Airlines chief executive addressed the carrier’s customers, saying that the company has sharpened its focus on safety. To note, apart from turbulence-related injuries, no passengers or crew members suffered injuries during any of the airline’s safety events in the past few weeks.
Addressing United Airlines flyers
Scott Kirby, the chief executive officer (CEO) of United Airlines, directly addressed the company’s customers in an email. Kirby opened his statement by saying that he was proud of the culture around the safety of its employees and travelers that United Airlines has built over the years.
“Unfortunately, in the past few weeks, our airline has experienced a number of incidents that are reminders of the importance of safety. While they are all unrelated, I want you to know that these incidents have our attention and have sharpened our focus.”
The executive detailed that the airline’s employees are reviewing each case to understand what happened and, subsequently, inform its safety training and procedures across all employee groups. According to Kirby, this was another measure that the airline enacted in addition to the extra day of in-person training for all pilots starting in May, a centralized training curriculum for newly hired maintenance technicians, and others.
The latest announcement came after United had announced it was not expecting any deliveries of the type in coming years.
Boeing 737-800 losing a panel mid-flight
Kirby’s letter was published after a United Airlines Boeing 737-800, registered as N26226, lost a panel underneath the wing while operating flight UA433 between San Francisco International Airport (SFO) and Medford Rogue Valley International Airport (MFR) on March 15, 2024. While the missing panel was only discovered after the aircraft had landed at MFR, United Airlines confirmed that none of the 139 passengers or six crew members suffered any injuries during the 50-minute flight.
Photo: Markus Mainka | Shutterstock
The 25-year-old Boeing 737-800 spent two days at MFR before the airline ferried the aircraft back to SFO using the flight code UA3851, presumably for further inspections. Flightradar24 schedules showed that the aircraft should return to service on March 18.
The panel was directly aft of the port side landing gear.
The United States aviation system has experienced a lot of safety-related tension since an Alaska Airlines Boeing 737 MAX 9 lost its mid-cabin door plug on January 5, leading to temporary grounding of the type. After the incident, stakeholders, including Alaska Airlines, the Federal Aviation Administration (FAA), and United Airlines, as well as others, began scrutinizing Boeing more closely as more and more issues with the manufacturer’s quality control processes have surfaced publicly.
Photo: The Global Guy | Shutterstock
However, United Airlines has suffered a handful of incidents in the past few weeks, including a flaming engine failure of a Boeing 737-800, stuck rudder pedals on a Boeing 737 MAX 8, and a 737 MAX 8 runway incursion at Houston George Bush Intercontinental Airport (IAH). During the latter incident, the aircraft ran off the runway after it had landed on flight UA2477 from Memphis International Airport (MEM).
United Airlines dispatched another Boeing 757 to complete the flight to Boston.
- IATA/ICAO Code:
- Airline Type:
- Full Service Carrier
- Chicago O’Hare International Airport, Denver International Airport, Guam International Airport, Houston George Bush Intercontinental Airport, Los Angeles International Airport, Newark Liberty International Airport, San Francisco International Airport, Washington Dulles International Airport
- Year Founded:
- Star Alliance
- Scott Kirby
- United States | aerospace |
http://generik.tk/embraer-kc-390-specifications-sheet.html | 2019-06-16T15:41:05 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998250.13/warc/CC-MAIN-20190616142725-20190616164725-00462.warc.gz | 0.836908 | 1,001 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__172069288 | en | C o m : now serving over 10 000 files embraer ( > 2 200 active html pages) adb creative suite 3 compare lyberty. Sur les autres projets Wikimedia: Boeing 737, sur Wikimedia Commons Aéronefs comparables Airbus A320 McDonnell sheet Douglas MD- 80 Fokker F100 specifications Boeing 717 Embraer 190 kc Bombardier CSeries Comac C919 Variantes specifications sheet Boeing Business Jet Boeing P- 8 Poseidon Boeing 737 AEW& C Boeing T- 43 Lockheed- Martin Catbird Articles connexes Liste des avions civils Concurrence embraer entre kc Airbus et Boeing Avion à. EMB120 SPECIFICATIONS. Embraer kc 390 specifications sheet. The Embraer KC- 390 is a kc medium- size, twin- engine jet- powered military transport aircraft under development by Brazilian.
61 kc m kc Bypass Ratio 4. The first variant took its first flight on , the kc specifications E190- E2, was certified on February 28 before 390 entering service with Widerøe on 24 April. The Embraer KC- 390 is a medium- size twin- engine jet- powered military embraer transport aircraft under development by Brazilian aerospace sheet manufacturer Embraer, able to perform aerial refuelling , to transport cargo troops. It will be the heaviest aircraft kc that the company has made so far will be able to transport up to sheet 19 tons of cargo, including wheeled sheet armored vehicles. V2500 Selected for Embraer KCV2500- E5 FAA Engine Certification Embraer KC- 390 / V2500- embraer embraer E5 First Flight Brazil ANAC engine certification Entry into Service V2500- E5 Specifications sheet Thrust 31 3 kN Weight 5, 300 lbs 2 400 kg specifications Length 126 inches 3. Aircraft in the series include the ERJpassengers) ERJpassengers), , ERJpassengers), as well as the Legacy business jet embraer the R- specifications 99 family of military kc aircraft. First prototype presentation Prototype of the KC- 390 in São José dos Campos embraer Airport. splash page version: June 28) 選ぶべき道は自由か死だ。 get banner. Embraer received a special certificate of recognition from the FAA for initiating an intensive and comprehensive test of the EMB- 120.
Embraer KC- 390 topic. Each jet in the series is powered by two turbofan engines. The three twinjet variants share the same sheet four- abreast specifications narrow- body. The Embraer KC- 390 is a medium- sized kc twin- engined jet- specifications sheet kc powered embraer military transport aircraft under development by the Brazilian aircraft specifications manufacturer sheet Embraer. The Embraer E- Jet E2 family are medium- range jet airliners developed embraer by Embraer, succeeding the original E- Jet. We would like to show you a description here but the site won’ specifications t specifications allow us. The program was sheet launched at the Paris Air Show in. The Embraer KC- 390 is a medium- size, twin- engine jet- powered multirole militaryand civil transport 390 aircraft under development by Brazilian aerospace manufacturer Embraer ( Embraer Defesa e 390 Segurança - EDS) along with the Brazilian Air Force ( FAB) who fully embraer financed the project. The Embraer ERJ family is a series of twin- engine regional jets produced by Embraer, a Brazilian aerospace company.
Embraer KCE Wing Air Refuelling Pod The most important thing we build is trust Aerial Refuelling Systems 912E Wing Air Refuelling Pod Building on five generations of Aerial Refuelling expertise, the 912E Wing Aerial Refuelling Pod is an advanced bespoke design solution for the KC- 390 to meet the aircrafts high performance criteria including its ability to satisfy a wide number of. Compatibility: Lockheed C- 130J, Kawasaki Heavy Industries C- X and Embraer KC- 390. UTC Aerospace Systems is a world leader in developing, manufacturing and supporting fixed wing aircraft cargo winch systems. The Embraer KC- 390 is pretty well a direct C- 130 replacement, with about the same payload. C- 2 is much bigger, twice the payload.
embraer kc 390 specifications sheet
They' re not really direct competitors. embraer quality requirements for suppliers – revision: b page: 3 of 21 the information contained herein includes trade secrets of embraer and is privileged and confidential. this information may not be copied or used in any way whatsoever except as expressly authorized in writing by embraer changes in this revision general. | aerospace |
https://www.accipiterradar.com/faa-advisory-circular-1505220-25-airport-avian-radar/ | 2023-02-03T17:41:57 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500058.1/warc/CC-MAIN-20230203154140-20230203184140-00603.warc.gz | 0.874917 | 185 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__270957839 | en | This advisory circular (AC) provides guidance on the use of avian radar systems to supplement an airport’s Wildlife Hazard Management Plan (WHMP) and reduce the potential avian threats to aircraft. This AC describes how airports can select, procure, deploy, and manage an avian radar system. A chapter dedicated to each of the program areas is provided, as shown in the summaries below:
• Selection: Describes the factors that must be considered when choosing the proper system for a given set of airport conditions and requirements (Chapter 3).
• Procurement: The minimum performance standards for airport avian radar systems are provided (Chapter 4).
• Deployment: Discusses the process of installing a system in the location best suited to maximize system capabilities (Chapter 5).
• Management: Outlines the effective use of avian radar system data using the fundamental principles of risk management (Chapter 6). | aerospace |
https://zanzig.com/2023/05/16/d-hyam-unterhaching-germany/ | 2023-06-01T12:06:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647810.28/warc/CC-MAIN-20230601110845-20230601140845-00379.warc.gz | 0.940389 | 455 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__111548598 | en | APRIL 2020 – Rescue helicopter D-HYAM (Christoph 26), operated by ADAC, shortly before lifting off in Unterhaching, Germany. © Mark Zanzig/zanzig.com
The story behind the image
We enjoyed the warm afternoon in spring. A helicopter flew by, which is not unusual as the hospital is not far away. But this helicopter was flying really low. And slow. And then he turned in a large circle as if looking for something. Like a place for a safe landing.
Now, the area is pretty packed with buildings, and when there are no buildings, there are trees. The only suitable option would be the dead end of the Whitneystraße but even that would be very tight (in my view.) The pilot apparently was undecided as well. He flew another circle and then finally went down on the grass next to the end of the street.
The emergency team hopped from the helicopter and ran towards the nearby buildings.
Everyone was stunned.
I picked my camera with the super tele zoom and did a couple of shots of the helicopter as it stood there. But the best images were those shortly before lift off, because you can see the engine heat slightly blurring the air. Of course, the use of an extreme tele lens visually shrinks the dimensions of the place, so the image may look more dramatic than it probably was. Still, it is stunning to see what is possible with experienced pilots.
The high resolution image
|Capture Date & Time||23-APR-2020, 17:58|
|Camera||Canon EOS-1D Mark IV|
|Lens||Canon EF100-400mm f/4.5-5.6L IS USM|
|Exposure||1/4000 sec at f/5.0|
|Digital Image Source Format||Canon Camera RAW (CR2)|
|Edited Image Format||JPEG, 24 bits/pixel, sRGB|
|Edited Image Dimensions||4896 x 3264 Pixels|
|Copyright||© by Mark Zanzig/zanzig.com| | aerospace |
http://blog.dugbert.com/2022/06/june-19th.html | 2024-04-25T08:09:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297290384.96/warc/CC-MAIN-20240425063334-20240425093334-00034.warc.gz | 0.989414 | 418 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__123269958 | en | We met Randy at the airport, then flew to Amador - not been there before, but we've flow over it several times.
The "squiggles" (Vic tells me this is a technical term) is me climbing ~1,000' to get to the airport, while trying not to overrun Randy.
It's interesting, we landed downwind and uphill, because that was the direction all the locals were using.
Randy then went home to have lunch with his kids before they go to camp, while we flew on to Columbia for their fly-in. As there was nobody in the pattern, we took off the proper way. I later met a local who said landing that way is a nightmare in the turbulent wind, but I'd rather take off downhill, personally.
They had a temporary tower, and the controller didn't understand gyros at all - first he had me go out to the lake to join the pattern, meaning I was a lot further out than I normally would aim for, then he told me I could land on the apron - I pointed out that I needed forward speed, so I'd rather slot in behind the Cessna that'd just flown overhead :o)
We spent a lot of time talking about the gyro, because we had the only one there. When it was time to leave, there was a plane waiting to cross the runway, so I told the controller they could go, as I'd need a little while to pre-rotate. I then sat there, at 200 rotor rpm while half the planet crossed the runway, before getting to go for it. It was pretty windy on the way back, so we headed out to the valley to get out of the worst of the turbulence. Still, a 10-20kt headwind pretty much the whole way home meant it took us a while to get back, and as it was too windy for a lot of the fixed wing guys, I just did a straight in approach. Because I'm lazy, and was pretty tired. | aerospace |
https://www.aerospacesummit.com/abdulla-al-marar | 2024-04-24T05:29:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819067.85/warc/CC-MAIN-20240424045636-20240424075636-00212.warc.gz | 0.900823 | 90 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__182652732 | en | Abdulla Al Marar
Head of Space Projects Section
26 May 2022 | 09:50 | Digital Space
How are organisations in the space sector combining multiple digital technologies such as Cloud, Machine Learning, and Blockchain to build a meaningful competitive advantage? How are the upstream and downstream segments being affected, and how are the technologies supporting more scalable and innovative business models that are democratizing access to the space sector? | aerospace |
http://reportmysignalpm.blogspot.com/2012/09/india-scores-in-space-by-siddharth.html | 2018-07-16T10:40:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589251.7/warc/CC-MAIN-20180716095945-20180716115945-00617.warc.gz | 0.936445 | 1,114 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__60176645 | en | NEW DELHI - The
Indian Space Research Organization (ISRO) is a state-owned entity rare in the
country for meaning business and actually delivering. Last week, the agency
marked its 100th mission by successfully deploying into orbit a French Earth
observation satellite and a Japanese micro-satellite, using its workhorse
single-entry Polar Satellite Launch Vehicle (PSLV).
"As ISRO's 100th
space mission, today's launch is a milestone in our nation's space
capabilities,'' said Prime Minister Manmohan Singh, who watched the launch live
at ISRO's space center at Sriharikota, north of Chennai.
India's space program and the budgets involved, Manmohan said, "Questions are
asked whether a poor country like India can afford a space program.This
misses the point that a nation's state of development is finally a product of
its technological prowess.''
ISRO is estimated to have spent 200 billion
rupees (US$3.6 billion) of taxpayers' money over the past five years on its
multiple space-related activities and research.
The organization has
come a long way since in 1975 it launched its first satellite, Aryabhatta, on a
Russian rocket. Since then, ISRO has had success in developing two categories of
rockets - the PSLVs, designed for Earth observation and scientific missions, and
the larger Geosynchronous Satellite Launch Vehicles (GSLVs), which deliver heavy
communications satellites into geostationary orbits 36,000 kilometers above the
Earth where they can "hover'' over the same place.
For decades, ISRO was
hobbled by US sanctions against dual-use technologies. Even so, it succeeded in
copying blueprints from its Cold War partner, the erstwhile Soviet Union.
Over the past seven to eight years, as Indo-US relations have
substantially improved, US restrictions on ISRO have been removed, easing access
to the latest technologies. With Russia no longer the power it was, ISRO has
managed to create an independent equity for itself in the market.
Beginning 1999, ISRO began to establish itself as a global player in the
competitive satellite launching business though it still has to hone its ability
to launch very heavy satellites, for which it still depends on Russia or Europe.
ISRO has to-date launched 29 foreign satellites, including the two last
week, earning itself millions of dollars in revenues. "The launch of these [two]
satellites on board an Indian launch vehicle is testimony to the commercial
competitiveness of the Indian space industry and is a tribute to Indian
innovation and ingenuity," Manmohan said.
India has made progress in
missile technology alongside its strides in space research as the motors used in
the satellite launch vehicles have been incorporated into missiles. The GSLV
motors, for example, have formed critical stages of operations of the long-range
Agni ballistic missiles that are capable of delivering nuclear payloads.
India, Pakistan and China are at various stages of developing attack as
well as ballistic missile defense systems. With China, given its much superior
abilities, actively involved in helping Pakistan's defense capabilities, India
has been seeking help from the US and Israel to ramp up its own know-how.
This help may be essential, as India, otherwise, has a poor record in
developing weapons indigenously, whether it is tanks or jet fighters.
ISRO has a busy calendar ahead with many domestic launches and overseas
orders planned. Chairman K Radhakrishnan told reporters last week that the
agency has plans for 58 missions (25 rockets and 33 satellites) through to 2017.
"The 25 rockets would include PSLV, GSLV and GSLV Mark III. The
satellites include seven navigation satellites. Then there will be series of
remote sensing, microwave and communication satellites,'' Radhakrishnan said.
ISRO is also planning India's second Moon mission, the Chandrayan-2,
following the success of Chandrayan-I in 2008. Chandrayaan-2 aims to deploy a
Russian-made vehicle on the Moon's surface. New Delhi has, however, made it
clear that it is in no hurry to push for a manned mission to the Moon, unlike
China. This is not likely to happen before 2020.
"Our plan was always to
have a manned space flight program, which hopefully should begin around 2015. We
can't think of a manned Moon mission anytime soon as several things have to be
achieved before that," Radhakrishnan said.
An Indian Mars mission has
also been recently approved by New Delhi. This will be one of the most
challenging tasks that ISRO will undertake, with the goal of launching a
scientific payload in November next year.
"The Mars mission is more
challenging than the Chandrayaan-1 mission as it involves a voyage of 300 days
and tracking the satellite with a deep space network,'' Radhakrishnan said.
Given China's interest in inter-planetary missions to explore civilian, security
and defense aspects, India will not like to be lagging behind.
is a New Delhi-based journalist. He can be reached at email@example.com | aerospace |
https://gh.mdeena.com/16923-chance-vought-f4u-corsair-statistics.html | 2022-01-27T02:58:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305052.56/warc/CC-MAIN-20220127012750-20220127042750-00598.warc.gz | 0.966292 | 24,023 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__224628335 | en | Chance Vought F4U Corsair statistics
Fleet Air Arm: 2,012
33 feet 4 inches
33 feet 4 inches
33 feet 4 inches
Pratt & Whitney R-2800-8
R-2800-18W then R-2800-24W
2,100 hp for -18W
Six .50 calibre machine guns
Six .50 calibre machine guns, rocket stubs
Four 20mm M-3 cannon, rocket stubs
417 mph at 19,900 feet
450 mph at 26,600 feet
Introduction - F4U-1 - F4U-2 - XF4U-3 - F4U-4 - F4U-5 - AU-1 - F4U-7 - American Service - British Service - Statistics
Vought F4U-5N Corsair
This post has not been translated to English yet. Please use the TRANSLATE button above to see machine translation of this post.
Vought F4U-5N (NL) Corsair
Pilot používal k vyhledávání cílů radar AN/APS-19 umístěný v kapkovitém pouzdře na pravém křídle (na jeho náběžné hraně).
Model NL se od provedení N lišil tím, že na náběžných hranách křídel a ocasních ploch bylo umístěno odmrazovací zařízení. Tuto úpravu si vyžádalo mrazivé počasí v Koreji. Verze 5N (5NL) měla na rozdíl od verze 5 na hlavních kanónů umístěny tlumiče plamenů (vyskytovaly se i vyjímky bez tlumičů) a na krytu motoru stínící plošky proti oslnění plameny z výfukového potrubí.
Tato verze se kromě samotného nočního stíhání využívala také jako noční značkovač cílů. Pilot pomocí svého radaru nalezl cíl, který pak označil zápalnou municí. Takto označený cíl pak bombardovaly ostatní jednotky.
This post has not been translated to English yet. Please use the TRANSLATE button above to see machine translation of this post.
Evidenční čísla (BuNo - Bureau Numbers) F4U-5N Corsair
121832 - 121833
121852 - 121853
121872 - 121874
121891 - 121893
121912 - 121915
121932 - 121935
121952 - 121955
121973 - 121976
121995 - 121998
122015 - 122018
122037 - 122040
122058 - 122061
123144 - 123203
124441 - 124503
124710 - 124724
Evidenční čísla (BuNo - Bureau Numbers) F4U-5NL Corsair
124504 - 124522
124524 - 124560
124666 - 124709
This post has not been translated to English yet. Please use the TRANSLATE button above to see machine translation of this post.
In February 1938 the U.S. Navy Bureau of Aeronautics published two requests for proposal for twin-engined and single-engined fighters. For the single-engined fighter the Navy requested the maximum obtainable speed, and a stalling speed not higher than 70 miles per hour (110 km/h). A range of 1,000 miles (1,600 km) was specified. The fighter had to carry four guns, or three with increased ammunition. Provision had to be made for anti-aircraft bombs to be carried in the wing. These small bombs would, according to thinking in the 1930s, be dropped on enemy aircraft formations.
In June 1938, the U.S. Navy signed a contract with Vought for a prototype bearing the factory designation V-166B, the XF4U-1, BuNo 1443. The Corsair design team was headed up by Rex Beisel. After mock-up inspection in February 1939, construction of the XF4U-1 powered by an XR-2800-4 prototype of the Pratt & Whitney Double Wasp twin-row, 18-cylinder radial engine, rated at 1,805 hp (1,346 kW) went ahead quickly, as the very first airframe ever designed from the start to have a Double Wasp engine fitted for flight. When the prototype was completed it had the biggest and most powerful engine, largest propeller and probably the largest wing on any naval fighter to date. The first flight of the XF4U-1 was made on 29 May 1940, with Lyman A. Bullard, Jr. at the controls. The maiden flight proceeded normally until a hurried landing was made when the elevator trim tabs failed because of flutter.
On 1 October 1940, the XF4U-1 became the first single-engine U.S. fighter to fly faster than 400 mph (640 km/h) by setting an average ground speed of 405 miles per hour (652 km/h) during a northeastwards flight from Stratford to Hartford. The USAAC's twin-engine Lockheed P-38 Lightning had flown over 400 mph in January–February 1939. The XF4U-1 also had an excellent rate of climb but testing revealed that some requirements would have to be rewritten. In full-power dive tests, speeds of up to 550 miles per hour (890 km/h) were achieved but not without damage to the control surfaces and access panels and, in one case, an engine failure. The spin recovery standards also had to be relaxed as recovery from the required two-turn spin proved impossible without resorting to an anti-spin chute. The problems clearly meant delays in getting the design into production.
Reports coming back from the war in Europe indicated that an armament of two .30 in (7.62 mm) synchronized engine cowling-mount machine guns, and two .50 in (12.7 mm) machine guns (one in each outer wing panel) was insufficient. The U.S. Navy's November 1940 production proposals specified heavier armament. The increased armament consisted of three .50 caliber machine guns mounted in each wing panel. This improvement greatly increased the ability of the Corsair to effectively shoot down enemy aircraft.
Formal U.S. Navy acceptance trials for the XF4U-1 began in February 1941. The Navy entered into a letter of intent on 3 March 1941, received Vought's production proposal on 2 April and awarded Vought a contract for 584 F4U-1 fighters, which were given the name "Corsair" — inherited from the firm's late-1920s Vought O2U naval biplane scout which first bore the name — on 30 June of the same year. The first production F4U-1 performed its initial flight a year later, on 24 June 1942. It was a remarkable achievement for Vought compared to land-based counterparts, carrier aircraft are "overbuilt" and heavier, to withstand the extreme stress of deck landings.
F4U-1 "bouncing" on USS Bunker Hill in 1943
Vought F4U-1A Corsair, BuNo 17883, of Gregory "Pappy" Boyington, the commander of VMF-214, Vella Lavella end of 1943
Corsair firing rockets on Okinawa
W.L. Hood on his Corsair, Okinawa, 1945
British F4U in formation flight, November 1944
Naval Ordnance Test Station's F4U-1D in 1945
FG-1A of Marine Air Base Group 2
A FG-1D during the Second World War
RNZAF FG-1D Goodyear built Corsair
P & W R-2800-8 engine of a FG-1
Underside view of a Corsair F4U-1
F4U-1D at the Smithsonian's Udvar-Hazy Center
VBF-74 F4U-4s launching from USS Midway in 1945
Carrier Air Group 1 CAG-bird in 1947 on the USS Tarawa
F4U-4 of VF-1B on USS Midway, 1947/48
VMF-212 over Wright memorial, 1948
An F4U-4 going over the side of USS Sicily in 1948
Carrier landing of a VMF-312 F4U-4B in the late 1940s
Crash of the CAG's F4U-4 on the Coral Sea, 1950
F4U-4B of VF-113 over Inchon, 1950
VMF-214 on Sicily, 1950
F4U-4Bs launching from Valley Forge, 1950
F4U-4B just before launch from USS Sicily in Korea, 1950
VMF-323 on Badoeng Strait in 1950
VF-671 F4U-4s from the USS Tarawa in 1951
VMF-212 on USS Rendova in 1951
VMF-323 F4U-4s at Seoul, 1951
Crash of a VF-791 F4U-4 in 1951
CVG-11 F4U-4s on USS Philippine Sea, 1951/52
VF-871 F4U-4 on the USS Essex, 1952
VMF-312 on Bataan in 1952
F4U-4 after hitting the barrier on Leyte, 1952
F4U-4B just before launch from USS Boxer, Korea, July 1951
F4U-4 crash on USS Oriskany, 1953
F4Us on the Coral Sea, 1953
VMA-332 F4U-4 on USS Point Cruz in 1953
VMA-332 F4U-4 on USS Point Cruz in 1953
Corsair F4U-4-Navy seen from the top, France, July 2005
Corsair F4U-4-Navy seen from the right with apparent landing gear, in France, July 2005
United States Navy and Marine Corps
The performance of the Corsair was impressive. The F4U-1 was considerably faster than the F6F Hellcat and only 13 mph (21 km/h) slower than the P-47 Thunderbolt, [ 27 ] [ 28 ] [ 29 ] all three were powered by the R-2800. But while the P-47 achieved its highest speed at 30,020 feet (9,150 m) with the help of an intercooled turbosupercharger, [ 30 ] the F4U-1 reached its maximum speed at 19,900 ft (6,100 m), [ 31 ] and used a mechanically supercharged engine. [ 32 ]
The US Navy received its first production F4U-1 on 31 July 1942, but getting it into service proved difficult. The framed "birdcage" style canopy provided inadequate visibility for deck taxiing. Even more seriously, the machine had a nasty tendency to "bounce" on touchdown, which could cause it to miss the arresting hook and slam into the crash barrier, or even go out of control. The long "hose nose" visibility problem and the enormous torque of the Double Wasp engine also created operational problems.
Carrier qualification trials on the escort carrier USS Sangamon, on 25 September 1942, caused the U.S. Navy to release the type to the United States Marine Corps. [ 33 ] Early Navy pilots spoke disparagingly of the F4U as the "hog", "hosenose" or "bent wing widow-maker". [ 34 ] After all, the U.S. Navy still had the Grumman F6F Hellcat, which did not have the performance of the F4U but was a far better deck landing aircraft. The Marines needed a better fighter than the F4F Wildcat. For them it was not as important that the F4U could be recovered aboard a carrier, as they usually flew from land bases. Growing pains aside, Marine Corps squadrons readily took to the radical new fighter, the Corsair would always be more of a USMC fighter than a USN fighter. The type was declared "ready for combat" at the end of 1942, though only qualified to operate from land bases until carrier qualification issues were worked out. [ 35 ]
Despite the decision to issue the F4U to Marine Corps units, two Navy units, VF-12 (October 1942) and later VF-17 (April 1943) were equipped with the F4U. By April 1943, VF-12 had successfully completed deck landing qualification. [ 36 ] However, VF-12 soon abandoned its aircraft to the Marines. VF-17 kept its Corsairs, but was removed from its carrier, USS Bunker Hill, due to perceived difficulties in supplying parts at sea. [ 37 ] In November 1943, while operating as a shore-based unit in the Solomon Islands, VF-17 reinstalled the tail hooks so its F4Us could land and refuel while providing top cover over the task force participating in the carrier raid on Rabaul. The squadron's pilots landed, refueled, and took off from their former home, Bunker Hill and the USS Essex on 11 November 1943. [ 38 ]
Twelve USMC F4U-1s arrived at Henderson Field (Guadalcanal) on 12 February 1943. The U.S. Navy did not get into combat with the type until September 1943 and the Royal Navy's FAA would qualify the type for carrier operations first. The U.S. Navy finally accepted the F4U for shipboard operations in April 1944, after the longer oleo strut was fitted, which finally eliminated the tendency to bounce. [ 39 ] The first Corsair unit to be based effectively on a carrier was the pioneer USMC squadron, VMF-124, which joined Essex. They were accompanied by VMF-213. The increasing need for fighter protection against kamikaze attacks resulted in more Corsair units being moved to carriers. [ 40 ]
From February 1943 onward, the F4U operated from Guadalcanal and ultimately other bases in the Solomon Islands. A dozen USMC F4U-1s of VMF-124, commanded by Major William E. Gise, arrived at Henderson Field (code name "Cactus") on 12 February. The first recorded combat engagement was on 14 February 1943, when Corsairs of VMF-124 under Major Gise assisted P-40s and P-38s in escorting a formation of Consolidated B-24 Liberators on a raid against a Japanese aerodrome at Kahili. Japanese fighters contested the raid and the Americans got the worst of it, with four P-38s, two P-40s, two Corsairs and two Liberators lost. No more than four Japanese Zeros were destroyed. A Corsair was responsible for one of the kills, although this was due to a midair collision. The fiasco was referred to as the "Saint Valentine's Day Massacre". [ 41 ] [ 42 ] Although the Corsair's combat debut was not impressive, the Marines quickly learned how to make better use of the aircraft and started demonstrating its superiority over Japanese fighters. By May the Corsair units were getting the upper hand, and VMF-124 had produced the first Corsair ace, Second Lieutenant Kenneth A. Walsh, who would rack up a total of 21 kills during the war. [ 43 ]
VMF-113 was activated on 1 January 1943 at Marine Corps Air Station El Toro as part of Marine Base Defense Air Group 41. They were shortly given their full complement of 24 F4U Corsairs. On 26 March 1944, while escorting four B-25 bombers on a raid over Ponape, they recorded their first enemy kills when they downed eight Japanese aircraft. In April of that year, VMF-113 was tasked with providing air support for the landings at Ujelang. Since the assault was unopposed the squadron quickly returned to striking Japanese targets in the Marshall Islands for the remainder of 1944.
Corsairs were flown by the famous "Black Sheep" Squadron (VMF-214, led by Marine Major Gregory "Pappy" Boyington) in an area of the Solomon Islands called "The Slot". Boyington was credited with 22 kills in F4Us (of 28 total, including six in an AVG P-40, although his score with the AVG has been disputed). [ 45 ] Other noted Corsair pilots of the period included VMF-124's Kenneth Walsh, James E. Swett, and Archie Donohue, VMF-215's Robert M. Hanson and Don Aldrich, and VF-17's Tommy Blackburn, Roger Hedrick, and Ira Kepford. Nightfighter versions equipped Navy and Marine units afloat and ashore.
At war's end, Corsairs were ashore on Okinawa, combating the kamikaze, and also were flying from fleet and escort carriers. VMF-312, VMF-323, VMF-224, and a handful of others met with success in the Battle of Okinawa. [ 46 ]
Corsairs also served well as fighter bombers in the Central Pacific and the Philippines. By spring 1944, Marine pilots were beginning to exploit the type's considerable capabilities in the close-support role during amphibious landings. Charles Lindbergh flew Corsairs with the Marines as a civilian technical advisor for United Aircraft Corporation in order to determine how best to increase the Corsair's payload and range in the attack role and to help evaluate future viability of single- versus twin-engine fighter design for Vought. [ 47 ] Lindbergh managed to get the F4U into the air with 4,000 pounds (1,800 kg) of bombs, with a 2,000 pounds (910 kg) bomb on the centerline and a 1,000 pounds (450 kg) bomb under each wing. [ 48 ] In the course of such experiments, he performed strikes on Japanese positions during the battle for the Marshall Islands. [ 47 ]
By the beginning of 1945, the Corsair was a full-blown "mudfighter", performing strikes with high-explosive bombs, napalm tanks, and HVARs. She proved surprisingly versatile, able to operate everything from Bat glide bombs (without sacrificing a load of 2.75 in/70 mm rockets) to 11.75 in (300 mm) Tiny Tim rockets. [ 49 ] The aircraft was a prominent participant in the fighting for the Palaus, Iwo Jima and Okinawa.
Statistics compiled at the end of the war indicate that the F4U and FG flew 64,051 operational sorties for the U.S. Marines and U.S. Navy through the conflict (44% of total fighter sorties), with only 9,581 sorties (15%) flown from carrier decks. [ 50 ] F4U and FG pilots claimed 2,140 air combat victories against 189 losses to enemy aircraft, for an overall kill ratio of over 11:1. [ 51 ] The aircraft performed well against the best Japanese opponents with a 12:1 kill ratio against Mitsubishi A6M and 6:1 against the Nakajima Ki-84, Kawanishi N1K-J and Mitsubishi J2M combined during the last year of the war. [ 52 ] The Corsair bore the brunt of fighter-bomber missions, delivering 15,621 tons (14,171 tonnes) of bombs during the war (70% of total bombs dropped by fighters during the war). [ 51 ]
Corsair losses in World War II were as follows:
- By combat: 189
- By enemy anti-aircraft artillery: 349
- Accidents during combat missions: 230
- Accidents during non-combat flights: 692
- Destroyed aboard ships or on the ground: 164 [ 51 ]
One particularly interesting kill was scored by a Marine Lieutenant R. R. Klingman of VMF-312 Checkerboards, over Okinawa. Klingman was in pursuit of a Kawasaki Ki-45 Toryu ("Nick") twin engine fighter at extremely high altitude when his guns jammed due to the gun lubrication thickening from the extreme cold. He simply flew up and chopped off the Ki-45's tail with the big propeller of the Corsair. Despite missing five inches (127 mm) off the end of his propeller blades, he managed to land safely after this ramming attack. He was awarded the Navy Cross. [ 53 ]
The Japanese Navy captured two Corsairs from an unknown Allied unit for evaluations fairly late in the war one of examples originally marked YoD-150 was remarked with Yokosuka Ku air testing signs ED-150, but they never flew them. [ citation needed ]
During the Korean War, the Corsair was used mostly in the close-support role. The AU-1 Corsair was a ground-attack version produced for the Korean War its Pratt & Whitney R-2800 engine, while supercharged, was not as highly boosted as on the F4U. As the Corsair moved from its air superiority role in World War II into the close air support role in the Korean War, the gull wing proved to be a useful feature. A straight, low-wing design would have blocked most of the visibility from the cockpit toward the ground while in level flight, but a Corsair pilot could look through a "notch" and get a better ground reference without having to bank one way or the other to move the wing out of the way. [ citation needed ]
The AU-1, F4U-4B, -4C, -4P and -5N logged combat in Korea between 1950 and 1953. [ 54 ] There were dogfights between F4Us and Soviet-built Yakovlev Yak-9 fighters early in the war, but when the enemy introduced the Mikoyan-Gurevich MiG-15, the Corsair was outmatched, though one Marine pilot did get lucky. On 10 September 1952, a MiG-15 made the mistake of getting into a turning contest with a Corsair piloted by Captain Jesse G. Folmar, with Folmar shooting the MiG down with his four 20 millimetre (0.79 in) cannons. [ 55 ] The MiG's wingmen quickly had their revenge, shooting down Folmar, though he bailed out and was swiftly rescued with little injury.
Corsair night fighters were used to an extent. The enemy adopted the tactic of using low-and-slow Polikarpov Po-2 intruders to perform night harassment strikes on American forces, and jet-powered night fighters found catching these "Bedcheck Charlies" troublesome. U.S. Navy F4U-5Ns were posted to shore bases to hunt them down, with U.S. Navy Lieutenant Guy Pierre Bordelon, Jr. becoming the Navy's only ace in the war, as well as the only ace to not score any victories in a jet aircraft. [ 56 ] "Lucky Pierre" was credited with five kills (two Yakovlev Yak-18 and three Po-2). [ 55 ] Navy and Marine Corsairs were credited with a total of 12 enemy aircraft. [ 55 ]
More generally, Corsairs performed attacks with cannons, napalm tanks, various iron bombs and unguided rockets. The old HVAR was a reliable standby however sturdy Soviet-built armor proved resistant to the HVAR's punch. This led to a new 6.5 in (16.5 cm) shaped charge antitank warhead being developed. The result was called the "Anti-Tank Aircraft Rocket (ATAR)." Tiny Tim was also used in combat, with two under the belly. [ 57 ] There is also a story of a Corsair pilot who used his arresting hook to snag enemy communications lines from telephone poles. [ 58 ]
Lieutenant Thomas J. Hudner, Jr., flying with naval squadron VF-32 off the USS Leyte, was awarded the Medal of Honor for crash landing his Corsair in an attempt to rescue his squadron mate, Ensign Jesse L. Brown, whose aircraft had been forced down by antiaircraft fire near Changjin. Brown, who did not survive the incident, was the U.S. Navy's first African American naval aviator. [ 59 ] [ 60 ]
In the early days of the war, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the Blackburn Skua (and its turreted derivative the Blackburn Roc) as well as the Fairey Fulmar, on the assumption they would only be fighting long range bombers or flying boats. The Royal Navy hurriedly adopted higher performance aircraft such as the Hawker Sea-Hurricane and the less robust Supermarine Seafire but neither of these aircraft had sufficient range to operate at a distance from a carrier task force. The Corsair was welcomed as a much more robust and versatile alternative. [ 61 ]
In November 1943, the Royal Navy received the first batch of 95 Vought F4U-1s, which were given the designation of "Corsair I". The first squadrons were assembled and trained in the US East costa and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately, they found its landing characteristics dangerous, suffering a number of fatal crashes, but condidered it as the best option they had.
In Royal Navy service, because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 in (200 mm) to clear the deckhead. [ 62 ] The change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity of "floating" in the final stages of landing. [ 62 ] Despite the clipped wings and the shorter decks of British carriers, Royal Navy aviators found landing accidents less of a problem than they had been to U.S. Navy aviators due to the curved approach used. British units solved the landing visibility problem by approaching the carrier in a medium left-hand turn, which allowed the pilot to keep the carrier's deck in view over the dip in the port wing, allowing safe carrier operations, and would later be adopted by US Navy and Marines fliers themselves as well for carrier use of the Corsair. [ 63 ]
The Royal Navy developed a number of modifications to the Corsair that made carrier landings more practical. Among these are the bulged Malcolm Hood, raising the pilot's seat 7 in (180 mm) [ 64 ] and wiring shut the cowl flaps across the top of the engine compartment, diverting the oil and hydraulic fluid around the sides of the fuselage". [ 18 ]
The Royal Navy received 95 Corsair Mk Is and 510 Mk IIs, these being equivalent to the F4U-1 and -1A. Brewster-built aircraft were known as Mk IIIs (equivalent to F3A-1D), and Goodyear-built aircraft were known as Mk IVs (equivalent to FG-1D). The Mk IIs and Mk IVs were the only versions to be used in combat. [ 65 ] The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, one being excessive wear of the arrester wires due to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed. A total of 2,012 Corsairs were supplied to the United Kingdom. [ 33 ]
Fleet Air Arm (FAA) units were created and equipped in the United States, at Quonset Point or Brunswick and then shipped to war theaters aboard escort carriers. The first FAA Corsair unit was No. 1830, created on the first of June 1943, and soon operating from HMS Illustrious. At the end of the war, 18 FAA squadrons were operating the Corsair. British Corsairs served both in Europe and in the Pacific. The first, and also most important, European operations were the series of attacks (Operation Tungsten) in April, July and August 1944 on the German battleship Tirpitz, for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. [ 66 ] It appears the Corsairs did not encounter aerial opposition on these raids.
From April 1944, Corsairs from the British Pacific Fleet took part in a several major air raids in South East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies.
In July and August 1945, Corsair squadrons Nos. 1834, 1836, 1841 and 1842 took part in a series of strikes on the Japanese mainland, near Tokyo. These squadrons operated from Victorious and Formidable. [ 67 ] On 9 August 1945, days before the end of the war, Corsairs from Formidable attacked Shiogama harbor on the northeast coast of Japan. Royal Canadian Navy pilot, Lieutenant Robert Hampton Gray, of 1841 Squadron was hit by flak but pressed home his attack on a Japanese destroyer, sinking it with a 1,000 pounds (450 kg) bomb but crashing into the sea. He was posthumously awarded Canada's last Victoria Cross, becoming the second fighter pilot of the war to earn a Victoria Cross as well as the final Canadian casualty of World War II. [ 68 ] [ N 4 ]
FAA Corsairs originally fought in a camouflage scheme with a Dark Slate Grey/Extra Dark Sea Grey disruptive pattern on top and Sky undersides, but were later painted overall dark blue. Those operating in the Pacific theater acquired a specialized British insignia — a modified blue-white roundel with white "bars" to make it look more like a U.S. than a Japanese Hinomaru insignia to prevent friendly fire incidents.
In all, out of 18 carrier-based squadrons, eight saw combat, flying intensive ground attack/interdiction operations and claiming 47.5 aircraft shot down. [ 69 ]
At the end of World War II, under the terms of the Lend-Lease agreement, the aircraft had either to be paid for or to be returned to the U.S. As the UK did not have the means to pay for them, the Royal Navy Corsairs were pushed overboard into the sea in Moreton Bay off Brisbane, Australia. [ 70 ]
Royal New Zealand Air Force
Equipped with obsolescent Curtiss P-40s, Royal New Zealand Air Force (RNZAF) squadrons in the South Pacific performed impressively compared to the American units they operated alongside, in particular in the air-to-air role. The American government accordingly decided to give New Zealand early access to the Corsair, especially as it was not initially being used from carriers. Some 424 Corsairs equipped 13 RNZAF squadrons, including No. 14 Squadron RNZAF and No. 15 Squadron RNZAF, replacing SBD Dauntless as well as P-40s. [ 71 ] The F4Us were allocated NZ prefixed serial numbers: F4U-1s [ N 5 ] NZ5201 to NZ5299 NZ5300 to NZ5399 NZ5400 to NZ5487, all of which were assembled by Unit 60 NZ5500 to NZ5577 were assembled and flown at RNZAF Hobsonville. In total there were 237 F4U-1s and 127 F4U-1Ds used by the RNZAF during the Second World War. 60 FG-1Ds which arrived post war were given serial numbers prefixed NZ5600 to NZ5660. [ 72 ]
The first deliveries of lend-lease Corsairs began in March 1944 with the arrival of 30 F4U-1s at the RNZAF Base Depot Workshops (Unit 60) at Espiritu Santo in the New Hebrides. From April, these workshops became responsible for assembling all Corsairs for the RNZAF units operating the aircraft in the South West Pacific and a Test and Despatch flight was set up to test the aircraft after assembly. By June 1944, 100 Corsairs had been assembled and test flown. [ 71 ] The first squadrons to use the Corsair were 20 and 21 Squadrons on Espiritu Santo island, operational in May 1944. The organization of the RNZAF in the Pacific and New Zealand meant that only the pilots and a small staff belonged to the Squadron (the maximum strength on a squadron was 27 pilots): Squadrons were assigned to several Servicing Units (SUs five-six officers, 57 NCOs, 212 airmen) which carried out aircraft maintenance and operated from fixed locations: [ 73 ] hence F4U-1 NZ5313 was first used by 20 Squadron/1 SU on Guadalcanal in May 1944 20 Squadron was then relocated to 2 SU on Bougainville in November. [ 74 ] In all there were 10 front line SUs plus another three based in New Zealand. Because each of the SUs painted its aircraft with distinctive markings [ 75 ] and the aircraft themselves could be repainted in several different colour schemes the RNZAF Corsairs were far less uniform in appearance compared with their American and FAA contemporaries. [ 76 ] By late 1944, the F4U had equipped all 10 Pacific-based fighter squadrons of the RNZAF. [ 72 ]
By the time the Corsairs arrived, there were virtually no Japanese aircraft left in New Zealand's allocated sectors of the Southern Pacific, and despite the RNZAF Squadrons extending their operations to more northern islands, they were primarily used for close support of American, Australian and New Zealand soldiers fighting the Japanese. New Zealand pilots were aware of the Corsair's poor forward view and tendency to ground loop, but found these drawbacks could be solved by pilot training in curved approaches before use from rough forward airbases. [ citation needed ] At the end of 1945, all Corsair squadrons but one (No. 14) were disbanded. That last squadron was based in Japan, until the Corsair was retired from service in 1947. [ 77 ]
No. 14 Squadron was given new FG-1Ds and, in March 1946 transferred to Iwakuni, Japan as part of the British Commonwealth Occupation Force. Only one airworthy example of the 424 aircraft procured survives: NZ5648/ZK-COR, owned by the Old Stick and Rudder Company at Masterton, NZ. One other mostly complete aircraft and the remains of two others were known to be held by a private collector at Ardmore, NZ, in 1996. Their current whereabouts are unknown. [ 78 ] [ 79 ]
After the war, the French Navy had an urgent requirement for a powerful carrier-born close-air support aircraft to operate from the French Navy’s four aircraft carriers that it acquired in the late 1940s ( Two former US Navy and two Royal Navy carriers were transferred). Ex-USN Douglas SBD Dauntless dive-bombers of Flotille 3F and 4F were used to attack enemy targets and support ground forces in the north of Indo-China. Ex-USN Grumman F6F-5 Hellcats and Curtiss SB2C Helldivers replaced the Dauntless in attacking roads, bridges and providing close air support. A new and more capable aircraft was needed. [ citation needed ]
First Indochina War
The last production Corsair was the "F4U-7", which was built specifically for the French naval air arm, the Aeronavale. The XF4U-7 prototype did its test flight on 2 July 1952 with a total of 94 F4U-7s built for the French Navy's Aéronavale (79 in 1952, 15 in 1953), with the last of the batch, the final Corsair built, rolled out on 31 January 1953. [ 80 ] The F4U-7s were actually purchased by the U.S. Navy and passed on to the Aéronavale through the U.S. Military Assistance Program (MAP). The French Navy used its F4U-7s during the second half of the First Indochina War in the 1950s (12.F, 14.F, 15.F Flotillas), [ 80 ] where they were supplemented by at least 25 ex-USMC AU-1s passed on to the French in 1954, after the end of the Korean War. [ 81 ]
On 15 January 1953, Flotille 14F, based at Karouba Air Base near Bizerte in Tunisia, became the first Aéronavale unit to receive the F4U-7 Corsair. Flotille 14F pilots arrived at Da Nang on 17 April 1954, but without their aircraft. The next day, the carrier USS Saipan delivered 25 war-weary ground attack Ex-USMC AU-1 Corsairs (flown by VMA-212 at the end of the Korean War). During two months operating over Dien Bien Phu the Corsairs flew 959 combat sorties totaling 1,335 flight hours. They dropped some 700 tons of bombs and fired more than 300 rockets and 70.000 20mm rounds. Six aircraft were damaged and two shot down by Viet Minh. [ citation needed ]
In September 1954, F4U-7 Corsairs were loaded aboard the Dixmude and brought back to France in November. The surviving Ex-USMC AU-1s were taken to the Philippines and returned to the US Navy. In 1956, Flotille 15F returned to South Vietnam, equipped with F4U-7 Corsairs. [ citation needed ]
The 14.F and 15.F Flotillas also took part in the Anglo-French-Israeli seizure of the Suez Canal in October 1956, codenamed Operation Musketeer. The Corsairs were painted with yellow and black recognition stripes for this operation. They were tasked with destroying Egyptian Navy ships at Alexandria but the presence of US Navy ships prevented the successful completion of the mission. On 3 November, 16 F4U-7s attacked airfields in the Delta, with one corsair shot down by anti-aircraft fire. Two more Corsairs were damaged when landing back on the carriers. The Corsairs engaged in Operation Musketeer dropped a total of 25 tons of bombs, fired more than 500 rockets and 16.000 20mm rounds. [ citation needed ]
As soon as they disembarked from the carriers that took part in Operation Musketeer, at the end of 1956, all three Corsair Flotillas, moved to Telergma and Oran airfields in Algeria from where they provided CAS and helicopter escort. They were joined by the new Flotille 17F, established at Hyères in April 1958. [ citation needed ]
French F4U-7 Corsairs (with some loaned AU-1s) of the 12F, 14F, 15F and 17F Flotillas conducted missions during the Algerian War between 1955 and 1961. Between February and March 1958, several strikes and CAS missions were launched from the Bois-Belleau, the only carrier involved in the Algeria War. [ 80 ]
France recognized Tunisian independence and sovereignty in 1956 but continued to station military forces at Bizerte and planned to extend the airbase. In 1961, Tunisia asked France to evacuate the base. Tunisia imposed a blockade on the base on 17 July, hoping to force its evacuation. This resulted in a battle between militiamen and the French military which lasted three days. French paratroopers, escorted by Corsairs of the 12F and 17F Flotillas, were dropped to reinforce the base and the Aéronavale launched air strikes on Tunisian troops and vehicles between 19–21 July, carrying out more than 150 sorties. Three Corsairs were damaged by ground fire. [ citation needed ]
In early 1959, the Aéronavale experimented with the Vietnam War-era SS.11 wire-guided anti-tank missile on F4U-7 Corsairs. [ 82 ] [ 83 ] The 12.F pilots trained for this experimental program were required to "fly" the missile at approximatively two kilometers from the target on low attitude with a joystick using the right hand while keeping track of a flare on its tail, and piloting the aircraft using the left hand [ 82 ] an exercise that could be very tricky in a single-seat aircraft under combat conditions. Despite reportedly effective results during the tests, this armament was not used with Corsairs during the ongoing Algerian War. [ 82 ]
The Aéronavale used 163 Corsairs (94 F4U-7s and 69 AU-1s), the last of them used by the Cuers-based 14.F Flotilla were out of service by September 1964, [ 80 ] with some surviving for museum display or as civilian warbirds. By the early 1960s, two new modern aircraft carriers, the Clemenceau and the Foch, had entered service with the French Navy and with them a new generation of jet-powered combat aircraft. [ 78 ]
Corsairs flew their final combat missions during the 1969 "Football War" between Honduras and El Salvador, in service with both air forces. The conflict was famously triggered, though not really caused, by a disagreement over a football (soccer) match. Cap. Fernando Soto shot down three aircraft on 17 July 1969. In the morning he shot down a Cavalier Mustang killing the pilot. In the afternoon, he shot down two FG-1s, the pilot of the second aircraft may have bailed out, but the third exploded in the air killing the pilot. These combats were the last ones among driven-propeller aircraft in the world and also making Cap. Soto the only one credited with three kills in an American continental war. El Salvador did not shoot down any Honduran aircraft. [ 84 ] At the outset of the Football War, El Salvador enlisted the assistance of several American pilots with P-51 and F4U experience. Bob Love, a Korean war ace, Chuck Lyford, Ben Hall and Lynn Garrison are believed to have flown combat missions but it has never been confirmed. Lynn Garrison had purchased F4U-7 133693 from the French MAAG office when retired from French naval service in 1964. It was registered N693M and was later destroyed in a 1987 crash in San Diego, California. [ 85 ]
Luftwaffe and Japanese Corsairs
On 18 July 1944, a British Corsair F4U-1A, JT404 of FAA No. 1841 squadron, was involved in anti-submarine patrol from HMS Formidable enroute to Scapa after Operation Mascot (attack on German Battleship Tirpitz). It flew in company with a Fairey Barracuda flown by with Wing Leader Lieutenant Commander RS Baker-Falkner. Due to technical problems the Corsair made an emergency landing in a field near Bodø, Norway. The pilot, Lt Mattholie was taken prisoner and the aircraft captured with no damage. Luftwaffe interrogators failed into getting the pilot to explain how to fold the wings so as to transport the aircraft to Narvik. The Corsair was ferried by boat for further investigation. Later the Corsair was taken to Germany, it was listed at Rechlin for 1944 under repair. This was probably the only Corsair captured by the Germans. [ 86 ]
In 1945 a F4U Corsair was captured near the Kasumigaura flight school by US forces. The Japanese had repaired it, covering damaged parts on the wing with fabric and using spare parts from crashed F4Us. It seems Japan captured two force landed Corsairs fairly late in the war and may even had tested one in flight.
The Corsair entered service in 1942. Although designed as a carrier fighter, initial operation from carrier decks proved to be troublesome. Its low-speed handling was tricky due to the port wing stalling before the starboard wing. This factor, together with poor visibility over the long nose (leading to one of its nicknames, "The Hose Nose"), made landing a Corsair on a carrier a difficult task. For these reasons, most Corsairs initially went to Marine Corps squadrons who operated off land-based runways, with some early Goodyear built examples (designated FG-1A) being built with fixed, non-folding wings. [ 33 ] The USMC aviators welcomed the Corsair with open arms as its performance was far superior to the contemporary Brewster Buffalo and Grumman F4F-3 and -4 Wildcat.
Moreover, the Corsair was able to outperform the primary Japanese fighter, the A6M Zero. While the Zero could out-turn the F4U at low speed, the Corsair was faster and could out-climb and out-dive the A6M. [ 87 ] Tactics developed early in the war, such as the Thach Weave, took advantage of the Corsair's strengths.
This performance advantage, combined with the ability to take severe punishment, meant a pilot could place an enemy aircraft in the killing zone of the F4U's six .50 (12.7 mm) M2 Browning machine guns and keep him there long enough to inflict major damage. The 2,300 rounds carried by the Corsair gave just under 30 seconds of fire from each gun, which, fired in three to six-second bursts, made the F4U a devastating weapon against aircraft, ground targets, and even ships.
Beginning in 1943, the Fleet Air Arm (FAA) also received Corsairs and flew them successfully from Royal Navy carriers in combat with the British Pacific Fleet and in Norway. [ 88 ] These were clipped-wing Corsairs, the wingtips shortened 8 in (20 cm) to clear the lower overhead height of RN carriers. FAA also developed a curving landing approach to overcome the F4U's deficiencies. [ 89 ]
Infantrymen nicknamed the Corsair "The Sweetheart of the Marianas" and "The Angel of Okinawa" for its roles in these campaigns. Among Navy and Marine aviators, however, the aircraft was nicknamed "Ensign Eliminator" and "Bent-Wing Eliminator" because it required many more hours of flight training to master than other Navy carrier-borne aircraft. It was also called simply "U-bird" or "Bent Wing Bird". [ 1 ] The Japanese allegedly nicknamed it "Whistling Death", for the noise made by airflow through the wing root-mounted oil cooler air intakes. [ 4 ] [ 18 ]
The Corsair has been named the official aircraft of Connecticut, [ 90 ] due to its connection with Sikorsky Aircraft, in legislation sponsored by state senator George "Doc" Gunther Gunther had also organized a Corsair Celebration and Symposium at Sikorsky Memorial Airport in Stratford, Connecticut, on Memorial Day, 29 May 2006. [ 91 ]
During World War II, Corsair production expanded beyond Vought to include Brewster and Goodyear models. Allied forces flying the aircraft in World War II included FAA and RNZAF. Eventually, more than 12,500 F4Us would be built, comprising 16 separate variants. [ 6 ]
F4U-1 (Corsair Mk I Fleet Air Arm): The first production version of the Corsair with the original cockpit seat height and "bird cage" canopy. [ 91 ] The differences over the XF4U-1 were as follows:
- Six .50 in (12.7 mm) Browning AN/M2 machine guns were fitted in the outer wing panels, displacing fuel tanks.
- An enlarged 237 gal (897 l) fuel tank was fitted ahead of the cockpit, in place of the fuselage armament. The cockpit was moved back by 32 in (810 mm).
- The fuselage was lengthened from 31 feet 11 inches (9.7 m) to 33 feet 4 inches (10.2 m).
- The more powerful R-2800-8 Double Wasp was fitted.
- 150 pounds (68 kg) of armor plate was fitted to the cockpit and a 1.5 in (38 mm) bullet-resistant glass screen was fitted behind the curved windscreen.
- IFF transponder equipment was fitted.
- Curved transparent panels were incorporated into the fuselage behind the pilot's headrest.
- The flaps were changed from deflector type to NACA slotted.
- The span of the ailerons was increased while that of the flaps was decreased.
- One 62 gal(234 l) non-self-sealing auxiliary fuel cell was installed in each wing leading edge, just outboard of the guns.
A land-based version for the USMC, without the folding wing capability, was built by Goodyear under the designation FG-1. In Fleet Air Arm service the F4U-1 was given the name Corsair Mk I. [ 92 ] Vought also built a single F4U-1 two-seat trainer the Navy showed no interest. [ 93 ]
F4U-1A (Corsair Mk II): The designation F4U-1A does not appear in lists of Corsair Bureau Numbers and was not in official use, being applied post-war to differentiate mid to late production F4U-1s from the early production variant. [ 26 ] [ 94 ] Mid to late production Corsairs incorporated a new, taller and wider clear-view canopy with only two frames, along with a simplified clear view windscreen. The cockpit seat was raised 7 in (178 mm) which, with the wider canopy top section, allowed the pilot better visibility over the long nose. The Plexiglas rear-view windows as well as the one under the cockpit were omitted. The tailwheel strut was lengthened, which also aided the pilot's forward view. These Corsairs were the first "carrier capable" variant and introduced a 6 in (152 mm)-long stall strip just outboard of the gun ports on the starboard wing leading edge and improved undercarriage oleo struts which eliminated bouncing on landing. F4U-1s supplied to the USMC lacked arrester hooks and the tail wheels were changed to a smaller diameter solid rubber type. [ 95 ] Additionally, an experimental R-2800-8W engine with water injection was fitted on one of the late F4U-1As. After satisfactory results, many F4U-1As were fitted with the new powerplant. The aircraft carried 237 gal (897 l) in the main fuel tank, located in front of the cockpit, as well as an unarmored, non-self-sealing 62 gal (235 l) fuel tank in each wing. This version of the Corsair was the first to be able to carry a drop tank under the center-section. With drop tanks fitted, the fighter had a maximum ferry range of just over 1,500 mi (2,400 km).
A land-based version, without the folding wing capability, was built by Goodyear as the FG-1A. In British service, the aircraft type was modified with "clipped" wings (8 inches (200 mm) was cut off each wingtip) for use on British aircraft carriers, [ 92 ] under the designation Corsair Mk II.
F3A-1 (Corsair Mk. III):This was the designation for the Brewster built F4U-1. Just over 700 were built before Brewster was forced out of business. Poor production techniques and shabby quality control meant that these aircraft were red-lined for speed and prohibited from aerobatics after several lost their wings. This was later traced to poor quality wing fittings. None of the Brewster built Corsairs reached front-line units. [ 96 ]
F4U-1B: This was an unofficial post-war designation used to identify F4U-1s modified for FAA use. [ 26 ]
F4U-1C:The prototype F4U-1C, BuNo50277, appeared in August 1943 and was based on an F4U-1. 200 of this variant were built from July through to November 1944: all were based on the F4U-1D and were built in parallel with that variant. [ 72 ] Intended for ground-attack as well as fighter missions, the F4U-1C was similar to the F4U-1D but its armament was replaced by four 20 millimetres (0.79 in) AN/M2 cannons with 231 rpg [ 97 ] of ammunition. The F4U-1C was introduced to combat during 1945, most notably in the Okinawa campaign. Aviators preferred the standard armament of six .50 in (12.7 mm) machine guns since they were already more than powerful enough to destroy most Japanese aircraft, and had more ammunition and a higher rate of fire. [ 98 ] The weight of the Hispano cannons and their ammunition affected the flight performance, especially its agility, but the aircraft was found to be especially potent in the ground attack role.
F4U-1D (Corsair Mk IV): Built in parallel with the F4U-1C, but was introduced in April 1944. It had the new -8W water-injection engine. This change gave the aircraft up to 250 hp (187 kW) more power, which, in turn, increased performance. Speed, for example, was boosted from 417 miles per hour (671 km/h) to 425 miles per hour (684 km/h). Because of the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's, as well as twin-rack plumbing for an additional belly drop tank. Such modifications necessitated the need for rocket tabs (attached to fully metal-plated underwing surfaces) and bomb pylons to be bolted on the fighter, however, causing extra drag. Additionally, the new job of fighter-bombing was a new task for the Corsair and the wing fuel cells proved too vulnerable and were removed. The extra fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite the heavy, un-aerodynamic load. The regular armament of six machine guns were implemented as well. The canopies of most -1Ds had their struts removed along with their metal caps, which were used — at one point — as a measure to prevent the canopies' glass from cracking as they moved along the fuselage spines of the fighters. Also, the clear-view style "Malcolm Hood" canopy used initially on Supermarine Spitfire and P-51C Mustang aircraft was adopted as standard equipment for the -1D model, and all later F4U production aircraft. Additional production was carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In Fleet Air Arm service, the latter was known as the Corsair III, and both had their wingtips clipped by 8" per wing to allow storage in the lower hangars of British carriers. [ 92 ]
F4U-1P: A rare photo reconnaissance variant. [ 99 ]
XF4U-2: Special night fighter variant, equipped with two auxiliary fuel tanks. [ 100 ]
F4U-2: Experimental conversion of the F4U-1 Corsair into a carrier-borne night fighter, armed with five .50 in (12.7 mm) machine guns (the outboard, starboard gun was deleted), and fitted with airborne Intercept (AI) radar set in a radome placed outboard on the starboard wing. Since Vought was preoccupied with more important projects, only 32 were converted from existing F4U-1s by the Naval Aircraft Factory and another two by front line units. [ 101 ] [ 102 ]
The type saw combat with VF(N)-101 aboard USS Enterprise and USS Intrepid in early 1944, VF(N)-75 in the Solomons and VMF(N)-532 on Tarawa.
XF4U-3: Experimental aircraft built to hold different engines in order to test the Corsair's performance with a variety of power plants. This variant never entered service. Goodyear also contributed a number of airframes, designated FG-3, to the project. A single sub-variant XF4U-3B with minor modifications was also produced. [ 103 ] XF4U-3B, planned procurement for the FAA. [ 100 ]
XF4U-4: New engine and cowling. [ 100 ]
F4U-4: The last variant to be produced during World War II, the F4U-4 began entering service near the end of 1944. It fully equipped naval squadrons four months before the end of hostilities. It had the 2,100 hp (1,566 kW) dual-stage-supercharged -18W engine. When the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,827 kW). The aircraft required an air scoop under the nose and the unarmored wing fuel tanks of 62 gal (234 l) capacities were removed for better maneuverability at the expense of maximum range. The propeller had one additional blade, bringing the total to four. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 3,800 ft/min (1,180 m/min) as opposed to the 2,900 ft/min (884 m/min) of the F4U-1A. The service ceiling also increased significantly from 37,000 feet (11,000 m) to 41,000 feet (12,000 m). The "4-Hog" retained the original armament and had all the external loads (i.e., drop tanks, bombs) capabilities of the F4U-1D. The windscreen was now flat bullet-resistant glass to avoid optical warping, a change from the curved Plexiglas windscreens with the internal plate glass of the earlier Corsairs. Vought also tested the two F4U-4Xs (BuNos 49763 and 50301, prototypes for the new R2800) with fixed tiptanks (the Navy showed no interest) and an Aeroproducts six-blade contraprop (not accepted for production). [ 104 ]
F4U-4B: Designation for F4U-4s to be delivered to the British Fleet Air Arm, but were retained by the U.S. for its own use. The Fleet Air Arm received no F4U-4s. [ 105 ]
F4U-4C: 300 F4U-4s ordered with alternate gun armament of four 20 millimetres (0.79 in) AN/M2 cannons. [ 105 ]
F4U-4E and F4U-4N: Developed late in the conflict, these night fighters featured radar radomes projecting from the starboard wingtip. The -4E was fitted with the APS-4 search radar, while the -4N was fitted with the APS-6 type. In addition, these aircraft were often refitted with four 20mm M2 cannons similar to the F4U-1C. The night fighter variants would see greater use during the Korean conflict. [ 106 ]
F4U-4K: Experimental drone. [ 100 ]
F4U-4P: As with the -1P, a rare photo reconnaissance variant. [ 99 ]
XF4U-5: New engine cowling, other extensive changes. [ 100 ]
F4U-5: A 1945 design modification of the F4U-4, first flown on December 21st of that year, was intended to increase the F4U-4 Corsair's overall performance and incorporate many Corsair pilots' suggestions. It featured a more powerful Pratt and Whitney R-2800-32(E) engine with a two stage supercharger, [ 107 ] rated at a maximum of 2,450 hp (1,830 kW). Other improvements included automatic blower controls, cowl flaps, intercooler doors and oil cooler for the engine, spring tabs for the elevators and rudder, a completely modernized cockpit, a completely retractable tail wheel, and heated cannon bays and pitot head. The cowling was lowered two degrees to help with forward visibility, but perhaps most striking as the first variant to feature all-metal wings (223 units produced). [ 108 ]
F4U-5N: Radar equipped version (214 units produced)
F4U-5NL: Winterized version (72 units produced, [ 109 ] 29 modified from F4U-5Ns (101 total). Fitted with rubber de-icing boots on the leading edge of the wings and tail. [ 110 ]
F4U-5P: Long-range photo-reconnaissance version (30 units produced)
F4U-6: Redesignated AU-1, this was a ground-attack version produced for the U.S. Marine Corps.
F4U-7 : AU-1 developed for the French Navy.
FG-1E: Goodyear FG-1 with radar equipment. [ 100 ]
FG-1K: Goodyear FG-1 as drone. [ 100 ]
FG-3: Turbosupercharger version converted from FG-1D.
FG-4:Goodyear F4U-4, never delivered. [ 100 ]
Super Corsair variants
The F2G-1 and F2G-2 were significantly different aircraft, fitted with the Pratt & Whitney R-4360 Wasp Major 4-row 28-cylinder "corncob" radial engine and teardrop (bubble) canopy, as a specialized interceptor against kamikaze attacks. The difference between the -1 and -2 variants was that the -1 featured a manual folding wing and 14 ft (4.3 m) Propellers, while the F2G-2 aircraft had hydraulic operated folding wings, 13 ft (4.0 m) propellers and carrier arresting hooks for carrier use. [ 111 ] As World War II was drawing to a close, development problems emerged that led to the abandonment of further work on the F2G series. [ 112 ] While only 10 were built, several F2Gs went on to racing success after the war, winning the Thompson trophy races in 1947 and 1949.
Chance Vought Corsair F4U-5NL HistoryChance Vought F4U 5N Corsair side view
Chance Vought F4U 5N structure complete
Corsair wing folding mechanism
Chance Vought F4U 5N Corsair under rebuild
The Corsair was delivered to U.S. Navy 1947 as Bu No 124493 Struck off active service with the United States Navy 1956 and then delivered to the Honduras Air Force (FAH) as FAH603 in March 1956. The aircraft served in Honduras for a number of years although its service there is not fully documented. It is believed the aircraft suffered a forced-landing accident at Toncontin Air Base in 1967 and was relegated to a scrapyard. FAH603 was recovered from Honduras in 1978 and then moved to George Heaven & Jim Nettle of Hollywood Wings, Long Beach, CA, 1978-1979 and stored and dismantled. She was then acquired by Peter W. Thelen, Fort Lauderdale, FL, 1987 and then to Walt Disney Studios, 1987 as a composite restoration project. In 1987, the aircraft was donated to the RNZAF Museum in return for allowing RNZAF A4 Skyhawks to participate in a Walt Disney Film. RNZAF Museum, Wigram AB, Christchurch, NZ 1987 to 1996. Apparently the plan was for the Museum to rebuild the aircraft as a F4U-1 as used by the RNZAF, however before this was attempted, in 1996 the aircraft was exchanged for a P40-F (Now restored as an RNZAF P40E at Wigram NZ) with Graham Hoskins of Tyabb, Victoria, Australia.
The Corsair has undergone a full restoration to airworthiness in Darwin, Northern Territory (NT) which was carried out by Nobby Bartsch and his crew. The restoration was meticulous, down to the last nut and bolt.
Great Planes: The Vought F4U Corsair
In the late 1930s Pratt & Whitney had been working on an 18 cylinder air-cooled engine of 28,000 cubic inches, which it called the Double Wasp. The new engine
had been putting out nearly 2,000 horse power in tests and Vought, which was working on a new fighter design for the U.S. Navy wanted to build their new plane around this powerful machine. Incorporating the Double Wasp, however, created a design problem for the Vought engineers in order to absorb the tremendous power output required the mounting of a huge propeller to the engine shaft. Even with
three blades, the diameter of the required propeller was 13 feet 4
inches using conventional methods, this could require a landing gear
strut some 6 feet
To solve the problem, Vought came up with a design that gave the new aircraft its distinctive appearance by canting the wing center section
downward, creating an
inverted-gull configuration, shorter gear struts were allowed for and, as an added benefit, the
tilted center section met the fuselage at just the right angle to create a
minimum of drag.
When the XF4U-1 prototype flew on May 29, 1940, it became the first American fighter to exceed 400 miles per hour. The U.S. Navy was impressed enough to be patient as the new fighter experienced teething problems, and the "bent-winged bird" would go on to destroy 2,140 enemy planes at a cost of just
540 combat losses during the Second World War. Five years after the end of that war, the Corsair was still in service as another war began on the Korean peninsula.
Aug 22, 2014 #2 2014-08-22T01:58
The Vought F4U Corsair
* Early in the Pacific War, US Navy and Marine Corps fighter pilots found themselves outclassed by the agile and well-armed Japanese A6M Zero, but even then work was underway to provide them with better aircraft. One of those better aircraft was the Vought "F4U Corsair", a rugged, powerful, and somewhat unforgiving aircraft that featured a distinctive inverted gull wing. The Corsair proved more than a match for the Zero, and it would also prove to be an excellent fighter-bomber, serving in this role in the Korean War and in the French colonial wars in Indochina and Algeria. This document provides a history and description of the Corsair.
* On 1 February 1938, the US Navy issued a request for proposals for a new high-performance single-seat carrier-based fighter that would use the most powerful engine available at the time. At the Vought-Sikorsky (later Chance Vought) Division of the United Aircraft Corporation (UAC) group in Connecticut, a design team under Rex B. Beisel decided to build the aircraft around the new XR2800 Double Wasp 18-cylinder two-row air-cooled radial engine, with 1,500 kW (2,000 HP), built by Pratt & Whitney (P&W), another UAC division.
Such a large engine needed a big propeller to soak up the power, and so the design featured a 4.06 meter (13 foot 4 inch) three-blade variable-pitch constant-speed propeller designed by Hamilton Standard, yet another UAC division. The big propeller posed a problem for the design team. It dictated long landing gear so that it would clear the ground on takeoffs and landings, but long landing gear tended to be too weak to tolerate hard carrier landings. The designers came up with the notion of a low-mounted "inverted gull wing" or "cranked wing", in which the the wings bent down from the root and then back up to the tip, with the main landing gear at the lowest point of the wing. The wing arrangement also improved the pilot's field of view, and the right-angle connection between the wing and the fuselage improved aerodynamics.
The US Navy ordered a prototype of the Vought design as the "XF4U-1" in June 1938. Armament was planned as two 7.62 millimeter (0.30 caliber) Browning machine guns in the top of the nose, and a single 12.7 millimeter (0.50 caliber) Browning machine gun in each wing, for a total of four guns. The prototype also had little bombbays in the outer wings for fragmentation bombs that would be dumped on enemy bomber formations, with a window in the cockpit floor for sighting. The bombbays were a screwball idea that would be quickly abandoned.
Vought engineers completed a full-scale mockup of the XF4U-1 in early 1939 for wind tunnel tests and Navy inspection. The initial flight of the prototype XF4U-1 was on 29 May 1940, with Vought chief test pilot Lyman A. Bullard JR at the controls. The flight suffered from excessive vibration and Bullard was not happy when he got back to the ground. The prototype was badly damaged in July, when storms prevented test pilot Boone T. Guyton from reaching the Vought airfield at Stratford, Connecticut. He was running low on fuel and couldn't raise any other airfield on his radio, so he tried to put the machine down on a golf course at Norwich, Connecticut. He touched down properly, but the grass was slick with rain and he plowed into trees, flipping the aircraft over and around. One wing was torn off, the fuselage was bashed up, but Guyton was little more than shaken and bruised, thanks to the toughness of the design.
The prototype was rebuilt in a few months, and demonstrated the design's performance on 1 October 1940, clocking 650 KPH (404 MPH) and becoming the first operational-type American warplane to exceed 400 MPH. However, the promise of the type was balanced by continuing difficulties, including some clear handling problems, and the nasty tendency of the Double Wasp engine to catch on fire.
The problems clearly meant delays in getting the type into production. To compound the delays, reports coming back from the war in Europe indicated that an armament of two 7.62 millimeter and two 12.7 millimeter machine guns was too light, and so when the US Navy asked for production proposals in November 1940 heavier armament was specified. The twin 7.62 millimeter Brownings in the nose were eliminated and two 12.7 millimeter Brownings were fitted in each wing. The wing guns were staggered to avoid interference in their ammunition feed. The armament change required considerable design adjustments that piled up more delays.
There was another troublesome consequence: putting all the guns in the wings meant eliminating wing fuel tankage, and so the forward fuselage was stretched by 45 centimeters (18 inches) to include a new self-sealing tank in the center of the fuselage. The fuel tank also meant moving the cockpit back by about 91 centimeters (3 feet), which made it hard for a pilot to see over the nose when taxiing, taking off, or landing. There would never be any way around the long nose, one pilot later recollecting that he used to tell himself after he lined up for the approach: "God, I hope there's nobody on that runway!"
* Formal naval acceptance trials for the XF4U-1 began in February 1941, and the initial Navy production order for 584 "F4U-1s" was placed on 30 June 1941. The type was given the name "Corsair", which had been the name of several prewar Vought aircraft. The first production F4U-1 performed its initial flight on 24 June 1942, with Boone Guyton at the controls.
The type quickly underwent a few more improvements, with the number of 12.7 millimeter Brownings in each wing increased to three, for a total of six the addition of 70 kilograms (155 pounds) of armor around the cockpit and the oil tank, plus an armor glass windscreen and self-sealing fuel tanks fit of shorter flaps and wider ailerons and installation of an uprated R-2800-8 Double Wasp engine with a two-stage supercharger and 1,492 kW (2,000 HP) takeoff power to handle the aircraft's increased weight.
The US Navy received its first production F4U-1 on 31 July 1942, with carrier trials beginning on the USS SANGAMON on 25 September 1942. Getting the machine into service proved difficult. The framed "birdcage" style canopy provided inadequate visibility for deck handling, a serious concern given the kind of damage the oversize prop could do to anybody or anything that got in its way. Even more seriously, the machine had a nasty tendency to "bounce" on touchdown, which could cause it to miss the arresting hook and slam into the crash barrier, or even go out of control. The long "hose nose" visibility problem has already been mentioned, and there was the inevitable issue of the enormous torque of the Double Wasp. If a pilot was waved off a carrier landing, he would throttle up and bank off to the left for another pass, and the Corsair had a nasty tendency to flip over on its back if revved up incautiously. Yet another peculiarity was that, due to propwash effects, the left wing would stall before the right on the landing approach, which tended to make the aircraft roll to the left as well.
Production was going ahead anyway, with Vought building 178 Corsairs by the end of 1942. The company was working with the Marine Corps, which saw the potential of the type and characteristically was less intimidated than the Navy by its unpleasant features, to work out the bugs in parallel with production. Although the Navy would come to accept the F4U, the Corsair would always be more of a Marine than a Navy fighter. The type was declared "ready for combat" at the end of 1942, though it was originally only qualified to operate from land bases until carrier qualification issues were worked out.
A dozen F4U-1s arrived at Henderson Field on Guadalcanal in the Solomon Islands on 12 February 1943. The US Navy didn't get into combat with the type until September 1943, and in fact the British Royal Navy's Fleet Air Arm (FAA) would qualify the type for carrier operations first.
* It was an indication of the haste in which the US was putting new combat aircraft into production at the time that well before Vought began production of the F4U, other manufacturers were being enlisted to build the Corsair, with Goodyear signed up in November 1941 and Brewster following in December 1941. The Goodyear variant of the F4U-1 was designated the "FG-1" and featured fixed rather than folding wings it was intended to fly off land bases, not carriers. Initial flight of the first Goodyear FG-1 was on 25 February 1943, with deliveries beginning in April. The Brewster version was the "F3A-1", and was essentially identical to the F4U-1. Initial flight of the first Brewster F3A-1 was on 26 April 1943, with deliveries beginning in July.
* The F4U-1, as it emerged, was an aircraft that would be difficult to confuse with any other in widespread service at the time, or for that matter later. It was easily recognized by its gull wing and the big three-bladed Hamilton Standard propeller, powered by a production-standard R-2800-8 engine. It was also a big machine by the standards of the time, and a set of handholds / footsteps were embedded in the right side of the fuselage beneath the cockpit to allow the pilot to get in and out without a ladder.
The F4U-1 was of basically conventional monocoque construction, made mostly of metal. The ailerons had wood frames and plywood skinning, while the rudder, elevators, and outer wings had metal frames and fabric skinning. The flaps were all metal. The tailfin was slightly offset from the centerline to help compensate for engine torque. There were trim tabs on the ailerons and the rudder.
The Corsair was exceptionally strong and carried respectable armor protection. The main landing gear was fitted into the inner wing section, just inside the "bend" where the wing fold was, and rotated 90 degrees to lie flat inside the wing. The tailwheel was semi-retractable. There was a stinger-type arresting hook just behind the tailwheel.
There were inlets in the leading edge of the wings near the wingroot for the supercharger and oil cooler system. Although the original internal wing tanks had been removed, the design team figured out how cram a small tank back into each outer wing. The wings hydraulically folded straight up toward the aircraft centerline. The three Browning machine guns in each wing were just outboard of the wing fold. The two inner guns had 400 rounds per gun each, while the outer gun had 375 rounds per gun, with the pilot using a reflector-type gunsight. The F4U-1 could carry a centerline external fuel tank with a capacity of 662 liters (175 US gallons).
The F4U-1, as mentioned, originally had a framed, backwards sliding canopy, with "cutouts" behind it like those used on the Curtiss P-40 Warhawk, to improve rearward visibility. There was no cockpit flooring. Electronics included a multichannel radio and the new "identification friend or foe (IFF)" set, developed by the British. The cockpit was roomy by the standards of the time. A typical early color scheme was two-tone light and medium blue on top and light gray on the bottom.
Some F4U-1s were modified in the field for the photo-reconnaissance role and designated "F4U-1P". They were fitted with a vertically mounted K-21 camera in the belly, between the trailing edge of the wing and the tailwheel. The number of conversions is unclear.
* As mentioned, the Corsair's initial deficiencies were being worked out on a concurrent basis. The tendency to "bounce" on landings, which was due to the excessive stiffness of the shock absorber elements in the main landing gear struts, was greatly reduced after Vought engineers spent a lot of time tweaking with the stiffness to get the right value. The 689th production F4U-1 featured a number of significant changes. The most noticeable was that the cockpit was raised 18 centimeters (7 inches) to improve the pilot's forward view, and a bulged canopy, along the lines of the "Malcolm Hood" used on later model Spitfires, replaced the original "birdcage" framed canopy to provide better all-round field of view.
Other changes included a raised tailwheel leg, with a pneumatic instead of solid tire, to improve the pilot's forward view on the ground and an almost unnoticeable 15 centimeter (6 inch) fixed "stall strip" that was fitted to the leading edge of the right wing outboard of the guns to ensure that both wings stalled at the same time on landing approach. The 1,550th production F4U-1 introduced an R-2800-8W engine with water-methanol injection for boost power of 1,664 kW (2,230 HP).
F4U-1s with the new canopy were later retroactively designated "F4U-1A". Although sources vary widely on the number of F4U-1As built, 2,126 seems to be a reasonable value. The Goodyear equivalent was the "FG-1A", which like the FG-1 lacked wing fold. * The "F4U-1C" was introduced in August 1943, and featured four M2 20 millimeter cannon in place of the six 12.7 millimeter Brownings. The cannons had 120 rounds each. The F4U-1C was otherwise much like the F4U-1A. It had a single-piece canopy, though it is possible the same canopy was fitted to later production F4U-1As. The F4U-1C's four cannon proved particularly useful in the ground-attack role. The F4U-1C went into service in the spring of 1945, and 200 were built by Vought.
* The "F4U-1D" was introduced in April 1944, though the F4U-1C remained in production in parallel. The F4U-1D was much the same as the F4U-1A, retaining the six Browning machine guns, and differed mainly in being fitted for carriage of a 605 liter (160 US gallon) centerline drop tank and two 450 kilogram (1,000 pound) bombs, one on each inner wing just outside the wingroot. The two wingroot pylons were also "wet" and could carry fuel drop tanks. The idea of using the Corsair to carry heavy munitions had been developed in the field, with operational squadrons improvising bomb racks for the carriage of such weapons. The F4U-1D made it "official". F4U-1Ds were all painted in the standard color scheme for Corsairs at the time, a dark overall sea blue.
Vought built a total of 1,685 F4U-1Ds. Goodyear built the F4U-1D as the "FG-1D", delivering a total of 1,997 (some sources claim 2,303) aircraft. Brewster also built it as the "F3A-1D", though Brewster was out of the Corsair business by July 1944. The company had only delivered a total of 735 Corsairs by that time, and the Navy terminated the contract with the company on the basis of bad management.
Late production F4U-1Ds and FG-1Ds featured four launch rails on each outer wing for 12.7 centimeter (5 inch) "High Velocity Air Rocket (HVAR)" projectiles. The rockets were sighted through the gunsight and proved accurate. Late in the war, Vought converted an F4U-1D into a tandem-seat trainer, but nobody was interested and it didn't go into production.
* The Corsair was in frontline service by early 1943. The first recorded combat engagement was on 14 February 1943, when Corsairs of Marine Squadron VMF-124 under Major William E. Gise assisted P-40 Warhawks and P-38 Lightnings in escorting B-24 Liberators on raids against Japanese installations in the Solomons. Japanese fighters contested the raid and the Americans got the worst of it, with four P-38s, two P-40s, two Corsairs, and two Liberators lost. No more than four Japanese Zeroes were destroyed. A Corsair was responsible for one of the "kills", but it wasn't anything to boast about, since it was due to a midair collision. The fiasco was referred to as the "Saint Valentine's Day Massacre".
Although the Corsair's combat debut was not impressive, the Marines quickly learned how to make better use of the machine and demonstrate its superiority over Japanese fighters. By April 1943, the Corsair was getting the upper hand. By May, VMF-124 had produced the first Corsair ace, 2nd Lieutenant Kenneth A. Walsh, who would rack up a total of 21 kills during the war.
According to old stories, the Japanese learned to call the F4U "Whispering Death" because of the high-pitched sound it made, though such a melodramatic name sounds suspiciously like an invention of American propaganda. It was also known as the "Bent Wing Bird", though on the other side of the coin this name sounds more like something out of company press releases. Whatever the enemy or the aircrew actually called the F4U, it was still a machine to be reckoned with, one way or another. Many pilots became aces in the Corsair, but even its most passionate advocates admitted that it was a handful.
The most prominent gang of Marine Corsair pilots was squadron VMF-214, led by Major (later Colonel) Greg "Pappy" Boyington. Boyington was a rowdy, combatative, tough, hard drinking Marine who had flown Curtiss P-40s with Claire Chennault's American Volunteer Group (AVG) or "Flying Tigers" in China and scored two kills. Chennault had thrown him out after somebody broke into the liquor locker, concluding that Boyington was responsible because nobody else in the Flying Tigers was strong enough to have wrenched open the padlock with his bare hands.
VMF-214 "Boyington's Bastards" racked up large scores against the Japanese in the South Pacific, with Boyington claiming a total of 28 kills during his combat career, 22 of them in the F4U. He was shot down and captured by the Japanese on 3 January 1944 and spent the rest of the war in a prison camp. The Japanese did not announce his capture and Boyington was presumed killed in action. He would get the Medal of Honor after his release from captivity at the end of the war.
* After finally working out the worst bugs, the Navy finally embraced the Corsair as the most capable fighter and fighter-bomber in its inventory, superior to the Grumman F6F-3 Hellcat. By early 1944, the Navy was making good use of the Corsair. The first Navy F4U squadron, VF-17 "Skull & Crossbones", produced 12 aces, the most prominent being Lieutenant Ira Kepford, with 19 kills.
By the spring of 1944, Marine pilots were beginning to exploit the type's considerable capabilities in the close-support role, supporting amphibious landings with 450 kilogram (1,000 pound) bombs. The famed pilot Charles Lindbergh flew Corsairs with the Marines as a civilian technical advisor in order to determine how best to increase the Corsair's warload and effectiveness in the attack role. Lindbergh managed to get the F4U, into the air with 1,800 kilograms (4,000 pounds) of bombs, with a 900 kilogram (2,000 pound) bomb on the centerline and a 450 kilogram (1,000 pound) bomb under each wing. In the course of such experiments, he performed strikes on Japanese positions during the battle for the Marshall Islands.
By the beginning of 1945, the Corsair was a full-blown "mudfighter", performing strikes with high-explosive bombs, napalm tanks, and HVARs. It was a prominent participant in the fighting for the Palaus, Iwo Jima, and Okinawa, with the ground-pounders calling it the "Sweetheart" for its welcome services when things were getting nasty.
In the last months of the conflict, the F4U also carried the oversized 29.8 centimeter (11.75 inch) "Tiny Tim" unguided rocket on the wingroot pylons for cracking Japanese strongpoints. Experiments were performed in 1944 with an old F4U-1 with "jet assisted take-off (JATO)" gear, featuring a small solid-fuel rocket attached on the fuselage just behind each wingroot, to allow the Corsair to get off the ground more easily with heavy loads, but it appears that JATO was rarely, if ever, used in service with the Corsair.
Statistics compiled at the end of the war indicate that the F4U flew over 64,000 operational sorties for the US Marines and US Navy through the conflict, with fewer than 10,000 of these sorties from carrier decks. The total number of kills claimed was 2,139, against 189 combat losses of F4Us, for a kill ratio of over 11:1. Even if this was exaggerated by a factor of two, it was still an accomplishment. One particularly interesting kill was scored by a Marine Lieutenant R.R. Klingman over Okinawa. According to the story, he was in pursuit of a Kawasaki Ki-45 Toryu ("Nick") twin engine fighter when his guns jammed, so he simply flew up and chopped off the Ki-45's tail with the big propeller of the Corsair.
* The Corsair has acquired a legendary status, with the result that its bad points have been somewhat glossed over. Those who insist that the Corsair was superior to the Hellcat in every respect should realize that the Hellcat was cheaper than the Corsair -- the Navy could buy five Hellcats for the price of three Corsairs -- and that the Hellcat was a perfectly effective and very rugged fighter and fighter-bomber. More importantly, the Hellcat was much easier to fly, with Corsair pilots freely admitting that the F4U was unforgiving and not a good choice for a green pilot. Over half the losses of Corsairs in the Pacific Theater were credited to accidents and not combat. To experienced pilots, the Corsair was a more exciting and challenging aircraft, but Hellcat's docility was admired as well. Official kill records give the Hellcat the majority of kills in the Pacific Theater.
After the war, there was a surplus of old combat aircraft and it was relatively easy for a civilian to buy a Corsair. The Corsair was a major player in air races for several years, until some serious accidents led to the effective suspension of air racing in the early 1950s.
* When the US Navy came up in November 1941 with an urgent requirement for a night-fighter based on the F4U-1, the Naval Aircraft Factory in Philadelphia took 32 (some sources claim 12) stock F4U-1s and converted them to a night-fighter configuration with the designation "F4U-2".
The F4U-2 was equipped with AN/APS-4 centimetric radar, fitted in a radome on the right wing. One of the three machine guns in the right wing was deleted to balance the radar. Although the radar pod apparently did not greatly interfere in the Corsair's maneuverability, the radar set was relatively fragile, and Corsair night fighter pilots were not inclined to jink their aircraft around unless absolutely necessary. The exhausts on the bottom of the cowling were extended to prevent the glow of the exhaust from being seen by potential victims, giving the F4U-2 something of a scruffy "beard" just before the leading edge of the wing. A number of F4U-2s saw combat in the South Pacific. Apparently there were two field conversions of F4U-1s to F4U-2 standard as well.
* Three F4U-1As were converted to use the P&W XR-2800-16C Double Wasp, which featured a two-stage turbocharger for high-altitude performance. A four-bladed Hamilton Standard propeller was fitted to soak up the increased power. The engine installation featured a distinctive belly inlet, just behind the cowling. These three aircraft were designated "XF4U-3", "XF4U-3A", and "XF4U-3B", but the installation didn't work out well. The F4U-3 and its Goodyear equivalent, the "FG-3", did not enter production.
* The last major wartime production variant of the Corsair was the "F4U-4", which featured a P&W R-2800-18W Double Wasp with 1,567 kW (2,100 HP) takeoff power and water-methanol injection. The only visible differences from the F4U-1D were that an inlet was fitted in the lower lip of the cowling, giving the aircraft's nose a slightly different profile, and a four-bladed propeller was fitted. All following Corsair variants would retain the four-bladed propeller. The F4U-4's engine and propeller gave it a top speed of 718 KPH (446 MPH), about 48 KPH (30 MPH) faster than the F4U-1D. Armament was the same as for the F4U-1D, with six Brownings, stub pylons for eight HVARs, and the ability to carry two 450 kilogram (1,000 pound) bombs and a centerline drop tank.
Five F4U-1s were modified as "XF4U-4" prototypes, with the first performing its initial flight on 19 April 1944. One of the prototypes was fitted with a prop spinner, but this item was not adopted for production. Initial flight of a production F4U-4 was in September 1944, with initial service deliveries in October. A dozen (some sources claim only two) F4U-4s were built by Goodyear with the designation of "FG-4", but the end of the war led to cancellation of further Corsair orders from Goodyear. However, the Navy was still appreciative enough of the F4U-4 to obtain about 400 more from Vought after the war up to 1947.
2,037 standard F4U-4s were built in all. Several subvariants of the F4U-4 were built as well:
An F4U-4 was experimentally fitted with wingtip fuel tanks and another was used for trials of a six-bladed contrarotating propeller, but neither of these items was ever incorporated into Corsair production.
* One of the more interesting wartime Corsair variants, even if it didn't go into production, was the Goodyear "F2G", which was to be designed around the monster P&W R-4360-4 air-cooled radial engine, with 2,238 kW (3,000 HP) takeoff power. In contrast to the R-2800 Double Wasp, which featured two rows of nine cylinders for a total of 18 cylinders, the R-4360 featured four rows of seven cylinders for a total of 28 cylinders. It was called a "corncob" because of the cylinder arrangement. The engine would see operational service on the big Convair B-36 Peacemaker after the war.
The F2G had a distinctive supercharger / oil system cooler intake on top of the lengthened nose, as well as a bubble-type canopy, a taller tailfin, and other changes. A bubble canopy had been fitted earlier to a Goodyear FG-1A on a trials basis. Armament was six 12.7 millimeter Brownings, plus the external stores of the F4U-1D. The engine installation was optimized for low-level flight, since the F2G was intended to destroy Japanese "Kamikaze" suicide intruders trying to attack US fleet vessels by coming in at low level under the radar.
An old F4U-1 with the birdcage canopy was fitted with the Wasp Major and a four-bladed prop in early 1944 to evaluate the fit. Goodyear received a production contract for the F2G in March 1944, with some have manually folding wings and intended for use from ground airstrips and designated "F2G-1" and others to have hydraulically folding wings and an arresting hook for carrier operations and have the designation of "F2G-2". Development, particularly of the engine, proved troublesome, and by the time the first F2G was rolled out in May 1945 the need for the type was evaporating.
Production contracts were cancelled at the end of the war, with only five production F2G-1s and five F2G-2s built. They had been preceded by a number of "XF2G" prototypes, the precise count being unclear, with most or all of these development machines apparently being conversions. At least one F2G flew in air races after the war.
* The British Royal Navy Fleet Air Arm (FAA) warmed to the Corsair much faster than the US Navy. In November 1943, the FAA received under Lend-Lease the first of 95 Vought F4U-1s, which were given the designation of "Corsair I". The first squadrons were assembled and trained in the US, either at Brunswick, Maine, or Quonset, Rhode Island, and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately, well ahead of the US Navy, but wasn't like the British worked miracles with the F4U: they found its landing characteristics just as beastly, suffering a number of fatal crashes, but bit the bullet and did it anyway.
This initial British batch was followed by 510 Vought F4U-1As under the designation of "Corsair II" 430 Brewster F3A-1Ds under the designation of "Corsair III" and finally 977 Goodyear FG-1Ds under the designation of "Corsair IV". It is unclear if the stateside squadron training scheme was retained for all British Corsair squadrons.
All but initial deliveries of FAA Corsairs had 20 centimeters (8 inches) clipped from the wingtips to permit storage in British carrier hangar decks, with the clipped wings also apparently improving the roll rate. Some sources suggest that at least some of the clipped-wing Corsairs supplied to Britain had the US designation of "F4U-1B". Many FAA Corsairs were fitted with rails for launching British unguided "Rocket Projectiles (RPs)". At its peak, the Corsair equipped 19 FAA squadrons. FAA Corsairs originally fought in a camouflage scheme, with a light-green / dark-green salamander patterning on top and a white belly, but were later painted overall blue. Those operating in the Pacific theater acquired a specialized British insignia, a modified blue-white roundel with white "bars" to make it look more like a US than a Japanese insignia to prevent friendly-fire incidents.
FAA Corsairs performed their first combat action on 3 April 1944, with Number 1834 Squadron flying from the HMS VICTORIOUS to help provide cover for a strike on the German super-battleship TIRPITZ in a Norwegian fjord. This was apparently the first combat operation of the Corsair off of an aircraft carrier. Further attacks on the TIRPITZ were performed in July and August 1944, with Corsairs from the HMS FORMIDABLE participating. It appears the Corsairs did not encounter aerial opposition on these raids. A confrontation between a Corsair and the tough German Focke-Wulf FW-190 would have made for an interesting fight.
Even as British Corsairs were fighting the Germans, they were going into combat in the Indian Ocean against the Japanese, with the first operational sorties on 19 April. Royal Navy carriers would be participants in the final battle for the Japanese home islands. On 9 August 1945, days before the end of the war, Corsairs from HMS FORMIDABLE were attacking Shiogama harbor on the northeast coast of Japan. A Canadian pilot, Lieutenant Robert H. Gray, was hit by flak but pressed home his attack on a Japanese destroyer, sinking it with a 450 kilogram (1,000 pound) bomb but crashing into the sea. He was posthumously awarded the last Victoria Cross of World War II.
425 (some sources say 370) Corsairs were also provided to the Royal New Zealand Air Force, beginning in late 1943. By the time the New Zealanders had worked up to operational Corsair squadrons in 1944, there was little for them to shoot at in the South Pacific, and they saw little combat. Most of the New Zealander Corsairs were scrapped after the war, as were the British Corsairs.
* As mentioned, F4U-4s continued to be built by Vought in the postwar era, and in fact major new Corsair variants were built as well. Fit of the R-2800-3W engine with 1,716 kW (2,300 HP) takeoff power resulted in the "F4U-5", with the engine mounted on an angle two degrees below the centerline to improve the pilot's view, as well as to provide improved longitudinal stability. There were small distinctive "cheek" inlets along either side of the lower lip of the cowling. Top speed was 743 KPH (462 MPH).
Other features of the F4U-5 included an improved cockpit layout, with folding seat armrests, a power-actuated canopy that was raised slightly, and other niceties to improve pilot comfort and effectiveness a fully retractable tailwheel completely metal outer wing panels (finally!) refinements to control surfaces to improve handling and a flat armor glass windscreen, though this may have been fitted to late-production F4U-4s as well.
The F4U-5's armament consisted of four M3 (T-31) 20 millimeter cannon, with a total of 924 rounds of ammunition. Provision for eight HVARs, two 450 kilogram (1,000 pound) bombs, and a centerline external fuel tank were retained. The launch stubs for the HVARs were rearranged in a staggered configuration for some reason. The cannon and pitot tube had an electrical heating system to allow them to operate properly in very cold conditions.
Vought built 223 F4U-5s. There was further production of subvariants:
The alcohol from the prop deicing system tended to damage the plastic canopy until a protective film was placed over the plastic. Alcohol fumes also tended to seep into the cockpit, posing both fire and alertness hazards for the pilot. Vought engineers mixed the alcohol with peppermint oil so they could trace down where the fumes were seeping into the cockpit, and fixed the problem with better sealing.
* During production of the F4U-5, Corsair manufacturing moved from the Vought plant in Connecticut to a facility in Dallas, Texas. Although by this time the Corsair was outmatched in air combat by the new jet fighters, it was still an excellent attack aircraft, and so Vought designed an optimized close-support variant of the Corsair, originally to be designated the "F4U-6" but going into service as the "AU-1", with the "A" emphasizing its attack role.
The AU-1 featured extensive armor protection, making it substantially heavier and significantly slower than the F4U-5. Some sources claim it was hard-pressed to reach 400 KPH (250 MPH), but that might have been with a full warload and wouldn't be surprising under such circumstances. It featured an R-2800-83W Double Wasp engine with 1,716 kW (2,300 HP) takeoff power but only a single-stage supercharger. As a "mudfighter", the AU-1 would operate at low altitudes and so a two-stage supercharger or turbocharger system was regarded as unnecessary. The engine was oriented at two degrees below the centerline, just like in the F4U-5, but the two cheek inlets were moved to under the belly, to ensure better armor protection.
One particularly noticeable change in the AU-1 was that the four stub pylons for HVARs under each wing were switched to five small stores pylons, either for HVARs or light bombs. Total warload of the AU-1 was a respectable 1,815 kilograms (4,000 pounds). Armament of four M3 cannon, with a total of 924 rounds of ammunition, was retained. Roughly 111 AU-1s were built in all, with the type going into service with the US Marine Corps in Korea in 1952.
* During the Korean War, the Corsair was used mostly in the close-support role. There were dogfights between F4Us and enemy Yak-9 fighters early in the conflict, but when the enemy introduced the fast MiG-15 jet fighter the Corsair was outmatched, though one Marine pilot did get lucky. On 9 September 1952 a MiG-15 made the mistake of getting into a turning contest with a Corsair piloted by Captain Jesse G. Folmar, with Folmar shooting the MiG down with his four 20 millimeter cannon. The MiG's wingmates quickly had their revenge, shooting down Folmar, though he bailed out and was quickly rescued with little injury.
Corsair night fighters were used to an extent, however. The enemy adopted the tactic of using low-and-slow intruders to perform night harassment strikes on American forces, and jet-powered night fighters found catching these "Bedcheck Charlies" troublesome. US Navy F4U-5Ns were posted to shore bases to hunt them down, with US Navy Lieutenant Guy Pierre Bordelon JR becoming an ace, apparently the Navy's only ace in the conflict. "Lucky Pierre" was credited with six kills, including five Yak-9s and one La-9.
More generally, Corsairs performed attacks with cannon, napalm tanks, various iron bombs, and unguided rockets. The old HVAR was a reliable standby, though as sturdy Soviet-built armor proved resistant to the HVAR's punch, a new 16.5 centimeter (6.5 inch) hollow-charge antitank warhead was developed. The result was called the "Anti-Tank Aircraft Rocket (ATAR)". The big Tiny Tim rocket was also used in combat. There is a story of a Corsair pilot who cut enemy communications lines by snagging them with his arresting hook.
* The very last production Corsair was the "F4U-7", which was built specifically for the French naval air arm, the "Aeronavale". It was something of an odd hybrid variant, with the R-2800-18W Double Wasp and inlets in the lower lip of the cowling of the F4U-4, the downward-sloping engine installation of the F4U-5, and the five small stores pylons under each wing of the AU-1. It lacked the heavy armor protection of the AU-1.
Initial flight of the F4U-7 was on 2 July 1952. A total of 94 F4U-7s was built for the Aeronavale in 1952, with the last of the batch, the final Corsair built, rolled out in December 1952. The F4U-7s were actually purchased by the US Navy and passed on to the Aeronavale through the US Military Assistance Program (MAP). The French used their F4U-7s during their bitter little war in Indochina in the mid-1950s, where they were supplemented by at least 25 ex-USMC UA-1s passed on to the French in 1954, after the end of the Korean War.
French Corsairs also performed strikes in the Algerian conflict in 1955 and 1956, and assisted in the Anglo-French-Israeli seizure of the Suez Canal in October 1956, codenamed OPERATION MUSKETEER. The Corsairs were painted with yellow and black recognition stripes for this operation. In 1960, some French Corsairs were rigged to carry four SS-11 wire-guided missiles. This was a more or less experimental fit and it is hard to believe it worked well, since it required a pilot to "fly" the missile after launch with a joystick while keeping track of a flare on its tail. This might be very tricky in a single-seat aircraft under combat conditions. All French Corsairs were out of service by 1964, with some surviving for museum display or as civilian warbirds.
* The F4U was finally phased out of USMC and US Navy reserve service in the mid-1950s. The Corsair remained in military service in Latin America, with the type provided to the Argentine Navy, the air forces of Honduras and El Salvador, and possibly a few other Latin American air arms. This led to combat between the Corsairs during the short-lived "Soccer War" between Honduras and El Salvador in July 1969. The conflict was famously triggered, though not really caused, by a disagreement over a football match. Both sides claimed various numbers of kills, and predictably each side disputed the claims of the other.
The Corsair also went back to air racing with the revival of such events in the late 1960s, and significantly played a starring role in the popular TV series BAA BAA BLACK SHEEP, which ran from 1976 through 1978 and featured Robert Conrad, previously star of the popular 1960s WILD WILD WEST series, playing Pappy Boyington, as well as a number of very fine F4U warbirds. The show did do much to promote Boyington's legend. He had fallen on hard times after the war, the booze getting the better of him for a time, but had dried out and was used as a consultant on the TV series, though it was hardly noted for its authenticity.
When Boyington met Conrad, Boyington told the actor that he wished he, Boyington, were younger. When Conrad asked why, Boyington replied that he wanted to beat Conrad's cocky ass. It would have been another interesting match, neither man being a pushover by any means. Boyington died in 1988 and was buried in Arlington National Cemetery, having gone from hero to drunken bum and then back to hero again. The F4U survives in a large number of static displays and a few crowd-pleasing flying Corsair "warbirds" as a memorial to Boyington and other Corsair pilots.
* The following table summarizes Corsair variants and production. Figures tend to vary from source to source and, exasperatingly, don't always even add up within sources. Sources are particularly confused on the total numbers of F4U-1As and F4U-1Ds. However, overall the quantities given here can be regarded as being in the ballpark. This gives total Corsair production of 12,713. However, total Corsair production is given in most sources as 12,571 aircraft. It can be said in general that over 12,000 Corsairs were built.
* I always get a few surprises when I decide to write up an aircraft. The Corsair turned out to be surprisingly easy to document, which was a relief because writing a document on an aircraft more generally turns out to be more work than I expect.
Another surprise, a less pleasant one, were the sometimes wild discrepancies on Corsair production quantities and suchlike details between sources and sometimes even within sources. This writeup gave me another lesson in the truth that history is less about the past than it is about records of the past.
Since my research is basically sitting in front of a computer and paging through books and magazines, it can often be difficult to figure out the true facts. Sometimes it's straightforward, though. One source, which is not credited below, claimed that British Corsairs participated in the 1956 Suez operation, but this appears to have been a simple mental slip on the author's part -- the British had given up their last Corsairs a decade earlier. This source also gave the date of MUSKETEER as 1954, which suggests the author was having a really bad day.
Boeing B-17E Flying Fortress
Developed as a strategic bomber in the 1930s, the rugged B-17 was used in every theater in World War II, and became legendary for its ability to sustain heavy damage in battle while maintaining self-sufficient firepower.
North American B-25 Mitchell
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https://www.century-of-flight.net/history-of-flying-boats/ | 2024-04-18T17:05:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817222.1/warc/CC-MAIN-20240418160034-20240418190034-00483.warc.gz | 0.97156 | 2,191 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__200855814 | en | Glen Curtiss developed the first float-plane in 1912, and he produced more than 7,000 JN Jenny’s in World War I.
The Navy-Curtiss 4 made the first staged aerial crossing of the Atlantic in 1919.
The aircraft became more militarized due to World War I nationalism.
In 1931, Britain’s Supermarine S.6B became the inspiration for the notorious Spitfire.
Towards the end of the 193s, forty-two Short Bros’ S23 Empire Flying-Boats were built for the British Empire for travel.
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The first two trans-Pacific seaplanes were the Sikorsky S-42 and the Martin M130, and the Boeing B-314 came after.
The Boeing PB-1 (1919) is considered the first commercial seaplane, and the first large flying boat airliner was likely the Caproni Triplane 1919.
The Curtiss F-5 (1919) was used between Florida and Havana.
In 1928, Savoia Marchetti Sm-66 was built for trans-Mediterranean airline services.
The Consolidated PBY-5 Catalina (1937) was one of the amphibian flyboats used by airliners during the war.
The Saunders-Roe Princess (1952), was the last of the large flying boats designed by airliners.
These are just some of the highlights of the flying boat era.
After World War II, there was a transition away from these types of aircraft, bringing the flying boat airline era to an end.
The “Junkers F-13” is considered the first modern commercial aircraft, and it’s design paved the way for others.
The passenger cabin is closed and capable of holding four people, there are upholstered seats, heating, and illumination.
The wing has a deep profile, and it is a low-wing cantilever monoplane.
The aircraft is made completely of a light metal alloy (duraluminium), and it is covered in corrugated sheet metal
There is an open cockpit with space for two pilots.
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The first flight took place in June 1919, and more followed with higher altitudes.
The F-13 was responsible for much of the development of air traffic in the 1920s.
The aircraft kept getting updated, and it resulted in the eventual three-engined commercial aeroplane Junkers Ju 52/3 m built in 1932.
The F-13 itself was the result of further development of the Junkers W 33 freight plane.
It was a small single-engined monoplane.
Short Solent Flying Boat
The development of the Solent came from the Short S. 45 Seaford and the Sunderland.
The first aircraft produced was the Seaford, and 12 aircraft were used for BOAC service afterwards.
The Solent was the last flying boat type used by Tasman Empire Airways Ltd (TEAL).
Solent II’s could hold a crew of seven and 30 passengers.
In 1948, six unfinished Seafords became Solent III’s, and they were able to carry 39 passengers.
The final model came in 1949 when TEAL ordered four Solent IV’s capable of holding 44 passengers.
The final model had a 2040 hp Bristol Hercules 733 engine.
The maximum all-up weight was 36,742 kg compared to the Solent III’s 35,643.
BOAC ended its flying boat journey two and a half years after BOAC Solents went into service.
The aircraft went into storage, and production ended in 1951.
It is best remembered for the services it provided as the final flying boat type operated by TEAL.
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Consolidated PBY-5 Catalina
The Consolidated PBY Catalina became the U.S. Navy’s best patrol flying boat during the war.
The PBY was also used to attack ships at night and perform search and rescue missions.
At the start of the war, the PBY Catalina wasn’t considered an important aircraft, but that quickly changed.
It had great range and durability, which impressed many American aviators and flight crews from Allied nations.
By August 15, 1945, 3,282 PBYs were built, and it became the most produced flying boat or seaplane ever.
The Consolidated Aircraft Corporation was founded by Reuben Hollis Fleet, in May 1923 in East Greenwich, Rhode Island.
The PBY series underwent a complete redesign, and the U.S. Navy ordered 200 PBY-5s on December 20, 1939.
Modified versions of the aircraft were built by the Naval Aircraft Factory, and Boeing Aircraft of Canada produced the PB2B-1 and ‘-2.
Canadian Vickers Ltd. built the Casino to be used by the Royal Canadian Air Force, and the OA-10A was used by the U.S. Army Air Forces.
The PBY-6A was the final development model of the PBY Series, and it had a new radar, twin .50 caliber guns, and a new tail.
PBYs continued to be used after the war for commercial operators.
Initial design work for the Saunders-Roe Princess began in 1945 by Saunders-Roe.
It came after it was believed that flying boats were the best means for the UK to America route.
Prior to the war, there were already attempts by Imperial Airways to cross the Atlantic without stopping.
The aircraft was designed to carry 100 passengers and cruise at 395mph.
The Saunders-Roe Princess was said to be the best flying boat ever constructed, and they went up against the world’s best liners.
Three were commissioned in 1950 after the cost rose drastically.
It wasn’t until two years later that one flew, but it was said to be an impressive sight.
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Airlines eventually decided not to order any, even with the advanced fly-by-wire control that the aircraft had.
The only completed Princess was towed up the River Itchen to be demolished.
The aircraft struggled against the rising level of competition, and it was not able to hold on.
Caproni CA-60 Triple Triplane Flying Boat
The Caproni CA-60 was created as a cross between a plane and a house-boat in 1920.
The massive craft had three sets of triplane wings from WWI bombers, and it could hold 100 passengers.
The craft had twice the wing area of a B-52 bomber, and it weighed 55,000 pounds.
The wings were 9,000 square feet, and they had ailerons and elevators in the rear.
Caproni CA-60 was powered by eight 400 hp American Liberty engines, which was ten times the average passenger aircraft at that time.
The aircraft flew for the first time in 1921, and it reached a height of 60 feet.
It collapsed and fell into the lake right after takeoff, and both pilots died.
After undergoing repairs, it was destroyed in a fire, but that is disputed by some.
It was a prototype for a 150 seater that was designed to cross the Atlantic.
Short S-23 Empire
The Short Empire Flying boats were four-engine flying boats for the British Air Ministry.
They served as a link between Britain and Australia, and the two models were the S.23 Imperial Flying Boat, and the S.25 Sunderland.
The Imperial Flying Boats’ first completed aircraft was G-ADHL “Canopus,” in June 1936.
It launched on July 2 and entered into service in October.
The Empire flying boats also flew a trans-atlantic service via Ireland and Newfoundland.
A weekly service from Southampton to New York began in August 1939 with the flying boats G-AFCU ‘Cabot’ and G-AFCV ‘Caribou.’
The service ended in September 1939.
The aircraft were able to outperform the DC-2s form Australia, leading to their acceptance.
The first “Empire” service left from Sydney’s Rose Bay on 5 July, 1938, flown by VH-ABF ‘Cooee.’
The inaugural Empire Airmail flight, flown by ‘Camilla,’ flew on August 4.
During WWII, the air route from England to Australia was diverted.
The route was eventually canceled and reopened after Japan lost Burma and Malaya.
Qantas operated Empire boats under Australian registration.
The RAF used five examples, A18-10 to A18-14.
The VH-ABG ‘Coriolanus’ was the first Qantas aircraft to enter liberated Singapore.
It was the last Empire flying boat in operation in the world.
Dornier Do X
The Do X was a twelve-engined flying boat designed by Claude Dornier.
He was especially concerned with the dimensions and weight, and he wanted to use specific material and construction techniques like the Dornier combination of light alloy and steel.
He also liked a semi cantilever monoplane design, an arrangement of engines, and a stable hull with floats on each side.
A new design feature was the division of three decks.
The upper deck contained the navigation and radio room, and the main deck had seating for 66 passengers.
The lower deck contained fuel and supplies.
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The design work began in 1925, and it took 240,000 hours to be completed.
The maiden flight of the Do X took place on July 12, 1929.
The record flight happened on October 21, 1929 with 169 passengers, and it held for 20 years.
New engines were put in, and new flights started on August 4, 1930.
It toured through Europe. The west coast of Africa, and then to North America.
The impressive flying boat was sent to the Museum of Aviation in Berlin in 1934, and it was destroyed by air raids in 1945. | aerospace |
http://www.globalshark.ca/drone-review-yuneec-typhoon-q500-4k/ | 2024-04-16T23:29:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817112.71/warc/CC-MAIN-20240416222403-20240417012403-00068.warc.gz | 0.943213 | 465 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__38085683 | en | The Yuneec Typhoon Q500 4K is a UAV similar to the USI Phantom 3 in many ways. The Typhoon is a bit smaller at a diagonal size of 565mm. Feature wise, the Yuneec Typhoon Q500 4k boasts many smart features which match the functionality of many other similar drones.
Some of the Typhoon Q500 4k’s smart features include a Return Home feature, Watch Me and Follow Me flight modes, and a unique Geofence functionality, which prevents flight near commercial airports, keeps the drone within legal altitude limits and makes sure the drone stays within 91 meters of the transmitter.
Specifications and Pricing
The Yuneec Typhoon Q500 4K has a standard price of $999. You can also purchase it for $899 if you don’t want the aluminum case.
It has a maximum speed of 17 mph in Angle Mode, and 21 mph in the Watch Me or Follow Me modes. Additionally, it has a maximum altitude of 400 feet. The maximum altitude can be adjusted via the Typhoon GUI. The drone’s maximum flight time is 25 minutes.
The drone weighs 1,700 grams with its camera and battery and 1,130 grams without them.
The Typhoon comes standard with a 10-channel 2.4GHz transmitter with an integrated live video display. The drone also comes with a CGO Steadygrip handheld camera mount and an extra battery.
Out of all the drones Canada for sale, the Yuneec Typhoon series of drones is one of the best matches for USI’s Phantom Series. The Typhoon Q500 4k has comparable video resolution to the Phantom 3 Professional for the same price. In addition, the Typhoon 4k comes standard with an extra battery, a handheld camera mount, and an aluminum case.
The drone itself is relatively easy to fly, and is perfect for beginners and hobbyists, as well as being great for professionals as well. Although it has its flaws, such as its slow top speed. The Yuneec Typhoon Q500 4k is a great alternative to the Phantom 3 Professional and has the same picture and video quality at a similar price. It also has a slightly superior flight time of 25 minutes. as well as a unique Geofence feature. | aerospace |
http://data.eol.ucar.edu/dataset/82.086 | 2022-07-01T02:04:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103917192.48/warc/CC-MAIN-20220701004112-20220701034112-00026.warc.gz | 0.663805 | 326 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__14285569 | en | NOAA P-3 Aircraft Flight Level Winds and Flight Tracks
This dataset contains flight level winds and flight tracks imagery from the NOAA P-3 aircraft.
|Subscribe||Subscribe to receive email when new or updated data is available.|
|Frequency||no set schedule|
|GCMD Science Keywords|
|Begin datetime||2004-07-08 00:00:00|
|End datetime||2004-08-03 23:59:59|
Map data from IBCSO, IBCAO, and Global Topography.
Maximum (North) Latitude:
Minimum (South) Latitude:
Minimum (West) Longitude: -125.00, Maximum (East) Longitude: -72.00
CitationExample citation following ESIP guidelines:
UCAR/NCAR - Earth Observing Laboratory. 2008. NOAA P-3 Aircraft Flight Level Winds and Flight Tracks. Version 1.0. UCAR/NCAR - Earth Observing Laboratory. https://data.eol.ucar.edu/dataset/82.086. Accessed 01 Jul 2022.
Today's date is shown: please replace with the date of your most recent access. | aerospace |
https://www.daily-lazy.com/2011/06/buran-russian-space-shuttle.html | 2024-04-24T13:21:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819273.90/warc/CC-MAIN-20240424112049-20240424142049-00531.warc.gz | 0.959399 | 210 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__24374058 | en | The Buran program was a Soviet and later Russian plan for a reusable spacecraft, that began in 1974 at TsAGI and formally suspended in 1993. It was a response to the United States Space Shuttle program.The project was the largest and the most expensive in the history of Soviet space exploration. Development work included sending the BOR-5 on multiple sub-orbital test flights, and atmospheric flights of the OK-GLI. Buran completed one unmanned orbital spaceflight in 1988 before its cancellation in 1993.
Although the Buran spacecraft was similar in appearance to the NASA Space Shuttle, and could similarly function as a re-entry spaceplane, the main engines during launch were on the Energia rocket and not taken into orbit on the spacecraft. The Buran program matched an expendable rocket to a reusable spaceplane.The Buran orbiter which flew the test flight was crushed in the Buran hangar collapse on May 12, 2002 in Kazakhstan. The OK-GLI resides in Technikmuseum Speyer. | aerospace |
https://www.bme.hu/news/20240205/Professional_Pilot_Training_at_BME_The_Next_Chapter_of_a_100_Year_long_Story?language=en | 2024-02-27T01:10:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474669.36/warc/CC-MAIN-20240226225941-20240227015941-00755.warc.gz | 0.948678 | 390 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__7497772 | en | Applications for the new, self-financed BME Bachelor’s programme in Professional Pilot starting in September in English are open until 15 February.
Applications for the new, self-financed English-language programme starting in September are open until 15 February. More information on the course can be found at:
The course aims to equip graduates with the skills necessary to pursue careers as professional pilots as well as sub-engineers in various sectors of the aviation industry including flight planning, aircraft manufacturing, operation, testing, maintenance, repair, and recycling. Additionally, it aims to provide a solid foundation for students to further pursue their studies in Vehicle Engineering at the Master’s level.
BME’s connection to Hungarian aviation history
The BSc programme in Professional Pilot – slated to commence in September 2024 – traces its roots at BME back over a century.
From the 1922-23 academic year until 1934, the Department of Mechanical Engineering offered an elective course titled ‘Aircraft Theory and Mechanical Structure’, led by the distinguished aircraft designer Tibor Melczer. Then, in the 1933-34 academic year, BME students were introduced to the compulsory subject of ‘Aerotechnics’ for the first time.
In autumn 1920 at the Royal Joseph University, a pilot theory training course was launched with 50 students. Partly in protest against the Treaty of Trianon, the enthusiastic and open-minded students founded the BME Sport Aviation Club on 10 November 1921, with a mission to ‘foster the noblest sport of all, aviation, in this most distinguished bastion of technology’. This association emerged as a pivotal force in Hungarian aviation, aeronautics, and aircraft construction during the interwar period.
More recently, in 2017, a postgraduate Professional Pilot/Specialist programme was launched.
Rector’s Cabinet Communications Directorate | aerospace |
https://socialnewsdaily.com/qinux-drone-k8-review-buyers-guide-2023-qinux-drone-k8-scam-exposed/ | 2023-09-30T12:17:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510676.40/warc/CC-MAIN-20230930113949-20230930143949-00398.warc.gz | 0.933666 | 2,898 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__196440256 | en | With drones becoming increasingly popular due to their ability to facilitate efficient outcomes and activities, many individuals have come to recognize their value for taking stunning photos and videos from heights and angles unreachable by humans. The Qinux Drone K8 review is an ideal drone for those searching for a quality drone that can capture aerial photographs and films from various perspectives and altitudes. Whether you’re new to drones or searching for a superior replacement for your current model, this review has the information you need to make a smart choice. Let’s dive in!
What is Qinux Drone K8? (Qinux Drone K8 Review)
Boasting incredible flight capabilities and quality image and video capture, the Qinux Drone K8 is the perfect compact quadcopter for anyone looking to take stunning wide-angle aerial footage. Contrary to popular opinion, drones are not mere toys but rather high-tech tools with a long flight time of up to 50 minutes. Not only is this drone a great way to store special memories, but it can also be used for a variety of advanced tasks, such as recording events and conducting surveys.
Features Qinux Drone K8? (Qinux Drone K8 Review)
The Qinux Drone K8 is extremely easy to operate with its straightforward design and convenient features. All the necessary information needed to use the drone is provided in a detailed user manual. Plus, it comes with two operating modes that let you get the drone flying right away. The remote control supplied along with the drone contains detailed instructions for controlling the drone and obtaining footage. Alternatively, you can use the mobile application, which comes with an intuitive layout and straightforward installation instructions.
• The battery lasts for a long time.
• High-flight time
• R/C range: 80-100 m range: approximately 30 m
• 1 3.7V 500mAh LIPO battery for the drone (included)
• 15-31 minutes of running
• 3 (3) 1.5AA batteries to power the remote controls (not included)
• The time to be charged: 60-70 minutes
Unlimited Possibilities with the Qinux Drone K8 (Qinux Drone K8 Review)
The Qinux Drone K8 offers users the opportunity to easily keep track of their device and bring it back to its origin in the case of a misplacement. Additionally, the technology that comes with this drone is highly efficient and provides real-time monitoring.
slow motion function
It is no secret that with the Qinux Drone K8, you can easily capture stunning slow-motion footage right from the comfort of your own home or anywhere else you might want to take it.
One of the most attractive features of this drone is its foldable design. This makes it extremely easy to carry around, even if it’s in a pocket or bag, as it doesn’t require the use of hands. Furthermore, it’s perfect for shooting videos or taking pictures in different locations.
An amazing 360-degree ultra-wide-angle lens camera has been incorporated into the drone, allowing for high-definition pictures in 1080p resolution as well as video recording.
Bird’s Eye View
When it comes to taking pictures or capturing videos of your environment from a bird’s-eye view, the Qinux Drone K8 is undoubtedly at the top of its game.
The Panorama Viewing Mode: With a range of 3,000 feet, the drone creates breathtaking panoramic photos from never-before-seen angles and perspectives, adding a unique touch to video shoots.
Micro SD Cards
You can store your videos and photos on microSD cards (not included) or save them directly on your smartphone.
It is highly aware of the importance of privacy protection, which is why we have implemented our Secure Socket Layer (SSL) protocol to guarantee the security of each data transfer. Not only does the drone stand out for its sophisticated design and appearance, but also its distinctive size and shape.
Drone Flight Speed
The Qinux Drone K8 has a reputation for being the fastest drone of its size and construction, with features such as wireless connectivity, remote control, an APP controller, and the ability to stream video from the drone directly to your phone.
The Qinux Drone K8’s numerous benefits revealed!
It has become the ideal device for countless applications, enabling users to make the most of it due to its advanced features. It offers a plethora of benefits. With a 4K resolution, the Qinux Drone K8s captures beautiful photos and stunning videos. This doesn’t simply entail recording images and films; its impeccable construction and top-notch design provide an HD720p camera that offers exceptional visuals with unimaginable clarity. This has made the Qinux Drone K8 an attractive option, even for individuals with a restricted budget, as it can take impressive shots without too much of a financial burden.
Moreover, the compact, lightweight design of the Qinux Drone K8 allows it to be easily taken with users wherever they go. They can record every second of their daily lives with an astonishingly crisp quality. Not only is the device capable of being used indoors, but it can be used even in outdoor settings by flying it to great heights. It is also able to do so regardless of the weather conditions, no matter whether it is snowing or raining.
What is more, this drone is compatible with many programs and is a perfect substitute for aerial photography. This not only helps travelers document their experiences with beautiful HD videos and images, but it can even record 60 frames every second of each revolution of the propellers. Despite all these features, its durability is not compromised, as it is well equipped to cope in any situation.
On top of all these benefits, it has exclusive characteristics that make it stand out from the crowd, such as its HD camera and temperature-sensitive material in the control panel, which provides more interactivity. And with a 45-minute flight time, it is certain to keep photographers of all kinds delighted.
What is it that makes the Qinux Drone K8 popular? (Qinux Drone K8 Review)
The Qinux Drone K8 has become a popular item for many due to its user-friendly design and small, lightweight structure. No longer do you need to deal with large, bulky gadgets; the Qinux Drone K8 is easily pocketable, so you can take it with you wherever you go. Despite its size and maneuverability, it has all the features of a high-end drone, making it an enjoyable and convenient way to record images.
For those who wish to purchase a Qinux Drone K8, the official website of the company is the best option. Purchasing through this site even allows you to receive a 100 percent refund. The URL for the official website is included below.
Qinux Drone K8 Scam
Based on customer reviews, the Qinux Drone K8 has earned an impressive 4.9 out of 5 stars. For anyone searching for a strong, lightweight drone, the Qinux Drone K8 could be a great choice. When you scroll through your social media and see stunning images of dreamy holidays and important sports games, it can seem like these shots are taken with pricey, sophisticated drones that cost a fortune. However, the majority of these fantastic photos were captured using more affordable “pocket” drones that only cost about $100!
Why should you buy a Qinux Drone K8?
Are you an avid photographer or filmmaker looking to take your shots to new heights? Aerial photography and video can create an impressive panoramic view that makes an unforgettable impact. Whether you’re traveling across the globe or simply getting away on a weekend adventure, you can use aerial photographs and videos to capture stunning visuals that would be hard to replicate with any other method. If you’re a frequent traveler looking to create professional images, then investing in the Qinux Drone K8 is a perfect choice.
Qinux Drone K8 FAQ’s
Does the Qinux Drone K8 make an investment worth its weight?
Qinux Drone K8 is a portable aerial camera that’s easy to operate and compact and light. The Qinux Drone K8 weighs 85 grams, and it can capture excellent-quality images with precise precision. Based on Qinux Drone K8 reviews, the drone is capable of taking excellent photos.
Who do you think Qinux Drone K8 is not for?
If you are looking for a waterproof drone and intend to use it underwater, this drone is not suitable for your needs.
To find out more about or purchase the Qinux Drone K8, go to the official website page here.
Qinux Drone K8 Customer Reviews
“I bought it as a gift for my nephew, who was very excited to have a drone. It comes in a very well-protected case that ensures nothing is damaged and is very convenient and useful for transport and storage. It has been a real success. My nephew is delighted! Peter
“I got it for my birthday, and I am enjoying my Qinux Drone K8.” There are lots of features and good quality for the price. The camera is great. I think I’m going to have a lot of fun with it. Melanie
“The after-sales service is something to take your hat off to.” I had a little problem, and they did not hesitate to very kindly change the drone. As for the drone itself, it’s ideal for beginners, as it’s easy to handle. though I would recommend not flying it when it’s windy. Otherwise, it’s very good.” Richard
More about Qinux Drone K8
For those starting on their drone-flying journey, the quadcopter is the perfect companion. It is easy to operate and boasts a long life span. Amongst the multitude of options available, the Qinux Drone K8 Pro stands out with its notable and unique features. With its four rotors, the quadcopter remains balanced while taking off and landing. Moreover, a remote control provides extra control and pleasure when flying.
Furthermore, the Qinux Drone K8 Pro is excellent for capturing aerial images, thanks to its high resolution and real-time pictures, along with stunning footage from varying angles. Undeniably, this is an essential addition to any drone enthusiast’s collection.
Is the Qinux Drone K8 a worthwhile investment?
Those seeking to explore real-time video photography with a drone should consider the Qinux Drone K8 Pro. Easy to fly and outfitted with an outstanding camera to produce clear video, the K8 Pro additionally includes an obstacle elimination system that facilitates flying indoors or out—both safely and enjoyably. Despite its higher cost, this drone offers a rewarding experience that makes it worthwhile for many drone enthusiasts.
Is it prohibitively expensive? Is the Qinux Drone K8 Pro too expensive?
In the case of quadcopters, there are numerous options in the marketplace. But the Qinux Drone K8 Pro is among the most budget-friendly drones that are available. It is equipped with numerous characteristics that help it stand apart from other drones and make flying enjoyable for those who love drones. Additionally, the stability of this drone makes it ideal for beginners with drones. If you’re in search of an affordable drone that has great quality and features, go for the Qinux Drone K8 Pro.
What distinguishes Qinux Drone K8s from other drones?
For novice drone pilots, a quadcopter is a great place to start. Outfitted with additional propellers, the Qinux Drone K8s provides users with a broad selection of capabilities and ease of operation. The housing is resilient enough to withstand even the most unpredictable conditions of the outdoors. What’s more, the stability, altitude hold, and return-to-home functions ensure a safe and effortless flying experience.
What are the reasons to buy a Qinux Drone K8?
If you’re a fan of drones and eager to learn more about them, then the Qinux Drone K8 Pro is perfect for you! It offers reliable control, making it a great choice for beginner drone users. With its four propellers, the quadcopter will stay steady in the sky regardless of the wind, plus it has an integrated camera to capture pictures and videos. With the Qinux Drone K8, you can quickly and safely gain the skills necessary to become a confident drone pilot.
Where can I buy it, and what is the price?
The Qinux Drone K8 Pro can be purchased from their official site. Qinux Drone K8 Pro price is $109.95
Conclusion: Qinux Drone K8 Review
For those seeking a top-of-the-line quadcopter, the Qinux Drone K8 is a fantastic option. With a multitude of features and settings, it’s the perfect device for capturing stunning aerial photography and videography. It’s a breeze to use and packs a punch when it comes to performance—all for an incredibly reasonable price. Enjoy an extended flight time, shoot videos in 4K Ultra HD, and relish the satisfaction of having an easily portable drone at your fingertips. The Qinux Drone K8 is an optimal choice for any drone enthusiast.
Are you in search of a dependable drone that won’t cost you much, then the Qinux Drone K8 is your perfect fit! With its impressive features, you can now take your drone photography to the next level—all without breaking the bank. Hurry and take advantage of this incredible offer now by clicking on the link below! Good luck!
Note: I only recommend products I would use myself and all opinions expressed here are my own. This post contains affiliated links. If you purchase through these affiliated links, I may earn a commission at no additional cost to you. | aerospace |
http://www10.mcadcafe.com/nbc/articles/view_article.php?articleid=194599 | 2018-06-25T15:57:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267868135.87/warc/CC-MAIN-20180625150537-20180625170537-00025.warc.gz | 0.902595 | 449 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__128469993 | en | NESSUS 8.2 is a commercial version of software originally developed by a team led by SwRI as part of a 10-year project for NASA to develop a probabilistic design tool for the space shuttle main engine. Co-developers are Los Alamos National Laboratory, NASA Glenn Research Center and Mustard Seed Software.
NESSUS 8.2 simulates variations and uncertainties in loads, geometry, material behavior and other user-defined inputs to compute probability of failure and probabilistic sensitivity measures of engineered and natural systems. The software has been successfully applied to a diverse range of problems in aerospace, gas turbine engines, biomechanics, pipelines, geomechanics, automotive systems, defense, weaponry and infrastructure.
"NESSUS is a practical tool for assessing uncertainties and predicting reliability to support decisions involving cost or safety critical problems," said Dr. Ben Thacker, manager of SwRI's Reliability and Materials Integrity Section and a developer of the software. "It is particularly useful for extremely large and complex problems and for one-of-a-kind systems, where testing is impractical or impossible."
NESSUS Version 8.2 includes a sophisticated JAVA-based graphical user interface, three-dimensional probability contouring and results visualization, capabilities for performing advanced design of experiments and sensitivity analysis, a probabilistic input database, and state-of the art interfaces to many third-party codes including ABAQUS(R), ANSYS(R), LS-DYNA(R), MSC.NASTRAN(R) and ParaDyn(R).
SwRI has won 29 R&D 100 awards since 1971. This year's awards will be presented Oct. 20, 2005, in Chicago. For further technical information about NESSUS, contact Thacker at 210-522-3896 or visit www.nessus.swri.org.
SwRI is an independent, nonprofit, applied research and development organization based in San Antonio, with more than 3,000 employees and an annual research volume of more than $399 million.
Southwest Research Institute, San Antonio Deborah Deffenbaugh, 210-522-2046 Email Contact www.swri.org | aerospace |
https://www.pressclub.world/2019/03/15/jackscrew-found-at-crash-site-confirms-ethiopian-boeing-737-max-was-set-to-dive/ | 2024-02-24T11:58:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00524.warc.gz | 0.9631 | 252 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__79362885 | en | A screw-like device found in the wreckage of the Boeing Co. 737 Max 8 has provided investigators with an early clue into what happened:
The so-called jackscrew, used to set the trim that raises and lowers the plane’s nose, indicates the jet was configured to dive, based on a preliminary review, according to a person familiar with the investigation.
The evidence helped convince U.S. regulators to ground the model, said the person, who requested anonymity to discuss the inquiry.
The jackscrew, combined with a newly obtained satellite flight track of the plane, convinced the FAA that there were similarities to the Oct. 29 crash of the same Boeing 737 Max model off the coast of Indonesia.
In the earlier accident, a safety feature on the Boeing aircraft was repeatedly trying to put the plane into a dive as a result of a malfunction.
The jet’s flight recorders are in France, where they are being analyzed at the BEA’s laboratories.
A newly obtained satellite flight track of the crashed Boeing:
“The investigation process has started in Paris,” Ethiopian Airlines said in a Twitter post on Friday.
Briefly: No one trust the U.S. | aerospace |
http://www.walshgroup.com/portfolio/commercial+building/aviation-facilities/new-air-traffic-control-tower---tracon-at-mccarran-airport.html | 2013-05-22T00:09:45 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368700958435/warc/CC-MAIN-20130516104238-00035-ip-10-60-113-184.ec2.internal.warc.gz | 0.900861 | 144 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__50351659 | en | New Air Traffic Control Tower & TRACON at McCarran Airport
Federal Aviation Administration
Las Vegas, Nevada
Contract Value :
Completion Date :
The Federal Aviation Administration awarded our firm a contract to construct the new Air Traffic Control Tower and TRACON located at McCarran International Airport. The tower is 365’ tall, constructed of cast-in-place concrete with a structural steel cab. This project also includes construction of a four-story TRACON base building, two-level parking garage, guard station, and a tuned mass damper in the control tower. Our team self-performed concrete operations for the tower portion of this project to assure quality, schedule, and budget. | aerospace |
https://www.arlingtoncardinal.com/2014/11/surprise-passenger-jet-over-christian-liberty-academy-on-google-satellite-image/ | 2021-12-07T07:57:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363337.27/warc/CC-MAIN-20211207075308-20211207105308-00477.warc.gz | 0.928652 | 733 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__22081030 | en | NEW APPROACH PATTERN OVER OLD ARLINGTON HIGH SCHOOL
Every once in awhile the satellite camera that captures terrain images for Google maps satellite views and Google Earth satellite views catches something surprising — like an aircraft flying over the terrain subject.
Here is an image of a passenger jet flying westbound over the southern area of the football field at Christian Liberty Academy — the former Arlington High School building — at 502 West Euclid Avenue in Arlington Heights. The image was captured on April 2, 2013.
— Cardinal News (@EarlyReport) November 5, 2014
The latitude-longitude is near 42°05’20.68″ N 87°59’21.61″ W in Arlington Heights. The aircraft is likely flying in a new approach pattern that is being used at O’Hare International Airport favoring the new east-west oriented runways. In this approach, aircraft fly directly over Hawthorne Street or Euclid Avenue. The aircraft descend and approach from the area of Lake Michigan and are at an altitude of about 5,000 feet to 7000 feet while flying in air space over Arlington Heights. The aircraft continue west, turn south, and then approach eastbound over Itasca, Wood Dale, Elk Grove Village and Bensenville.
Some terrain images are actually captured from the underbelly of regular aircraft. Satellites orbit over 400 miles above the earth’s surface — over 2.2 million feet. If the jet was flying at cruising altitude, the perspective would probably enlarge the aircraft considerably compared to the school size. The ground distance that is estimated by the Google Maps tool placed equal to the wingspan width is 125 feet. If the aircraft is an MD-80, the wingspan is 107 feet. That means the aircraft image would be about 16 percent larger than an actual aircraft at ground level there. If the imaged aircraft was flying at 5,000 feet, an image from another aircraft would not have been much higher than 5,000 feet — possibly about 5,800 feet. If you have any expertise on this topic or you want to speculate anyway, add your comment on Facebook here …
There is also a reverse approach when the aircraft fly eastbound over Hawthorne Street and Euclid Avenue and turn southbound and then westbound over Chicago, Harwood Heights ad Norridge to O’Hare.
Previously aircraft on approach often flew from northwest to southeast at a lower altitude of about 2,000 feet over Arlington Heights — landing on one of two runways that are oriented from northwest to southeast — 14L and 14R. The runways are due to close in the future, but residents just west of the airport and just east of the airport are not too happy about the new flight patterns, because a higher volume of aircraft now fly over their homes. Aircraft arriving and departing at O’Hare International Airport no longer rotate runways using the full 360 degrees of airspace because the northwest-southeast runways are already in limited use. The aircraft are now concentrated on the east and west sides of the airport with most of the low-flying aircraft noise affecting Harwood Heights, Norridge, southern Park Ridge, and Bensenville.
Get updates from The Cardinal ALL NEWS FEEDS on Facebook. Just ‘LIKE’ the ‘Arlington Cardinal Page (become a fan of our page). The updates cover all posts and sub-category posts from The Cardinal — Arlingtoncardinal.com. You can also limit feeds to specific categories. See all of The Cardinal Facebook fan pages at Arlingtoncardinal.com/about/facebook … | aerospace |
https://en.eastrussia.ru/news/sryv-srokov-rekonstruktsii-aeroporta-yakutsk-grozit-ostanovkoy-poletov/ | 2021-05-15T18:10:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243990551.51/warc/CC-MAIN-20210515161657-20210515191657-00208.warc.gz | 0.943079 | 412 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__68904727 | en | This text is translated into Russian by google automatic human level neural machine.
EastRussia is not responsible for any mistakes in the translated text. Sorry for the inconvinience.
Please refer to the text in Russian as a source.
Failure to reconstruct the Yakutsk airport threatens to stop flights
In Yakutia, they fear that the timing of the reconstruction of the Yakutsk airport may be disrupted, which could lead to the suspension of flights in winter. The head of the republic, Aisen Nikolaev, instructed to work out all the risks that could lead to a delay in deadlines.
According to the press service of the government of Yakutia, the reconstruction of the airport complexes in Yakutsk and Neryungri continues - these are two airports from where flights outside the region are made.
According to Aisen Nikolaev, the work in Neryungri does not raise doubts that everything will be ready on time. The reconstruction of both airports should be completed simultaneously in October 2022. On April 30, it is planned to obtain the conclusion of the design and estimate documentation at Glavgosexpertiza. By August 1, it is necessary to complete the work on the runway and by September 1 to start installing the ramp, and after certification, ensure flights in the winter.
From May 16 to October 1, 2021, flights at Yakutsk airport will be carried out on a 1,6 km section of the runway. Under such conditions, only class 3-4 aircraft and modified Boeing-737-700 will be able to fly. Direct flights to Moscow will be operated by Yakutia airlines with a technical landing in Barnaul and Alrosa in Mirny.
The availability of the airport in Neryungri is 30%. Work on the runway will begin on July 1. At this time, passengers will be able to fly through Yakutsk or Blagoveshchensk. From November 1, the airport will resume accepting aircraft from 1 to 3 classes without restrictions. | aerospace |
https://sharetv.com/shows/fireball_xl5_uk/cast | 2022-12-05T01:28:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711001.28/warc/CC-MAIN-20221205000525-20221205030525-00740.warc.gz | 0.883495 | 139 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__42071463 | en | Fireball XL5 was part of the fleet of interplanetary rockets protecting Sector 25 of the Solar System from alien invasion under the supervision of the World Space Patrol. In command of XL5 was Steve Zodiac, and his crew consisted of Venus, a doctor, Professor Matic, the science officer, and Robert the Robot, the rocket's mechanical co-pilot.
plays Commander Zero
plays Col. Steve Zodiac
plays Prof. Matt Matic / Zoonie / Lt. 90
plays Robert the Robot | aerospace |
https://malibushirts.com/blogs/iconic-brands-a-retrospective/soaring-through-time-the-fascinating-history-of-northwest-airlines | 2023-12-08T18:19:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100769.54/warc/CC-MAIN-20231208180539-20231208210539-00895.warc.gz | 0.948166 | 686 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__276535982 | en | Soaring Through Time: The Fascinating History of Northwest Airlines
In the annals of aviation history, few airlines have left as profound a mark as Northwest Airlines. With its roots tracing back to the early days of flight, this iconic carrier has played a pivotal role in shaping the aviation landscape of the United States and beyond. Join us on a journey through time as we explore the remarkable history of Northwest Airlines.
The Pioneering Spirit
Northwest Airlines, originally known as Northwest Airways, was founded in 1926 in the Twin Cities of Minnesota. The airline's modest beginnings saw it primarily serving mail routes and small passenger operations. However, it was the spirit of adventure and innovation that would soon propel Northwest to new heights.
The Golden Age of Aviation
As the aviation industry burgeoned during the early 20th century, so did Northwest Airways. In the 1930s, the airline expanded its routes, connecting cities in the Midwest and eventually reaching as far as Alaska. These were the golden years of aviation when flying was still a glamorous and exclusive affair, and Northwest was at the forefront of this exciting era.
A Crucial Role in World War II
When World War II erupted, Northwest Airlines played a crucial role in supporting the war effort. The airline contributed its expertise and resources to assist the military, transporting troops and equipment across the Pacific. This wartime contribution cemented Northwest's reputation as an indispensable part of American aviation history.
The Birth of the Orient Routes
One of Northwest Airlines' most iconic achievements was establishing air routes to the Far East. In 1947, Northwest initiated service to Tokyo, Japan, becoming the first U.S. airline to operate commercial flights across the Pacific Ocean. This was a monumental achievement that not only connected the U.S. with Asia but also paved the way for increased international air travel.
Innovation and Expansion
Northwest continued to be at the forefront of aviation innovation. In 1948, they introduced the world's first cargo service using pressurized cabins, ensuring the safe and efficient transportation of goods. In the years that followed, the airline expanded its international routes, serving destinations across Asia, Europe, and beyond.
Mergers and Transformations
The airline industry underwent significant changes in the latter half of the 20th century, leading to mergers and transformations. In 1986, Northwest merged with Republic Airlines, expanding its domestic network. The 1990s brought further changes as the airline rebranded as "Northwest," transitioning from Northwest Orient to a more modern image.
Challenges and Legacy
Like many legacy carriers, Northwest faced challenges in the new millennium, including financial struggles and labor disputes. In 2008, Northwest Airlines merged with Delta Air Lines, marking the end of an era but ensuring that Northwest's legacy would live on within one of the world's largest airlines.
Today, the name Northwest Airlines may no longer grace the skies, but its contributions to aviation history remain indelible. From pioneering transpacific flights to supporting the nation during times of war, Northwest Airlines played a vital role in the development of commercial aviation. Its legacy lives on as a testament to the pioneering spirit of those who dared to dream of taking flight and connecting the world.
As we reflect on the rich history of Northwest Airlines, we honor the men and women who worked tirelessly to make air travel accessible and safe, paving the way for the modern aviation industry we know today. | aerospace |
http://globaldefencewatch.com/china-reveals-short-range-anti-ship-ballistic-missile-designed-to-dodge-enemy-defenses/ | 2019-02-21T02:07:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247497858.46/warc/CC-MAIN-20190221010932-20190221032932-00387.warc.gz | 0.959099 | 775 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__192428339 | en | China is hardly a stranger to developing medium- and intermediate-range anti-ship ballistic missiles with maneuvering warheads to help exert authority over its broad territorial claims and deny opponents access to wide areas during potential regional conflicts. Now the Chinese have unveiled a new, short-range ballistic missile that could arm shore batteries, its future Type 055 destroyers, and make its way onto the export market as well.
The state-owned China Aerospace Science and Industry Corporation (CASIC) publicly unveiled the new missile, called the CM-401, at the biennial Zhuhai Airshow, which officially kicked off on Nov. 6, 2018, and also serves as a general arms expo. CASIC had two launch platforms on display at the event, an 8×8 truck-mounted type with two missiles inside self-contained launch canisters and what appeared to be a deck launcher for ships, also with two self-contained missiles.
There are few detailed specifics about the weapon and its launchers so far, but observers believe that the missile itself has a maximum diameter of approximately 2.8 feet. This is similar to that of the Russian Iskander-M quasi-ballistic missile. The CM-401’s general shape looks similar to Russia’s missile, but it appears to be smaller overall.
Per CASIC’s display, their new missile has a minimum range of around nine miles and a maximum range of just over 180 miles. This puts it firmly in the short-range ballistic missile (SRBM) category, which typically refers to any such weapon with a range of fewer than 620 miles. The U.S. military also uses the term “close-range ballistic missile” (CRBM) to cover weapons with a range of fewer than 186 miles.
Graphics associated with the CM-401 suggest it has a “porpoising” or “skip-glide” trajectory that involves the warhead abruptly pulling up at least once as it begins the terminal stage of its flight. This maneuver could extend the range of a ballistic weapon, but has only ever been used to give the warhead a much more irregular flight path and allow it to adjust its course.
This, in turn, makes it harder for an opponent to try and intercept the warhead. The CM-401’s terminal speed, which CASIC says is between Mach 4 and 6, would also help it break through enemy defenses to reach its target. The launch platform reportedly has the ability to fire its two missiles on different trajectories against either one or two targets at once, again increasing the difficulty for the defender to respond to the incoming threat.
This maneuvering capability is also what allows the warhead to engage large, relatively slow-moving targets, such as aircraft carriers and other major surface combatant and logistics ships. A cutaway of the mockup CM-401 missile that CASIC showed off at Zhuhai shows what appears to be a phased array radar in the nose so that the warhead can actively home in on those types of targets during its terminal phase.
CASIC says that the CM-401 has a secondary land attack function that could benefit from its defense-breaking maneuvering capability, as well. This could be particularly beneficial for ship-launched versions, giving the weapon added flexibility over existing, dedicated anti-ship and land-attack cruise missiles.
The display at Zhuhai suggested the missile could be a future part of the arsenal on board China’s Type 055 destroyers, which are already a modern and capable design that you can read about in more detail here. There is no indication about how many two-missile launchers each ship might carry or whether the vessels might employ an entirely different launch system, such as a vertical launcher. | aerospace |
https://www.disabledperson.com/jobs/31920440-aircraft-painter | 2020-11-30T17:34:08 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141216897.58/warc/CC-MAIN-20201130161537-20201130191537-00357.warc.gz | 0.915335 | 772 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__201127385 | en | Posted in General Business 30+ days ago.
S3, Inc. is a woman owned small business founded in 1991, headquartered in Huntsville, AL, that provides technical, programmatic, and logistics services to US Department of Defense, other US Government Agencies, and Partner Nation militaries, co-located with Government requirements. S3 has a wholly owned subsidiary, KBFS, that provides aviation pilot training, heavy lift, aircraft maintenance, and related aircraft services to Government and commercial requirements IAW multiple FAA certifications.
S3 Inc. is seeking an Aircraft Painter to support projects in Groton, CT.
Position Description: The Aircraft Painter performs assigned duties in support of the contract mission to provide on-condition maintenance for military aircraft, of which aircraft and aircraft component painting is one part of the mission. Reporting to the Paint Team Lead, the Aircraft Painter's performance will be evaluated in accordance with regulatory and aircraft specific technical publication work performance standards. Performs painting operations and coats surfaces of aircraft, components, and support equipment with paint, epoxy, resin or other material, using brushes, rollers, spray guns and other devices. Removes old paint from aircraft, using liquid paint remover and scraper or media blast equipment, prepares surfaces using sandpaper and steel wool, and roughens aluminum surfaces with acid solution and steel wool to ensure that paint adheres to surface. Masks and covers portions of surfaces not to be painted, and paints insignia, letters or numerals on aircraft surface, using stencils. Performs corrosion prevention, treatment, repair and protection in accordance with applicable technical publications. May read and interpret manufacturers' maintenance manuals, painting equipment service manuals, technical data, and other specifications to perform their job and uses hand tools, power tools, sanders, paint spraying equipment, media blast equipment, and respirators.
Must be able to sit, stand, squat, walk, and talk for extended periods during shift. Frequently required to stand, walk, sit, use hand-to-finger movements, handle or feel objects, tools or controls, reach with arms and hands, and, occasionally stoop, kneel, crouch or crawl.
Experience/Skills Required : Must have two or more years of experience with the following: coating surfaces with paint, lacquer, epoxy, resin or other material, using brushes, rollers, spray guns and other devices; removing old paint from surfaces to insure that paint adheres to surface, masks and covers portions of surfaces not to be painted; and, reading and interpreting manufacturer's and airline's maintenance manuals, service bulletins, technical data, engineering data, and other specifications.
Education Required: A High School Diploma or Equivalent.
Security Clearance Required: None.
Systems Studies and Simulation, Inc. provides equal employment opportunities to all employees and applicants for employment and prohibits discrimination and harassment of any type without regard to race, color, religion, age, sex, national origin, disability status, genetics, protected veteran status, sexual orientation, gender identity or expression, or any other characteristic protected by federal, state or local laws. This policy applies to all terms and conditions of employment, including recruiting, hiring, placement, promotion, termination, layoff, recall, transfer, leaves of absence, compensation and training.
If you are a qualified individual with a disability or a disabled veteran, you have the right to request a reasonable accommodation. If you are unable or limited in your ability to use or access the S 3 Inc. Careers Page as a result of your disability, you can request reasonable accommodations by calling (256) 539-1700 Ext 1127 or by sending an email to: firstname.lastname@example.org . Thank you for your interest in S 3 Inc. | aerospace |
http://www.semidsatc.org.uk/news/5f-part-of-three-nations-of-air-cadets | 2017-04-27T01:14:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121778.66/warc/CC-MAIN-20170423031201-00094-ip-10-145-167-34.ec2.internal.warc.gz | 0.858265 | 97 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__37511146 | en | 5F (Northampton) Sqn Aerospace Challenge team selected to represent UK Air Cadets within Three Nations of Air Cadets in celebration of Queens Jubilee 2012.
Australian, Canadian and UK Air Cadets at Cranfield University. July 2012
Cdt Cpl C Newton, Cdt C Smith and Cdt Cpl M Broadbent meet Australian and Canadian Air Cadets
Submitted by Dawn Upton
Adjutant 5F (Northampton) Sqn | aerospace |
http://ndcourseworkxbum.elranchitochicago.us/big-island-air-flight-58-crash-essay.html | 2018-09-23T21:29:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267159820.67/warc/CC-MAIN-20180923212605-20180923233005-00432.warc.gz | 0.896357 | 919 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__12880694 | en | 'roseanne' without roseanne 18 shows that survived big departures news 'fear the walking dead': kim dickens 'heartbroken' about finale shocker more 'better. How to travel to christmas island - australia's answer to the galapagos including where to stay, where to eat & incredible things to do on christmas island. Dr jack shephard was an american spinal hoping it would crash, returning him to the island or airways flight 316 to return to the island. Cool australian antarctic division news about scientific research, stations (bases), expeditioners, wildlife, ships, the environment and jobs in antarctica. The associated press delivers in-depth coverage on today's big story including top stories, international, politics, lifestyle, business, entertainment, and more.
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Established in 1867, howard university is a federally chartered, private, doctoral university, classified as a high research activity institution. General records of the department of the navy, 1947- , index diagram of flight lines for aerial naval operations during world war ii and korea, 1943-58. Safety poster and essay contest this action is part of a continuing effort by metra to identify ways to reduce rock island district no alerts southwest. Search the world's information, including webpages, images, videos and more google has many special features to help you find exactly what you're looking for. The sikorsky h-34 (company designation s-58) early-vietnam war time-life photo essay one ride with display at the air force flight test center.Supersonic flight will it ever rise out got a problem with big join the guardian’s video games editor keza macdonald and correspondent keith stuart. Maps of possible northern and southern routes flown by malaysian airlines flight 370 as blaines independent investigation this could be from an air. Turnitin creates tools for k-12 and higher education that improve writing and prevent plagiarism turnitin’s formative feedback and originality checking services. You may also sort these by color rating or essay length title length big island air flight 58 crash - on the 25th of september 1999,. Alaska iii (cb-1) download retaliated with air strikes of their own task force 58's radars provided little fires on the island rejoining tg 584 at the. Go air flight 8-101 kolkata - port blair bird strike klm flight 656 minneapolis - amsterdam hydraulic failure 6/6/2018 qantas flight 23 sydney - bangkok. Chesley “sully” sullenberger, the pilot who landed us airways flight 1549 in the hudson river last january, was justly celebrated for his skill and courage less. Boeing is finding ways to help mechanics work more safely with strength air force one autonomous systems major move for us return to human space flight.
Xbox big fun deals – e3 week shop love island star backtracks on night with news today on msn entertainment sport tech & science money lifestyle wellbeing. Two new steam explosions rocked the summit of the kilauea volcano on hawaii's big island monday 35-year-old mystery of air force died in a crash on. The civil air patrol amelia earhart amelia earhart: the final flight was a memoir of her flying experiences and an essay on women in aviation last flight.
Big hero 6 is a 2014 american baymax locates the masked man on a quarantined akuma island off manga • big hero 6 big golden book • big hero 6. Air force officer who vanished in 1983 found using trash trucker in brooklyn crash that wrecked nine cars freed on prized jersey ripped to shreds after flight. A new book offers a detailed account of how passengers ended a 9/11 flight before it crashed into the capitol 58, a hijacker asks, is there flight 93, now. | aerospace |
https://www.routeyou.com/en-gb/location/view/48027386/1920-golders-green-handley-page-o-400-crash | 2017-04-29T21:17:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123590.89/warc/CC-MAIN-20170423031203-00283-ip-10-145-167-34.ec2.internal.warc.gz | 0.968521 | 130 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__28362611 | en | Places of Interest nearby
Location address: United Kingdom, Barnet
Number of texts: 1
The 1920 Handley Page O/400 crash occurred on 14 December 1920 when a Handley Page Transport Handley Page O/400 on a scheduled passenger flight from London to Paris with two crew and six passengers crashed at Golders Green in North London after take-off from Cricklewood Aerodrome. The crew of 2 and two passengers were killed in the first fatal accident for the airline since the service had started in December 1919. It was reported as the first recorded airliner crash in history, but a larger airliner had crashed the previous year. | aerospace |
https://www.dassaultfalconservice.com/en/news/page?tx_news_pi1%5BcurrentPage%5D=7&cHash=bc908eb28513a92260e23fe14d2c0ca8 | 2023-09-21T13:08:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506027.39/warc/CC-MAIN-20230921105806-20230921135806-00584.warc.gz | 0.881936 | 253 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__2028656 | en | You are here:
This year, the 17th edition of the EBACE Air Show will take place in Geneva from 22 to 24 May 2017. This major event for business aviation is an…
Japan Airlines (JAL) and Dassault Falcon Service (DFS) have agreed to launch a private jet service that will provide airline passengers flying from…
Europe Altitudes magazine dedicates an article to Dassault Falcon Service in its February/March edition. Maintenance, troubleshooting, cabin and…
Starting 2017, Dassault Falcon Service FBO has been ranked n°1 in Le Bourget and n°3 in Europe, Middle-East and Africa, according to the European…
Since 1967, our exceptional location at Le Bourget Airport has been one of our major advantages. As a member of the network Air Elite, and ranked #1…
Dassault Falcon Service entire staff wishes you all the best for 2017, and a great success with all your projects.
In 2017, Dassault Falcon Service… | aerospace |
https://formnext.mesago.com/frankfurt/en/themes-events/fonmag/fonmag_articles/articles/black-box.html | 2023-11-30T04:45:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100164.87/warc/CC-MAIN-20231130031610-20231130061610-00542.warc.gz | 0.958541 | 3,304 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__135844443 | en | by Thomas Masuch — 5 February 2021
When it comes to building rockets and satellites, Additive Manufacturing has become indispensable. No other field enables industrial 3D Printing to leverage its strengths in weight reduction and complex designs like the space industry does. That’s why it’s no wonder that both young and more established companies are relying more and more on AM. Indeed, the space sector has become a key market for additive service providers, machine manufacturers, and firms that offer material and software. Gaining a foothold isn’t easy, though: This is an industry shaped to a certain extent by national interests, political circumstances, and closely guarded technological secrets. We thought that was reason enough to take a closer look at an exciting and booming field that nevertheless remains somewhat inscrutable. The first article of this two-part series is about Additive Manufacturing in rocket construction.
Among the industry’s users of AM, Relativity Space has chosen the most resolute path: The young, Los Angeles-based company wants to build entire rockets using not much more than Stargate, a 3D printer of its own design. In its 35-meter-long Terran 1, it claims to be »building the world’s first 3D-printed rocket – from raw material to flight in 60 days«. This has enabled Relativity Space, which was founded in 2015 by Tim Ellis and Jordan Noone and now employs 230 people, to take in around €550 million over several rounds of financing. The company’s value is now estimated at just under €2 billion, making it second only to SpaceX (approx. €37 billion) in the private aerospace sector. Stargate, a wire-arc 3D printer that takes its name from the 1994 science fiction film, comprises machines that manufacture other machines. According to Relativity, it’s the largest metal printer in the world. It has already been used to 3D-print a fuel tank measuring around 3.7 by 2.1 meters. Terran 1, meanwhile, is scheduled to launch for the first time in late 2021 and will eventually carry payloads of up to 1.25 tons into orbit.
"The value of saving time in production is going to be one of the main factors pushing companies to choose 3D Printing."
Technology, however, isn’t the only area where start-ups like Astra, Firefly Aerospace, Rocket Lab, Virgin Orbit, and others are ushering in a new age of what Relativity calls "software- driven manufacturing". These newcomers want to use the millions at their disposal to break free from well-worn ways of thinking, as well. At Relativity Space, this effort includes monthly "lunch-and-learn" meetings that have featured guest speakers like Rick Sternbach, who designed a Klingon battlecruiser for the Star Trek franchise; and Adam Mojo Lebowitz, visual effects supervisor for Battlestar Galactica.
That said, the industry’s established rocket builders and suppliers have also gained new capabilities in 3D Printing – usually by creating an in-house AM center and entering into various technology partnerships. The main things being 3D-printed at the moment are individual components, especially those connected to the propulsion system and the combustion chamber. This is where industry experts say the greatest potential savings lie. It’s also possible to significantly reduce production time and the number of components used. "If a company wants to remain competitive, AM is a must for producing propulsions," says Terry Wohlers, an expert in AM and president of Wohlers Associates. "The benefits of using AM for propulsion outweigh the costs. This is why we’re seeing organizations such as Aerojet Rocketdyne, Airbus, Boeing, NASA, Raytheon, Safran, and SpaceX adopt AM." In addition to cost savings, 3D Printing offers another key benefit according to industry experts. "The value of saving time in production is going to be one of the main factors pushing companies to choose 3D Printing," says Eliana Fu, who worked as a senior engineer for Relativity Space for several years before joining Trumpf North America at the end of 2020.
"COMPANIES DON’T SHARE THESE DETAILS"
SpaceX has played a leading role in incorporating 3D Printing into rocket construction for years. Back in January 2014, one of the U.S. company’s Falcon 9 rockets lifted off with a 3D-printed oxidizer valve in one of its nine Merlin 1D engines. It now builds eight 3D-printed SuperDraco engines into its Dragon 2 spacecraft. According to SpaceX founder Elon Musk, the first SuperDracos were manufactured using Inconel and a 3D printer from EOS.
Not every firm in the industry is this forthcoming, however. Social media may be full of "successful" tests involving 3D-printed engines or other rocket components, but the number of 3D-printed parts that actually find their way into rockets (and how exactly they were made) is often anyone’s guess. "It’s difficult to know exact numbers because most companies aren’t publishing or sharing these details," Wohlers explains. Just how tight-lipped the space industry can be became apparent in our research for this article, as well: Many of the inquiries we sent to rocket manufacturers and consulting firms elicited no response at all. In other cases, the right contacts were said to be unavailable due to COVID-19, or our questions related to areas that were subject to confidentiality. This was our experience in every relevant region, by the way – China, Europe, and the United States.
SpaceX, on the other hand, is a welcome exception in terms of how transparent it is about its activities. For example, you can calculate the cost of transporting your freight of choice and reserve space for it on an upcoming flight right there on the company’s website. Launching an 830-kilogram satellite into low Earth orbit (LEO), for instance, will currently run you U.S.$4.63 million (which includes an adapter, a U.S.$430,000 separation system, fueling at the launchpad, and insurance¹). That corresponds to around U.S.$5,500 per kilo. Adjusted for inflation, SpaceX has thus reduced the cost of transporting freight into orbit by a factor of 10 in just 15 years. On a NASA space shuttle, it actually used to cost the equivalent of 30 times the current price to launch a kilogram of material into LEO.
A CHALLENGING AND DYNAMIC SECTOR
These lower transport costs are part of the reason why the space industry continues to grow increasingly dynamic. This is already evident in the number of rockets launched into orbit each year, which rose to 114 in 2020 (see graphic). Assuming the projects currently under development really do take off, this upward trajectory is likely to continue in the future. The ongoing decline in transport costs, the trends toward smaller rockets and satellites, and space tourism will also add to the sector’s momentum.
Before that happens, however, several technological hurdles remain. The notion that not everything that passes its tests actually gets put into use is something Carl Fruth knows only too well. At Formnext 2019, he and FIT AG introduced the throngs of international experts in attendance to a 3D-printed fluid manifold for the Vulcain 2 engine, which is part of the new Ariane 6 rocket. Made of Inconel using wire-arc additive manufacturing (WAAM), this component was to increase the engine’s performance while reducing the production costs involved. To fulfill the space industry’s strict safety requirements, FIT AG – one of the world’s largest AM service providers – had worked with ArianeGroup on developing a suitable system for quality assurance. "After all, when you have a new technology, you also need to adjust your testing methods," Fruth explained in a conversation with FON Mag. In the case of the fluid manifold, for example, five times the usual amount of material was applied by means of WAAM and then milled off the side of the manifold in order to have surfaces appropriate for ultrasonic inspection. Among other things, the elaborate testing process also eventually resulted in much higher component costs – around eight times higher than those accrued in additive production, in fact. "In that case, it turned out that AM wasn’t that much cheaper on the whole. Plus, there was still the general risk associated with implementing a new technology, " Fruth recalls. "Ultimately, Ariane decided not to go the AM route."
"HIGHLY COMPLEX SUBJECTS"
This example also demonstrates how lengthy and resource-intensive the process of developing improved components is in the space industry. "These are highly complex subjects where you can’t come up with solutions in just a few months," Fruth explains. "As a service provider, you have to reconfigure your production, which then also needs to be certified for the customer in question. That’s when you really find out what you’re made of." Establishing a partnership is another thing Fruth describes more in terms of years rather than months. "In the first two years, you get to know each other and show what you’re capable of in smaller projects," he says. "It’s usually three or four years before you start taking on real, more lucrative orders." The considerable amount of time required for aerospace developments is also apparent in the case of the SuperDraco engines made by SpaceX – the industry’s indisputed alpha, and not one that’s known to dawdle. Although the development of these innovative engines was completed in 2012, they wouldn’t embark on their first "real" mission until after a seven-year test phase.
Like other renowned rocket builders, SpaceX has its own in-house AM division. "Most companies in the space industry are using commercially available systems, although the software tools, DfAM, and materials can differ from one company to the next," Wohlers reveals. "What especially sets apart one company from the next is their experience and willingness to adopt entirely new ways of thinking about design and manufacturing."
This is where the strengths of external suppliers like FIT AG come into play. At its headquarters in Lupburg, Germany, this company has a wide array of different AM technologies at its disposal, including numerous methods of measurement. Meanwhile, Carl Fruth doesn’t see his firm as an AM service provider alone. "We produce certified components, but AM is just one part of our highly complex process," he points out. "That means we don’t compete so much with other AM service providers as we do with the established supply structures."
AM EXPECTED TO PUT EUROPE’S SPACE INDUSTRY BACK ON TRACK
Meanwhile, the space sector in Europe has been suffering a great deal from the fallout of COVID-19. While SpaceX launched at least one Falcon 9 into orbit every month in 2020, the maiden flight of the newly developed Ariane 6 has been delayed from the end of 2020 to late 2021 / early 2022. The effects the coronavirus has had on the region surrounding the Guiana Space Centre were cited as the official reason. The two failures that smaller Vega rockets have experienced in their last three launches in Kourou have not exactly improved the situation, either. After leading its industry for years, Europe’s Arianespace SA (which sold payload space on the two rockets in question) is now under a great deal of pressure not to fall well behind SpaceX and competitors from China and Russia.
In addition to FIT AG’s fluid manifold, ArianeGroup has initiated numerous other AM developments for Ariane 6 and future generations of its rockets – including an injection nozzle that was designed in cooperation with EOS. The group has some ambitious goals: Its upcoming Prometheus engine, for example, is expected to cost just €1 million thanks in part to 3D Printing, which would be 90 percent less expensive than the Vulcain 2 that propels the Ariane 5. To ensure that Prometheus sees use as planned in a reusable descendent of the Ariane 6 in around 10 years, the Council of Ministers of the European Space Agency (ESA) approved a project budget of €82 million at its meeting in the summer of 2020. The next generations of the Vega rocket are also to take to orbit with a 3D-printed thrust chamber assembly from the M10 engine starting in 2025.
Additive Manufacturing still has a long road ahead of it in the European space industry. On the other hand, 3D-printed cardan crosses have already been used in the Ariane 5 for some time. This component measures just three centimeters on each side and won’t make the difference in competition with SpaceX, but ArianeGroup is "about to implement more individual parts" according to a statement from Steffen Beyer, who was speaking as the group’s head of production technology (materials and processes) at an international conference of experts in the summer of 2019. Along with laser melting, Beyer cited direct energy deposition (DED), laser metal deposition (LMD) and cold spraying as manufacturing technologies of interest in the space sector. He also pointed out a number of challenges that still need to be overcome, however, including with regard to the purity of powder and its removal from cavities.
The problems Ariane and Vega have been contending with have taken a toll on European suppliers, as well. "For the foreseeable future, the unfortunate reality is that those of us in the European launch vehicle industry can only make extended plans based on the four or five launches organized by the institutional market each year," stated Hans Steininger in the summer of 2020 regarding the delayed debut of Ariane 6 and the reduced production volume it entailed. Steininger is the chairman of the board at MT Aerospace AG, one of the largest German suppliers to the aerospace industry. FIT AG’s Carl Fruth, meanwhile, sees a further drawback in the sector’s dependency on ESA programs. "There’s no real competition, which means there’s no impetus to make more of an effort to implement new technologies," he points out.
BUSINESS BOOMING IN THE U.S. AND CHINA
While those in the European space industry were fearing the loss of jobs and years of expertise due to the Ariane postponement in late 2020, both up-and-coming and more established companies elsewhere were stepping on the gas – especially in the U.S. and China.
Founded in Beijing by the 21-year-old Hu Zhenyi in 2014, Link Space has been attracting attention with its New Line 1, a reusable twostage rocket 24 meters in length. The country’s aerospace industry achieved another milestone in July 2020, when Beijing Star-Glory Space Technology Co. Ltd. became the first private company to reach orbit and release its "Double Curve One Remote Launch Vehicle" (also known as SQX-1 Y1). Following a round of financing that brought in a total of ¥1.193 billion (around €150 million) in August 2020, the company hopes to advance its development of a reusable engine and its Twin Curve series of rockets.
Overall, China has long since joined the ranks of the established spacefaring nations: In 2020, it surpassed Russia and nearly pulled even with the United States in completing approximately 39 launches (see graphic). Since the Middle Kingdom began allowing private firms to participate in 2014, its domestic space sector has been booming. The number of companies involved has risen from 30 in 2018 to more than a hundred. "3D printing technology has become the backbone of rocket manufacturing in the process," reports Kitty Wang, who has been keeping a close eye on China’s AM industry for years through her platform, 3D Science Valley.
- Aviation and aerospace | aerospace |
https://www.lulu.com/shop/farrukh-khan/incident-reporting-system-in-the-airline-business/ebook/product-1yz2mqk6.html | 2022-06-25T20:14:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103036099.6/warc/CC-MAIN-20220625190306-20220625220306-00210.warc.gz | 0.919694 | 229 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__198165966 | en | Incident Reporting System in the Airline Business
Aviation safety is important for airlines because accidents can be expensive and can cause major operational upsets as well as raising questions about the image of an airline in the minds of the passengers, who generate an income for the airline. Hence, there is a need for an incident reporting system that will log safety related reports and issues which can be analysed in order to generate information which will be of use in preventing accidents or safety threats in airline operations. Because safety in airline operations is important, therefore such a system must have the support of the highest levels of management. Most airlines do have a safety related incident logging system and in the United States of America, the Federal Aviation Authority or the FAA also maintains such a system. This brief essay takes a look at the architectures and analysis techniques for airline safety incident logging systems.
- Publication Date
- Oct 2, 2011
- Business & Economics
- All Rights Reserved - Standard Copyright License
- By (author): Farrukh Khan | aerospace |
https://traveltradedaily.com/europe-air/item/6022-cyprus-airways-launched-flight-from-larnaka-to-bratislava | 2020-03-30T23:27:12 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370497309.31/warc/CC-MAIN-20200330212722-20200331002722-00259.warc.gz | 0.952411 | 115 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__52397407 | en | The flight departed from Larnaca at 06:00 in the morning and landed in Bratislava at 08:00.
Bratislava Airport welcomed Cyprus Airways aircraft with the ceremonial water cannon salute and traditional ribbon cutting. Passengers were welcomed at the gate with gifts and cake.
Cyprus Airways will connect Larnaca with Bratislava twice a week, every Saturday and Tuesday. In addition to Bratislava, the company has launched flights to Kosice in Slovakia, on June 11. The flight to Kosice will operate every Tuesday. | aerospace |
http://www.corvetteactioncenter.com/forums/military-members/89263-spanishvetts-others-familiar-col-boyd.html | 2013-12-05T15:31:26 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163046759/warc/CC-MAIN-20131204131726-00082-ip-10-33-133-15.ec2.internal.warc.gz | 0.980569 | 643 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__122341401 | en | Aug. 14, 2006
Boyd to receive national defense honor posthumously
U.S. AIR FORCE ACADEMY, Colo. - Officials at the United States Air Force Academy will present the 2004 Thomas D. White National Defense Award posthumously to Col. John R. Boyd during an awards ceremony here August 16 at noon.
Accepting the award on behalf of Col. Boyd will be his son, John, and daughter, Mary Ellen Boyd.
A legendary fighter pilot, Col. Boyd was known as "Forty-Second Boyd" because of his offer to pay $20 to any opponent who could evade him for more than 40 seconds in air-to-air maneuvers; none ever did.
In 1962, after receiving a B.S. in Industrial Engineering from Georgia Tech University, he moved to Eglin Air Force Base as an engineer where he developed his concept of Energy Maneuverability (E-M). In 1965, he was awarded the Air Force Systems Command Scientific Achievement Award for work on Energy Maneuverability. Boyd transformed the way military aircraft, in particular the F-15 and F-16, deemed by many to be the most successful fighter aircraft ever built, were designed through application of his innovative E-M theory.
Following an often turbulent military career, Boyd served as an unpaid Pentagon consultant where he worked on a new and radical theory of conflict that, at the time, was mostly ignored but now is acclaimed as the most influential thinking about conflict since Sun-Tzu. His "OODA Loop" theory described the process by which an individual or organization reacts to an event. In a briefing entitled "Patterns of Conflict," delivered over the years to hundreds of military and civilian officials, he broke decision-making into a continuous four-step cycle - observe, orient, decide, act - and demonstrated how the successful commander wins by "getting inside the loop' to disrupt and ultimately paralyze his opponent. The OODA Loop is now used in business and industry as a standard description of decision-making cycles.
A man of strong principles, John Boyd spent his life in selfless service to his country. He was not only a fearless fighter pilot with a laser sharp mind, but a man of rare moral courage. The mission of providing America with the best airplane came first, followed closely by his love for the troops and concern for their welfare. He is remembered by all he touched over the last half century as not only the original Top Gun, but a man who always had the courage to stand tall and tell it like it is.
Established March 1, 1962, by the Academy, the Thomas D. White Award is presented annually to a U.S. citizen who has contributed significantly to the national defense of the United States. The Award is named in honor of General White, who retired June 30, 1961, after 41 years of distinguished military service. He was the Air Force Chief of Staff during the formative years of the Academy, including its establishment at its present site, and during its development as a national institution.
Due to an administrative delay, the 2004 award is being presented at this time. | aerospace |
http://www.hayabusa2.jaxa.jp/en/news/archives/ | 2019-05-27T05:14:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232261326.78/warc/CC-MAIN-20190527045622-20190527071622-00167.warc.gz | 0.940074 | 1,273 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__133738224 | en | Imaging Ryugu from an altitude of 6km
From the Home Position (20km altitude), Hayabusa2 descended to perform observations at a lower height above the asteroid surface (BOX-C operations). Numerous boulders can be seen in the image captured at an altitude of 6km.
Initial version of the shape model for Ryugu
The shape of Ryugu has been estimated, and here is the result for the initial shape model for the asteroid.
The view of Ryugu from the home position
ONC-T images of Ryugu taken from the home position of Hayabusa2 at a distance of 20 km from the asteroid.
This is Ryugu -- a global image in 3D
We are sorry for the wait! Here is the global view of asteroid Ryugu in 3D.
Stereo image of asteroid Ryugu by Dr Brian May
Brian May, astrophysicist and lead guitarist of the British rock band, Queen, has created a stereoscopic image of Ryugu to view the asteroid in three dimensions.
Arrival at Ryugu!
On June 27, 2018 at 09:35 JST, Hayabusa2 finally arrived at its destination for exploration; asteroid Ryugu.
'Ryugu' by 3 + 34 people
Professional creators and Project Members take a guess about what Ryugu might look like.
From a distance of about 700km, Ryugu's rotation was observed.
Ryugu has been photographed at a distance of 700km in a series of images that show the asteroid rotating.
Ryugu seen from a distance of 920km
Ryugu has now been photographed from a distance of about 920km. The shape of the asteroid gradually appearing.
Ryugu seen from a distance of 1500km
Ryugu has been photographed from a distance of about 1500km. The shape still cannot be seen but the asteroid is very bright.
LIDAR turned on for the first time in two years
The laser altimeter (LIDAR) onboard Hayabusa2 has been turned on for the first time in two years and is functioning well.
Ryugu seen from a distance of 2600km
Optical navigation has begun, using the Optical Navigation Camera. An image of Ryugu taken with the Optical Navigation Camera has been released. (June 07, 2018)
Completion of forward cruise ion engine operation
Ion engine operation to the asteroid is now over. From now on, we enter the final approach phase to asteroid Ryugu. (June 04, 2018)
Hayabusa2's Star Tracker has successfully imaged Ryugu!
The Star Tracker onboard Hayabusa2 has successfully imaged asteroid Ryugu. This data will be used during optical navigation. (May 15, 2018)
"Hayabusa2 NOW" is open!
Communication with Hayabusa2 is via radio waves that are transmitted and received by large antenna at ground stations on Earth. Our website “Haya2NOW” shows these communications in real time. (May 15, 2018)
Hayabusa2 has detected Ryugu!
Hayabusa2 has detected Ryugu! On February 26, 2018, asteroid Ryugu was imaged by the ONC-T (Optical Navigation Camera - Telescopic).
What will asteroid Ryugu look like? We are looking for host organisations for a space art contest!
Between June and July 2018, the spacecraft will reach asteroid Ryugu. We invite science museums, planetariums, public observatories and other centres with space-related activities to become contest "nodes" and help us gather the most imaginative artwork from around the world.
Asteroid Ryugu was observed by VLT successfully
Asteroid Ryugu was observed by the 8.2m telescope of the Very Large Telescope (VLT) of the European Southern Observatory (ESO, Chile) during the night between 11 and 12 July, 2016, and the lightcurve and spectral data were obtained.
Talk Live VOL.3 Report : Spaceguard -- related event to Asteroid Day
The importance of Hayabusa and Hayabusa2 from the point of spaceguard
Earth & Moon Observations with the Near-Infrared Spectrometer (NIRS3)
NIRS3 observed the Earth and the Moon and successfully differentiated between the existence and non-existence of water.
The Optical Link Experiment with the Laser Altimeter (LIDAR)
Hayabusa2 successfully recieved the laser light link at a distance of 6,700,000 km from the Earth.
Photographing the Earth just before Hayabusa2's swing-by : Complete version
This is a complete version of the image that we showed on December 3.
The Earth’s southern hemisphere taken by TIR (Thermal Infrared Imager) on Hayabsua2
On December 4, 2015, the Earth’s southern hemisphere was imaged by TIR (Thermal Infrared Imager) on Hayabusa2, just as the spacecraft left the Earth upon completing its swing-by.
Antarctica and surroundings imaged by HAYABUSA2
Photograph of Antarctica and the surrounding region taken by Hayabusa2 after the Earth swing-by.
Photographing the Earth just before Hayabusa2's swing-by
As the spacecraft approached the Earth on December 3, 2015, Hayabusa2's onboard Wide angle Optical Navigation Camera (ONC-W2) snapped a few photographs of our planet.
The orbit for Hayabusa2's Earth swing-by has been decided!
Hayabusa2 is set to swing-by the Earth on December 3rd, 2015. Two orbital correction manoeuvres (denoted TCM1 and TCM2) were performed back in November and the precise orbit for the swing-by was fixed.
The Earth and Moon taken by TIR (Thermal Infrared Imager) on Hayabsua2 (II)
On November 26, 2015, the image of the Moon circling the Earth was taken with the TIR (Thermal Infrared Imager) onboard the Hayabsua2 spacecraft as it approached the Earth. | aerospace |
https://www.uav.org/faa-takes-steps-to-process-authorizations-more-quickly/ | 2024-04-24T13:14:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819273.90/warc/CC-MAIN-20240424112049-20240424142049-00074.warc.gz | 0.941678 | 551 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__160550585 | en | The FAA is taking steps to enhance the processing of airspace authorization requests, by releasing the primary set of UAS facility maps on the finish of the month. “The maps will depict areas and altitudes near airports where UAS may operate safely,” says the company. “They will help drone operators improve the quality of their Part 107 airspace authorization requests and will help the FAA process these requests more quickly.”
“Users will be able to download the data in several formats, view the site on mobile devices and customize their views.”
The facility maps ought to assist business drone pilots to enhance the standard of their functions, permitting them to “tailor their requests to align with locations and altitudes that the maps indicate are likely to be approved for small UAS operations,” says the FAA.
Drone operators have complained that the time it takes to course of airspace authorization requests is extreme, inflicting them to lose jobs to operators keen to work with out permission and insurance coverage. The company has responded to complaints in regards to the authorization course of by saying that almost all of functions that they obtain are incomplete or crammed out incorrectly. In an article printed final October, the FAA mentioned that “the agency has found that many applications have incorrect or incomplete information. Many applicants request too many waivers or request waivers for flights in types of airspace for which the FAA is not yet granting approvals. ”
Operators can apply for waivers or airspace authorizations via the automated portal right here.
The new facility maps, accessible April 27 at http://www.faa.gov/uas, might be utilized by air visitors personnel to course of requests, however the FAA cautions that altitudes that exceed what are depicted on the maps “require additional safety analysis and coordination to determine if an application can be approved.”
The maps are step one that the FAA is taking to streamline the airspace authorization course of. They might be launched in phases, with the April 27 launch containing about 200 maps. The company plans to launch extra maps over the subsequent yr. “Updates to the maps database will coincide with the agency’s existing 56-day aeronautical chart production schedule,” says the company. “If a map is not yet available, it can be expected in future releases.”
The launch of the maps is a welcome signal that the FAA is constant to make efforts to collaborate with the drone business and work in the direction of enhancing administrative programs. Operators with additional questions in regards to the maps or the authorization course of ought to contact the UAS Integration Office: [email protected] or 844-FLY-MY-UA. | aerospace |
https://www.murphs-models.com/copy-of-learjet-25-1 | 2023-09-23T08:29:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506480.35/warc/CC-MAIN-20230923062631-20230923092631-00608.warc.gz | 0.976641 | 165 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__10057573 | en | de Havilland DH.61 Giant Moth
The de Havilland DH.61 Giant Moth was a 1920s British large single-engined biplane transport built by de Havilland at Stag Lane Aerodrome, Edgware. Intended primarily for use in Australia, a number were also shipped to Canada
Following the success of the de Havilland DH.50J in Australia, the company was asked to design a larger replacement using a Bristol Jupiter engine. The cabin had room for six to eight passengers with the pilot in an open cockpit behind the wings. The aircraft took only 10 weeks to design and the prototype first flew in December 1927. A total of 10 aircraft were built, including one in Canada built from components, with the rest coming from the Stag Lane production line. | aerospace |
https://roans-art.com/products/airplane/helikopther-apache | 2024-03-05T06:47:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948223038.94/warc/CC-MAIN-20240305060427-20240305090427-00747.warc.gz | 0.934984 | 110 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__9957650 | en | Your cart is empty
The Apache helicopter is a revolutionary development in the history of war. It is essentially a flying tank -- a helicopter designed to survive heavy attack and inflict massive damage. It can zero in on specific targets, day or night, even in terrible weather. As you might expect, it is a terrifying machine to ground forces.Amazing flight systems, weapons systems, sensor systems and armor systems. Individually, these components are remarkable pieces of technology. Combined together, they make up an unbelievable fighting machine -- the most lethal helicopter ever created. | aerospace |
http://apolloexplorer.co.uk/photo/html/as11/10075345.htm | 2018-06-20T11:32:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863518.39/warc/CC-MAIN-20180620104904-20180620124904-00404.warc.gz | 0.869753 | 98 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__156818736 | en | Apollo 11 stereo view showing lump of surface powder with colored material
An Apollo 11 stereo view showing a close-up of a small lump of lunar surface powder about a half inch across, with various small pieces of different color. Many small, shiny spherical particles can be seen. The picture is three inches across. The exposure was made by the Apollo 11 35mm stereo close-up camera.
|Cafe Press Apollo Explorer Store||Apollo Explorer Bookstore||Make a donation| | aerospace |
https://www.glavkosmos.com/en/russia-to-make-spacesuits-for-indian-cosmonauts/ | 2024-02-28T19:40:18 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474744.31/warc/CC-MAIN-20240228175828-20240228205828-00784.warc.gz | 0.951442 | 385 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__139295665 | en | Russia to make spacesuits for Indian cosmonauts
MOSCOW, September 7. – Research, Development & Production Enterprise Zvezda under the contract of Glavkosmos with the Human Spaceflight Centre of the Indian Space Research Organisation (ISRO) has started manufacturing personal flight equipment for the Indian cosmonauts undergoing training in Russia.
"On September 3, Indian cosmonauts who have been training for a spaceflight in Russia under the contract of Glavkosmos, visited Zvezda, where their anthropometric parameters were measured for the subsequent production of spacesuits. The contract also provides for the production of individual seats and custom-made couch liners," said CEO of Glavkosmos Dmitry Loskutov.
The contract for the production and delivery of individual equipment kits for Indian cosmonauts was signed by Glavkosmos and the Human Spaceflight Centre of ISRO on March 11, 2020. Indian cosmonauts have been training in Russia since February 10, 2020.
Glavkosmos, JSC is a subsidiary of the State Space Corporation Roscosmos. The main task of the company is to promote the achievements of the Russian rocket and space industry to world markets and manage complex international projects. During its thirty-five year history, the company has successfully fulfilled over 120 international contracts, including the launch of more than 140 spacecraft as a secondary payload.
ROSCOSMOS is a State Corporation established in August 2015 to carry out a comprehensive reform of the Russian rocket and space industry. ROSCOSMOS ensures the implementation of the state policy in space activities and its normative and legal regulations, as well as places orders for the design, production and supply of space equipment and space infrastructure. Its functions also include the development of international space cooperation, as well as the establishing of environment for application of space domain achievements for the social and economic development in Russia. | aerospace |
https://www.gigischicboutique.com/group/mysite-231-group/discussion/2b0e2adc-29b8-4f7f-8ed8-d44f8c1a6261 | 2023-12-03T08:13:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00863.warc.gz | 0.906531 | 2,127 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__241395817 | en | Spaceflight Simulator: The Best Sandbox Game for Space Enthusiasts
A space flight simulation is a genre of flight simulator video games that lets players experience space flight to varying degrees of realism. Common mechanics include space exploration, space trade and space combat.
Some games in the genre aim to recreate a realistic portrayal of space flight, involving the calculation of orbits within a more complete physics simulation than pseudo space flight simulators. Others focus on gameplay rather than simulating space flight in all its facets. The realism of the latter games is limited to what the game designer deems to be appropriate for the gameplay, instead of focusing on the realism of moving the spacecraft in space. Some "flight models" use a physics system based on Newtonian physics, but these are usually limited to maneuvering the craft in its direct environment, and do not take into consideration the orbital calculations that would make such a game a simulator. Many of the pseudo simulators feature faster than light travel.
Examples of true simulators which aim at piloting a space craft in a manner that conforms with the laws of nature include Orbiter, Kerbal Space Program and Microsoft Space Simulator. Examples of more fantastical video games that bend the rules of physics in favor of streamlining and entertainment, include Wing Commander, Star Wars: X-Wing and Freelancer.
Space flight games and simulators, at one time popular, had for much of the new millennium been considered a "dead" genre. However, open-source and enthusiast communities managed to produce some working, modern titles (e.g. Orbiter Spaceflight Simulator); and 2011's commercially released Kerbal Space Program was notably well-received, even by the aerospace community. Some more recent games, most notably Elite: Dangerous, have brought new attention to the space trading and combat game subgenre.
Realistic space simulators seek to represent a vessel's behaviour under the influence of the laws of physics.As such, the player normally concentrates on following checklists or planning tasks. Piloting is generally limited to dockings, landings or orbital maneuvers. The reward for the player is on mastering real or realistic spacecraft, celestial mechanics and astronautics.
FlightGear is used professionally in aerospace engineering and research, with a flight dynamics engine (JSBSim) that is used in a 2015 NASA benchmark to judge new simulation code to the standards of the space industry. FlightGear simulates orbital and atmospheric flight, but as of 2021 does not cover flight between planets (although its flight dynamics engine supports Mars and has been used to model the NASA ARES glider). The simulation has been continually developed into modern times, as FlightGear is free and open-source - the project receives development from people with scientific and engineering backgrounds, and is open to contributions from any source. FlightGear can accurately handle speeds from subsonic, transonic, through to high hypersonic or re-entry regimes with a flight dynamics engine that can incorporate windtunnel data or computational fluid dynamics, and uses a 3d model of gravity used for spaceflight based on spherical harmonics which can simulate the twisting force caused by gravity varying over a craft. It has an accurate celestial simulation that also feeds star tracker instruments for navigation. FlightGear has the ability to accelerate time supported by the fact that the physics simulation runs on a separate clock than the visuals - this is very important to simulate long space missions. Being modern, FlightGear has realistic graphics and an orbital renderer that can handle calculations of light scattering and auroral emission with huge distances involved. Of particular note is FlightGear's Space Shuttle project, whose simulation is backed by NASA windtunnel data and is the most detailed and accurate simulation outside of NASA's internal ones.
Kerbal Space Program can be considered a space simulator, even though it portrays an imaginary universe with tweaked physics, masses and distances to enhance gameplay. Nevertheless, the physics and rocket design principles are much more realistic than in the space combat or trading subgenres. Mods for the game such as Real Solar System, Realism Overhaul and Kerbalism can be installed to add more realism to the game by replacing the standard in-game solar system with a 1:1 replica of the real Solar System as well as adding more realistic rocket engines, radiation, life support and other elements to make the game more realistic.
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The game/program SpaceEngine includes a realistic space flight simulator within its full scale representation of the universe (including both real and procedurally generated astronomical objects), utilizing realistic orbital mechanics and an atmospheric model for certain flyable shuttles. It also includes interstellar travel using the hypothetical Alcubierre drive, but this is implemented in a realistic method to compliment the more realistic elements of the game.
The general formula for the space trading and combat game, which has changed little since its genesis, is for the player to begin in a relatively small, outdated ship with little money or status and for the player to gain in status and power through trading, exploration, combat or a mix of different methods. The ship the player controls is generally larger than that in pure space combat simulator. Notable examples of the genre include Elite, the X series, Wing Commander: Privateer, Freelancer, and No Man's Sky.
Most modern space flight games on the personal computer allow a player to utilise a combination of the WASD keys of the keyboard and mouse as a means of controlling the game (games such as Microsoft's Freelancer use this control system exclusively). By far the most popular control system among genre enthusiasts, however, is the joystick. Most fans prefer to use this input method whenever possible, but expense and practicality mean that many are forced to use the keyboard and mouse combination (or gamepad if such is the case). The lack of uptake among the majority of modern gamers has also made joysticks a sort of anachronism, though some new controller designs and simplification of controls offer the promise that space sims may be playable in their full capacity on gaming consoles at some time in the future. In fact, X3: Reunion, sometimes considered one of the more cumbersome and difficult series to master within the trading and combat genre, was initially planned for the Xbox but later cancelled.Another example of space simulators is an arcade space flight simulation action game called Star Conflict, where the players can fight in both PvE and PvP modes.
Realistic simulators feature spacecraft systems and instrument simulation, using a combination of extensive keyboard shortcuts and mouse clicks on virtual instrument panels. Most of the maneuvers and operations consist of setting certain systems into the desired configuration, or in setting autopilots. Real time hands on piloting can happen, depending on the simulated spacecraft. For example, it is common to use a joystick analog control to land a Space Shuttle (or any other spaceplane) or the Apollo Lunar Module (or similar landers). Dockings can be performed more precisely using the numerical keypad.Overall, the simulations have more complex control systems than game, with the limit being the physical reproduction of the actual simulated spacecraft (see Simulation cockpit).
Early attempts at 3D space simulation date back as far as 1974's Spasim, an online multi-player space simulator in which players attempt to destroy each other's ships. The earliest known space trader dates to 1974's Star Trader, a game where the entire interface was text-only and included a star map with multiple ports buying and selling 6 commodities. It was written in BASIC.
Though not as well known as Elite, Trade Wars is noteworthy as the first multiplayer space trader. A BBS door, Trade Wars was released in 1984 as an entirely different branch of the space trader tree, having been inspired by Hunt the Wumpus, the board game Risk, and the original space trader, Star Trader. As a pure space trader, Trade Wars lacked any space flight simulator elements, instead featuring abstract open world trading and combat set in an outer space populated by both human and NPC opponents. In 2009, it was named the #10 best PC game by PC World Magazine.
The open source community has also been active, with projects such as FS2 Open and Vega Strike serving as platforms for non-professional efforts. Unofficial remakes of Elite and Privateer are being developed using the Vega Strike engine, and the latter has reached the stage where it is offered as a working title to the public. In 2013 a hobbyist space flight simulator project was realized under usage of the open source Pioneer software.
This game allows you to make intriguing rockets that follow the criteria of real physics. In addition, you can also plan launches, deploy shipments and land your spacecraft. Above all, this simulator allows you to explore new worlds. It is easy to start building up the design of your new rocket. However, it is hard to master the design that will not break down in all your missions. As a result, you have to understand the fundamentals of how a rocket works.
In terms of the multiplayer space, few space simulator games could compete with Allegiance, released for PC in 2000. The game mixed two popular PC genres: first-person shooter and real-time strategy. Players work in teams to capture the opponent's bases and force them to surrender. | aerospace |
http://www.flyhighineurope.co.uk/romania/online-participation-at-european-solidarity-in-action-conference/ | 2022-06-26T17:57:52 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103271763.15/warc/CC-MAIN-20220626161834-20220626191834-00616.warc.gz | 0.955899 | 309 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__72118813 | en | The ideas shared at ”European Solidarity in Action” conference by the organizers and guests helped us to realize how important solidarity between people is and how valuable are people who passionately dedicate their lives for the good of those around them. Simona Maierean is such an example, being the first Romanian woman able to fly a supersonic plane.
In April 2020, Simona Maierean was at the helm of the C-17 Globe master aircraft and, after a mission that involved approximately 40 hours of flight, brought to Romania 100,000 protective suits from South Korea.
Lt -commander Simona Maierean graduated the “Henri Coandă” Air Force Academy in 2007, obtained the military pilot’s license in 2008 at the “Aurel Vlaicu” Application School, Boboc and was assigned to the 86th Fetești Air Base. In 2012, he decided to switch to transport aircraft and became a pilot on the C 27 J Spartan aircraft at Base 90 Otopeni Air Transport. Starting with 2017, she is part of the Strategic Air Transport Wing Group within the Strategic Aircraft Capability program. https://ro.wikipedia.org/wiki/Simona_Maierean
”We are proud to announce that Heavy Airlift Wing pilot Lt Cdr Simona Maierean is the first European female to be certified as aircraft commander in the history of the SAC program.” writes the Strategic Airlift Capability. | aerospace |
https://materion.com/resource-center/newsletters/newsletter-archives/optical-innovation-news-2013-to-2014/cassini-spacecraft-still-operating | 2020-09-27T12:50:07 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400279782.77/warc/CC-MAIN-20200927121105-20200927151105-00359.warc.gz | 0.85082 | 159 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__58146497 | en | Cassini Spacecraft Still In Operation
The Cassini spacecraft has detected precursors of snow in the upper atmosphere of Titan, Saturn’s largest moon. Materion provided the filter arrays for the VIMS instrument which captured the images. Materion provided the filter arrays in 1993 and Cassini was launched towards Saturn in 1997. The Spacecraft landed on Saturn in 2004 and continues to operate successfully today as the re-named “Solstice mission.”
(Image from Cassini spacecraft on Solstice Mission. Photo Credit: NASA.)
For more information on Materion's Space, Science & Astronomy products and services, contact Tom Mooney, Product Engineering manager, Space & Astronomy, at Thomas.Mooney@Materion.com. | aerospace |
https://aal-group.com/ | 2022-01-22T07:47:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303779.65/warc/CC-MAIN-20220122073422-20220122103422-00606.warc.gz | 0.926922 | 216 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__229766630 | en | AAL Group Ltd. is a leading international aviation organization providing full range of services and support for Mi-type rotary-wing aircraft. We offer integrated and efficient solutions for our customers around the globe to support the operational readiness of their helicopter fleet.
Established in 2000 and headquartered in United Arab Emirates, AAL Group Ltd. is an international certified maintenance organization that support the aviation industry with full-spectrum of customer-focused reliable solutions. AAL Group Ltd specializes in helicopter services and products offering our support for Mi-17/Mi-171 (Mi-8T, Mi-8MTV-1, Mi-17, Mi-171, Mi-8AMT and Mi-17V-5) including maintenance, repairs, overhauls, modification, maintenance for the helicopters, component overhaul, lease/charter operations, program management, contractor logistics support, calibration, special process services and training of the ground and flight personnel
AAL holds numerous certifications and approvals from the Original Equipment Manufacturer (OEM), quality organizations and applicable Civil Aviation Authorities. | aerospace |
https://www.aegisrs.com/aviation-insurance.html | 2023-12-10T04:23:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101195.85/warc/CC-MAIN-20231210025335-20231210055335-00606.warc.gz | 0.916259 | 196 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__224596506 | en | AEGIS via our global partners in Europe and The London Market provides general aviation cover for private and corporate clients, as well as commercial operators with fixed wing and rotor wing aircraft. We and our partners are a market leader in this "medium" sector.
In addition to general aviation, we offer significant support and value add advantages to start-up airlines, charter, cargo specialist and other aviation service firms.
Our aim is to become a leading adviser in this developing industry in Vietnam.
Have a query or question? Please call us on +84 (28) 3514 7969 or email us at email@example.com for further advice!
Operating Hours (Vietnam Local Time)
Mon – Fri 08:00 AM – 06:00PM
At all other times we shall respond to your queries within 24 hours and would be grateful if you could kindly leave your contact details
TRANSPORTATION INSURANCE SOLUTION | aerospace |
https://desktopmodelaircraft.com/b3110-executive-desktop-vc-137-air-force-one-1100-model-airplane.html | 2022-06-29T22:50:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103645173.39/warc/CC-MAIN-20220629211420-20220630001420-00397.warc.gz | 0.938227 | 169 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__231208723 | en | This high quality replica is handcrafted from mahogany and comes with a wooden base. Length is 18-1/2" and wingspan 17-1/2".
This line of aircraft replicas features the largest selection of military, commercial, general aviation and spacecraft from the beginning of aviation to the present. The majority of these high quality replicas are hand crafted from mahogany wood and all come with a wooden display stand. The item "B3110 Executive Desktop VC-137 Air Force One 1100 Model Airplane" is in sale since Sunday, May 10, 2020. This item is in the category "Toys & Hobbies\Models & Kits\Aircraft (Non-Military)".The seller is "justplanefun" and is located in Phoenix, Arizona. This item can be shipped worldwide. | aerospace |
https://xcn.today/2024/01/nasas-mission-to-mars-has-come-to-an-finish/ | 2024-03-03T22:27:04 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476399.55/warc/CC-MAIN-20240303210414-20240304000414-00666.warc.gz | 0.94349 | 176 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__2575871 | en | Washington: NASA’s ‘Ingenuity’ helicopter mission to Mars has accomplished its mission, marking a brand new period of exploration of different lands.
In keeping with the American media, Invoice Nelson, the administrator of the American area company NASA, shared the information of the top of NASA’s 3-year mission on Mars on social media. Initially, Ingenuity was scheduled for a 30-day mission, however the length of the mission was prolonged to a few years.
The 1.8 kg solar-powered helicopter-like robotic started its historic journey in April 2021. Throughout all the mission, the machine accomplished 72 flights, masking a complete of 14 instances the preliminary projected distance.
NASA stated that Ingenuity has supplied precious insights for future interplanetary missions and has made it simpler to seek out different objects in area. | aerospace |
https://www.scientificfederation.com/iceaae-2019/ | 2020-07-12T22:05:58 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657140337.79/warc/CC-MAIN-20200712211314-20200713001314-00311.warc.gz | 0.953631 | 755 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__151046228 | en | Narasimha Sharma Narayanam,
NRN Aerospace, UK
Biography of Narasimha Sharma Narayanam
Narasimha Sharma Narayanam has completed his Masters in Aerospace with Space Technology from University of Hertfordshire, UK. He is the Founder, Director and CEO of NRN Aerospace, OEM and manfacturig organization for CFRP. He is an IET member and Associate of Royal Aeronautical Society London (UK). He is also a Co- founder of BLH Infotech Pvt Ltd and Director for Software and IT related Services. His interest aerodynamics, Space dynamics, flight simulation, computational fluid dynamics, Aerospace materials technology and Reverse engineering.
Veteran WG CDR Jaydev Desai,
Director STOE Consultants India.
Biography of Veteran WG CDR Jaydev Desai
Veteran Wg Cdr Jaydev Desai is a Defence and Aerospace Consultant, for companies entering into defence and Aerospace sector. He assists companies to take up project-based opportunities in D & A sector by providing consultation starting with creating JV with Technology provider to prototype testing and availing approvals and setting up of a regular manufacturing line for the same. He is also consulting for all civil aviation matters like site selection for operation, all licensing, certification and approval matters etc. He is a Member of Defence and Aerospace committee of CII of Gujarat state in the country and is playing a pro-active role facilitating Gujarat MSMEs for their entry into Defence and Aerospace sector. He is associated with a few of the technical institutes and also incubation centres. An Indian Air Force Veteran, Wg Cdr Jaydev Desai is experienced professional in defence and aerospace sector. He is the only person in India having experience of setting up of both airframe overhaul and repair line as well as aero engine repair and overhaul line. He also has Base Repair Depot Manual (Standard of Preparation for aircraft repair and overhaul), laying down documentation and process requirement during repair and overhaul of aircraft and associated systems, while in Air Force. During a war with Pakistan in 1999, he was in charge of all fighters deployed on South – Western Border of India. He has worked as the senior technical officer in fighter squadrons and was in charge of first and second line maintenance of the aircraft (line and base maintenance). He vast experience in western (French and British) as well as Russian aviation technology. These and many more experiences gave him ample opportunities to develop and prove his capabilities to undertake all aviation-related assignments confidently. He served Indian Air Force for 22 years. In Air Force, he received commendations for his outstanding performance and achievements three times. He has long experience in the civil organisation too and has served in various companies as CEO/ Director/ business head and plant head. He has qualitative experience in successfully operating business unit as profit-making entity, developing business globally, creating franchises and distribution channel, Strategic Planning and execution encompassing marketing (national and international), sales, Production, project management, Quality Assurance, Operations, Value Engineering / Cost Reduction, supply chain management, Client Servicing and Team Management. He is capable of creating out of the box solution for business process optimisation. He is a keen strategist with expertise in managing entire business operations with key focus on top line & bottom line profitability by ensuring optimal utilization of resources. He has proven abilities in making strategies, achieving sales targets, enhancing production process operations, managing projects, optimising resource & capacity utilisation, escalating productivity & operational efficiencies, inventory management and optimisation, creating Quality management organisation.; while curtailing costs & expenses. He has expertise in managing technically advanced cost- efficient, state of the art production management systems. | aerospace |
https://www.space-careers.com/agency/cvview_16838.html | 2018-11-14T22:05:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742316.5/warc/CC-MAIN-20181114211915-20181114233915-00099.warc.gz | 0.892101 | 1,896 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__192893119 | en | Accomplished and dedicated Spaceflight Mission Operations Director with 15 years of experience. Demonstrated expertise in integrating and leading multi-element and international/cross–cultural organizations, preparing and managing end-to-end projects, evaluating talent and readiness, cultivating professional growth, and fostering strong industry relationships. Innovative leader with industry experience in diverse operational settings, including satellite, human, military, and civilian programs.
German Space Operations Center — Oberpfaffenhofen, Germany
6/2009 – Present Deutsches Luft- und Raumfahrt Zentrum
Lead the Flight Control Team (FCT) of the Columbus Control Center (Col-CC), with overall responsibility for mission and payload operations, as well as all decisions regarding safe and expedient flight.
Consult with NASA and other International Partner Flight Directors to ensure Crew safety, vehicle safety, and mission success for the International Space Station (ISS).
Identified and resolved several issues with Emergency procedures for Crew.
12/2008 – 6/2009 VEGA Deutschland GmbH
Training Group Lead
Responsible for all Col-CC flight controller training, facilitation, assessment, and curriculum content and design. Liaised with NASA to ensure currency of applicable lessons, updated and improved existing lessons, then created and delivered new lessons where appropriate.
Monitored flight controller certification process. Supported joint NASA-ESA and standalone ESA simulations, monitoring FCT performance.
Instituted Oral Boards for FCT certification.
Supported On-Board Training (OBT) telecons between NASA, Col-CC, and the European Astronaut Center (EAC), providing input and feedback on Columbus (and non-Columbus) Emergency OBT events. Led all Columbus Emergency OBT events from Col-CC.
Represented Col-CC at NASA OBT Technical Interchange Meetings at EAC.
Coordinated, created, and delivered dedicated Emergency training to the FCT.
NASA Lyndon B. Johnson Space Center — Houston, Texas
2/2001 – 12/2008 United Space Alliance
JAXA CSCT Lead
Reviewed and forged multilateral and multinational agreements pertaining to ISS Expedition Crew training as a member of the Division-level Core Systems Crew Training (CSCT) Board. Tracked and identified relevant tasks, skills, and lesson flows for joint training.
Liaised with Japanese Aerospace Exploration Agency (JAXA) to coordinate and integrate training flow between NASA and JAXA. Worked directly with JAXA to significantly improve integrated lessons, multinational training curricula, and communication between JAXA and NASA.
Soyuz Taxi Crew Training Flow Lead
Organized and led Division effort to create and document a new training curriculum for Soyuz Taxi Crewmembers (to include visiting Space Tourists).
Interfaced between Instructors and Crew during simulation exercises to interpret system operations and/or malfunctions, and to summarize expected actions for Crew. Assisted Crew with timelined and off-nominal activities in order to ease workload and improve fidelity of Crew response.
Emergency OBT Lead
Conducted in-flight Emergency training of Expeditions 13 and 14 from MCC-Houston.
Selected technical content for exercises, and advanced them through the draft, review, negotiation with external organizations (Flight Control, Flight Director, and Russian counterparts), finalization, and conduct phases.
Evaluated Crew and team performance during exercises.
Standardized and streamlined instructional development within groups and between the Training and Flight Control Divisions as Environmental Control and Life Support System (ECLSS) Lead to the Division-level Instructor Certification Enterprise (ICE).
JAXA Liaison / Flight Lead, 1J (STS-124) and 13A (STS-117)
Performed Flight Lead duties for ISS Assembly Flights 1J and 13A.
Liaised with JAXA to integrate ECLSS/Emergency training flow, class content, and simulator capabilities. Developed and tested NASA/JAXA simulators in anticipation of joint simulations, and supported joint planning meetings and simulations.
Developed specialized knowledge of the Japanese Experiment Module (JEM).
Increment Lead, ISS Expedition 13
Determined the flight readiness of the Expedition 13 prime and back-up Crews as it pertained to ISS ECLSS/Emergency. Tracked Crew multi-year and multinational progress through entire ISS ECLSS/Emergency training flows.
Advised Station Training Lead in managing several unique factors for this Expedition, including the return to three-person Crew and numerous Crew change outs resulting from several launch slips.
Instructor Development Lead / Mentoring and Orientation Lead
Voluntarily pioneered a mentoring, orientation, and instructional design program within the group, and constructed supporting processes and material. Successfully mentored incoming instructors and interns, simultaneously improving quality and reducing overall certification time. Consequently selected to serve as Instructor Development Lead for the group.
Conducted all Oral Boards for certification.
Participated in hiring selection and interviews.
Selected to serve as liaison between the ECLSS Training group and the external ECLSS Engineering organization in order to further interaction and positive communication between the Mission Operations and Engineering communities.
Significantly enhanced group cognizance of on-orbit configuration and anomalies.
Fully certified to conduct lessons in classroom, mockup, and simulator settings for the purpose of preparing astronauts, cosmonauts, and flight controllers for ECLSS operations as well as response to spacecraft emergencies aboard ISS.
Responsible for providing insight into new technology, operational concepts, and procedural changes to assigned Crews and the ECLSS training team.
Pursued additional certification in the ISS Command and Data Handling (C&DH) system.
Manifest Flight Lead, 9A (STS-112)
Managed integration template and reported manifest status to various ISS and Space Shuttle Program (SSP) programmatic boards. Oversaw and assessed all engineering issues affecting integration function.
Coordinated with Launch Package Manager, Increment Manager, International Partners, and ISS community to identify and negotiate solutions and recommendations. Interfaced with hardware providers and technical organizations assessing manifest feasibility against vehicle transportation and ISS capabilities.
USAF Schriever Air Force Base — Colorado Springs, Colorado
7/1997 – 2/2001 Lockheed Martin Technical Operations
Rehearsal Committee Member
Devised, developed, and delivered all simulation activities for Milstar Launch Readiness exercises and rehearsals, spacecraft software upgrades, payload readiness, and procedure validation.
Commended for creativity of scenarios and efforts to increase simulation fidelity.
Developed specialized knowledge and technical capability in various satellite subsystems. Taught and updated subsystem training materials.
Recognized by management for revising subsystem training and for voluntarily providing specialized training and mentorship.
Configured Ground Segmentequipment for satellite contacts. Resolved anomalies and analyzed mission impact during outages or failures.
Telemetry and Database Programmer
Programmed and maintained multiple database systems for decommutation and analysis of satellite and launch vehicle telemetry.
Flight Controller / Mission Analyst
Performed real-time on-console and mission planning functions during exercises, rehearsals, launch, early orbit testing, and on-orbit operations. Provided engineering and technical support to Air Force Crews for Milstar spacecraft. Generated operational and contingency procedures for all phases of the Milstar mission.
Internships — University of Texas at El Paso
1/1997 – 7/1997 Southern Union Gas — El Paso, Texas
Preliminary design of mechanical systems associated with a variety of alternative energy equipment and associated economic feasibility studies.
1/1995 – 10/1995 Joseph Pollack Corporation — Juárez, Mexico
Established PCAD database for Engineering Department. Designed and developed protective shielding using AutoCAD. Prepared dashboard prototype for testing.
Master of Science in Aerospace Engineering, December 2008
University of Colorado at Boulder
Bachelor of Science in Mechanical Engineering, May 1997
University of Texas at El Paso
ACTIVITIES & AWARDS
American Institute of Aeronautics and Astronautics – Vice Chair of Operations, 2003-2005; Member since 2003.
Mars Settlement Design Competition – Acted as CEO for team of high school students competing for best Mars base design, 2003-2004; Served as Technical Expert, 2005.
E.I.T. – Qualified as an Engineer in Training in the state of Texas.
SCUBA – Certified PADI Open Water Diver.
Pilot Training – Currently pursuing ground school training for VFR Private Pilot license.
Languages – Working knowledge of German; basic Russian, Italian, and Japanese.
United Space Alliance On-The-Spot Award – Simultaneous support of the 13A and 1J Flights, pursuit of Emergency certification, and creation of a mentoring program.
United Space Alliance Employee of the Month Teamwork Award – Development of new Crew lessons to make training more efficient and relevant for assigned Crews.
Lockheed Martin Award – Implementation of new TM decommutation system.
Milstar MCT GC Award – Ground Controller support during an anomalous launch.
Lockheed Martin Award – Excellence as Flight Controller advisor to Air Force Crews. | aerospace |
https://assets.macys.com/shop/product/la-pop-art-womens-word-art-v-neck-t-shirt-worm-nasa?ID=10271466&CategoryID=17043&isDlp=true&mlt=true | 2021-02-27T07:42:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358203.43/warc/CC-MAIN-20210227054852-20210227084852-00014.warc.gz | 0.941276 | 162 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__45622565 | en | Women's Word Art V-Neck T-Shirt - Worm Nasa
The NASA Worm logo was used from 1975-1992 and had some very important missions during that time including the Space Shuttle. We created this logo out of the notable NASA missions that happened during the time this logo was active.
- Created using Notable Missions flown under the lifespan of this logo
- All designs created using only words
- Look closer, be amazed
- Shirt has a silhouette/slim fit. If you are in between sizes we suggest ordering one size up.
- Cotton, Polyester
- Machine washable
- Savings based on offering prices, not actual sales
- Web ID: 10271466
Shipping & Returns
0 Reviews Be the first to write a review for this product. | aerospace |
https://www.tytorobotics.com/blogs/updates/tyto-robotics-receives-400-000-investment-from-criaq | 2023-11-29T16:00:11 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100112.41/warc/CC-MAIN-20231129141108-20231129171108-00104.warc.gz | 0.911494 | 505 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__81440912 | en | Gatineau-based Tyto Robotics received a significant contribution from the Consortium for Research and Innovation in Aerospace in Quebec (CRIAQ) in order to develop test equipment for large propulsion systems. The $400,000 grant will fund the R&D portion of the project, which they are completing in collaboration with Mejzlik Propellers of Czechia and l’Université de Sherbrooke of Quebec.
The full title of the project, “Research and development of an electrical propulsion system, including a reliable propeller, a thrust stand, and an AI model to analyze performance data, for heavy-duty cargo UAVs or eVTOL”, outlines the scope of the work to be done. Tyto Robotics will design a thrust stand capable of testing motors for large cargo drones and electric vertical takeoff and landing (eVTOL) vehicles, up to 500 kgf of thrust and 320 kW of power.Together, Tyto Robotics and Mejzlik Propellers will perform tests on powertrain components used on eVTOL to study how factors like motor Kv, voltage, and propeller finish affect overall performance and reliability.
Image: Engineers from Tyto Robotics and Mejzlik Propellers at Mejzlik’s facility in Czechia (from left to right: Erwan Labadie, Baiyun Tang, Jan Dziubek, Jan Hubáček, Tomáš Hájek)
Concurrently, the team at l’Université of Sherbrooke will design an AI model capable of predicting a propulsion system’s performance based on machine learning from data generated by the physical tests.
The goal of the project is to develop test equipment that can be used by manufacturers in the heavy-lift cargo drone and eVTOL industries. One of the major barriers to the widespread adoption of eVTOL as a mode of transportation is the low flight time of aircraft, caused in part by limited battery capacity and unoptimized propulsion systems.
Another barrier is the uncertainty surrounding reliability, as one of the key factors required to make eVTOL commercially viable is to have reliable powertrain components that prevent mid-air failure.
The test equipment developed during this project will allow eVTOL manufacturers to test their propulsion systems and find the most efficient combination of motors, propellers and electronics. This will get them one step closer to having a commercially available solution in the air. | aerospace |
https://uavshop.co.uk/vulcan-parts/quick-release-anti-vibration-gel-plate-w-gels-hware-60017-1641281 | 2022-05-21T11:43:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662539101.40/warc/CC-MAIN-20220521112022-20220521142022-00592.warc.gz | 0.941583 | 175 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__238645701 | en | Similar in dimensions and material to the standard 200mm gel plate, the quick release version allows the 12mm rails and anything attached to them to be quickly removed from the aircraft. This includes S800 retracts, and so makes transportation much easier.
The plate is designed to bolt straight up into the main lower frame plate and can be fitted with between four and twelve A1 Gel Bushes for different payloads. The position of the gel bushes can be changed to accomodate different payload balances, and to fit the available holes in the main frame base plate, according to the frame arm configuration being used.
Gel bushes work best under load, (300g - 600g per bush), and so by supporting the entire payload - gimbal, batteries and even in some cases the landing gear - they will work at their best giving excellent vibration damping. | aerospace |
https://thehomeshow.info/2020/07/05/arik-air-resumes-home-flights-july-8/ | 2021-07-31T03:42:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154042.23/warc/CC-MAIN-20210731011529-20210731041529-00179.warc.gz | 0.957132 | 391 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__263581991 | en | Arik Air, on Sunday, introduced the resumption of its home flights from July 8, following the Federal Authorities’s determination to re-open Lagos and Abuja airports for flight operations.
The Arik Air Chief Govt Officer, Capt. Roy Ilegbodu, disclosed this in an announcement in Lagos.
Ilegbodu stated that the airline could be working three every day flights from Lagos to Abuja within the first section of the restart.
He stated additional that Port Harcourt could be added to the schedule from July 11 when the Port Harcourt Worldwide Airport could be reopened for operations.
“Passengers have been assured of their security and wellbeing at each stage of their flight.
“The airline has put numerous measures in place, in step with COVID-19 well being protocols, as really helpful by the World Well being Organisation (WHO), Worldwide Civil Aviation Organisation (ICAO) and the Federal Authorities of Nigeria.
READ ALSO: Arik Air cuts employees’ salaries by 80 p.c
“Passengers are suggested to reach on the airport three hours earlier than scheduled departure time in order to have ample time to endure all safety and well being protocols earlier than flight.
“Moreover, all passengers are required to come back correctly kitted with their face masks.
“We’re able to fly our esteemed prospects once more. All preparations have been made to make flying on this extraordinary interval on the earth secure and pleasurable.
“Arik has labored actively with aviation companies for an efficient re-start of the business and in addition make sure that agreed well being measures are successfully carried out,” Ilegbodu stated.
The Information Company of Nigeria (NAN) reviews that Arik Air suspended flight operations on March 27, following the unfold of the COVID-19 pandemic in Nigeria. | aerospace |
http://www.theworldreporter.com/2011/11/american-stealth-fighter-f-22-vs.html | 2017-03-28T19:47:22 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189884.21/warc/CC-MAIN-20170322212949-00108-ip-10-233-31-227.ec2.internal.warc.gz | 0.942568 | 1,080 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__210057895 | en | - Students’ Column
- War and Military
Russia and India dominated the sky for almost a decade with Sukhoi 30 MKI (Modernizirovannyi Kommercheskiy Indiski / Modernized Commercial India), but the dominance was soon taken over by a new 5th generation aircraft from America. The plane can penetrate the enemy skies without being detected. This new stealth feature in the plane makes it a dominating aircraft.
To regain the air supremacy, Russia is soon going to induct its own 5th generation stealth aircraft PAK FA (Read: Russia to rule the sky once again). The development had begun long ago, in the late 1980s, when the Soviet Union outlined a need for a next-generation aircraft to replace its MiG-29 and Su-27 in front line service. PAK FA would be a single seater combat aircraft, whereas with the help of India, Russia will be making a twin seater variant too, which will use Indian origin weapons and avionics. HAL (Hindustan Aeronautics Limited) chairman told on 16th September, 2008 that the contribution of India will be mostly in composites, cockpits, avionics and arming the fighter.
On Friday 29th Jan, 2010, PAK FA performed its first test flight successfully (Read: Indo-Russian stealth fighter performed its first flight)
American F-22 is already serving the US Airforce, while Russian plane is still to be inducted. Now that both the planes are out of the paper into the real existence, we got many requests to do a comparative research and analysis on the specification and performance of these two planes.
|F-22 with drop tanks in transit to Kadena Air Base,
Japan from Langley Air Force Base, Virginia
In 1981, the U.S. Air Force developed a requirement for an Advanced Tactical Fighter (ATF), as a new air superiority fighter, to replace the F-15 Eagle and F-16 Fighting Falcon. This was influenced by the emerging worldwide threats, including development and proliferation of Soviet Su-27 “Flanker”- and MiG-29 “Fulcrum-class fighter aircraft.
While US itself is having problems in keeping and maintaining F-22 in the airforce that they had to stop further orders, it is not clear to what extent Russia and India will be able to carry this costly fighter.
US has ruled out any selling plans for F-22, instead it will consider selling only F-35 to friendly nations. PAK FA and FGFA (Indo Russian Fifth Gen Figther Aircraft) will be only used by India and Russia, though recently South Korea has shown interest in purchasing this aircraft from Russia.
Stealth technology is acquired by incorporating a combination of features to reduce visibility in the infrared, visual, audio and radio frequency spectrum. It is accomplished by using a different concept design than the conventional design which, though arises some limitations to it, gives it an advantage of intruding a hostile region without the knowledge of the enemy.
Russian approach towards stealth is slightly different; the plan is to make the aircraft invisible to radar by using a sort of plasma torch on the nose of the plane, and this torch creates ionized cloud around the plane which will absorb radar waves. (Read more: Russia to rule the sky once again).
The unit cost of Russian Aircraft is slightly more than the F-22, but Russians planes are considered to be more agile and better aerodynamically designed.
According to the interview of the Sukhoi officers, the new radar used in the PAK FA will reduce the pilot load and will use dedicated data links to share information between aircrafts.
On the other hand, the high cost of the F-22 aircraft, a lack of clear air-to-air combat missions because of delays in the Russian and Chinese fifth-generation fighter programs, a US ban on Raptor exports, and the ongoing development of the planned cheaper and more versatile F-35 resulted in calls to end F-22 production. In April 2009 the US Department of Defense proposed to cease placing new orders, subject to Congressional approval, for a final procurement tally of 187 Raptors. The National Defense Authorization Act for Fiscal Year 2010 lacked funding for further F-22 production. US is now giving more stress on completing the development and production of much cheaper and better F-35.
There has been reportedly 3 accidents of F-22, latest one was On 16 November 2010, where an F-22, based at Elmendorf, Alaska, lost contact with Air Traffic Control. The accident has been attributed to a malfunction in the bleed air system that shut down the aircraft’s Environmental Control System (ECS) and On-Board Oxygen Generating System (OBOGS).
On 11 January, 2011 Chinese had tested their own J-10 stealth fighter, leading to the speculation of the reactivation of F-22 production. As we have come so far, and US has had not so good hands on experience of having a stealth fighter in the force, it wouldn’t be fair to compare F-22 with PAK FA. The next comparison should be between F-35, PAK FA/HAL FGFA and Chinese J-10. | aerospace |
https://shop.nankinhobby.com/products/inductrix-fpv-plus-bnf-132168.html | 2020-09-21T18:59:14 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400202007.15/warc/CC-MAIN-20200921175057-20200921205057-00520.warc.gz | 0.834654 | 693 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__214473447 | en | Inductrix FPV Plus BNF
Blade Helis Inductrix FPV+ BNF Ultra Micro Electric Quadcopter Drone with Camera, Battery & Charger
The Blade® Inductrix FPV + quadcopter is the next generation of micro FPV drones. Building on the success of the Inductrix and Inductrix Pro, this 8mm motor version comes ready to FPV right out of the box with zero fuss. With its integrated camera/video transmitter, and pre-installed LED tail light, it has everything you need and more for FPV fun. SAFE® technology makes flying simple while the ducted propeller design allows you to bounce off walls and objects without crashing! Innovative Meow Mode allows you to flip the quadcopter back upright after a crash by quickly reversing the motor direction. New altitude hold flight mode maintains the distance from the ground, providing an intuitive flight experience.
Intuitive Flight Modes that Make Flying Simple
Altitude hold flight mode
Innovative Meow Mode Allows You to Flip Over After a Crash
Pre-installed LED Tail Light
Quiet EDF Power System
Durable Rotor Housings Prevent Damage
Fully-Assembled with No Building Required
Angle Mode: Keeps you flying fast and in control with renowned self-leveling
Altitude Mode: Maintains distance from ground while providing self-leveling, perfect for beginners
Agility Mode: Freshly tuned agility mode takes full advantage of the 8mm motors, with no self-leveling and full acrobatic capabilities
Power System: New power system is fed by a 1S 500mAh that drives new 8mm brushed motors and larger propellers for a much more powerful flight experience. The larger High-Current PH2.0 UM Connector delivers consistent current to motors and electronics for long, reliable flight times form 4-6 minutes.
Camera & Video Transmitter: Installed micro FPV camera is now smaller without sacrificing crisp and clear performance. The lightweight combo touts a 32 channel, 25mW video transmitter, a light and durable dipole antenna, and the 600 TVL camera has a 140° field of view. NOTE: A HAM license is required to operate the Video Transmitter in the U.S.
LED Tail Light: Installed LED tail light provides a vibrant indicator for line of sight flying, or flying with friends. With 5 colors to choose from, simply select which color suits you straight from the sticks on your transmitter.
Durable: Durable airframe and quiet ducted fans protect the motors and propellers from bumps and crashes, while the enclosed canopy fully protects the camera, video transmitter, and flight controller. With the Inductrix FPV +, crashes are stress-free.
Gross Weight: 1.83 oz (52g)
Length: 3.9 in (100mm)
Experience Level: Intermediate
Recommended Environment: Indoor/Outdoor
Is Assembly Required: No
(1) Blade Inductrix FPV + BNF
(1) EDF Power System
(1) FPV Camera/Video Transmitter
(1) 500mAh 1S LiPo Flight Battery
(1) USB Charger
(1) User Manual
Needed To Complete:
5+ Channel Spektrum transmitter
Compatible 5.8GHz Video receiver or headset | aerospace |
https://vuink.com/post/algvzrf-d-dpbz/2024/02/23/science/moon-lander-intuitive-nasa-d-dhtml | 2024-04-19T19:47:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817442.65/warc/CC-MAIN-20240419172411-20240419202411-00649.warc.gz | 0.969735 | 246 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__184661804 | en | The Odysseus spacecraft was drifting horizontally as it set down, and a landing strut may have hit an obstacle on the surface.
One day after its historic landing, the first private spacecraft on the moon is in good condition but has toppled over, the company that built it reported on Friday.
The spacecraft, named Odysseus, set down in the moon’s south pole region on Thursday evening, the first U.S. vehicle to land softly on the moon since Apollo 17 in 1972.
“The vehicle is stable near or at our intended landing site,” Steve Altemus, the chief executive of Intuitive Machines said during a NASA news conference on Friday. “We do have communications with the lander.”
But the landing did not go perfectly. Because the spacecraft fell over, its antennas are not pointed directly at Earth, limiting the amount of information that can go back and forth.
Odysseus has not sent back any photographs since landing, although Mr. Altemus did show one that was taken while the spacecraft was descending to the surface. “You see how shadowed and undulating the terrain is,” he said. | aerospace |
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