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http://www18.tok2.com/home/soar/airplane/around/n660nr/canadian.htm | 2020-09-30T09:38:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600402123173.74/warc/CC-MAIN-20200930075754-20200930105754-00655.warc.gz | 0.954662 | 11,995 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__42888823 | en | Canadian PC-12 accident report
On 18 May 1998, a Pilatus Porter PC-12 aircraft with a pilot and seven passengers on board crashed near Clarenville, Newfoundland,\par after its engine failed at altitude. The aircraft was certified and authorized for single-engine instrument flight rules (SEIFR) operations.\par The aircraft captain crash-landed the aircraft in a bog after gliding the aircraft approximately 15 minutes in cloud conditions extending\par near the ground. The Board issued six safety recommendations with respect to this occurrence, ranging from measures to allow the air-craft\par to glide safely from its maximum operating level to ground level during an engine-out condition, to aircraft modifications to ensure\par that aircrew will be provided with advance warning of impending engine malfunctions, to regulations, measures, and equipment that\par would minimize the risks associated with single-engine aircraft commercial operations in cloud.
The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.
Aviation Occurrence Report
Engine Failure / Forced Landing
V. Kelner Airways Limited
Pilatus PC-12 C-FKAL
Clarenville, Newfoundland 1.5 nm SE
18 May 1998
Report Number A98A0067
The aircraft, a Pilatus PC-12, serial number 151, was on a scheduled domestic flight from St. John's, Newfoundland, to Goose Bay, Labrador, with the pilot, a company observer, and eight passengers on board. Twenty-three minutes into the flight, the aircraft turned back towards St. John's because of a low oil pressure indication. Eight minutes later, the engine(Pratt & Whitney PT6A-67B) had to be shut down because of a severe vibration. The pilot then turned towards Clarenville Airport, but was unable to reach the airfield. The aircraft was destroyed during the forced landing in a bog one and a half miles from the Clarenville Airport. The pilot, the company observer, and one passenger sustained serious injuries.
The Board determined that the pilot did not follow the prescribed emergency procedure for low oil pressure, and the engine failed before he could land safely. The pilot's decision making was influenced by his belief that the low oil pressure indications were not valid. The engine failed as a result of an interruption of oil flow to the first-stage planet gear assembly; the cause of the oil flow interruption could not be determined.
Ce rapport est également disponible en français.
1.1 History of the Flight
The aircraft, operating as Kelner Airways Flight 151, departed St. John's, Newfoundland, for Goose Bay, Labrador, on an instrument flight rules (IFR)(1) flight at 1655 Newfoundland daylight saving time (NDT)(2) with the pilot, an observer, and eight passengers on board.
As the aircraft approached the planned cruise altitude of 22 000 feet (FL220), the pilot noted an unusually low indication on the engine oil pressure gauge and, just prior to levelling off at FL220, the low oil pressure caution annunciator light activated. Upon levelling off at FL220, approximately 39 nautical miles (nm) from St. John's Airport, the low oil pressure warning annunciator light activated. The pilot advised company maintenance personnel of the low oil pressure indications by message through the company dispatch facility in St. John's. Maintenance advised the pilot, via company dispatch, that he should return to St. John's. The relaying of messages between the pilot and maintenance took about six minutes, and the aircraft was, by then, 71 nm from the St. John's Airport and 40 nm from the Gander Airport. The pilot then requested and received a clearance back to St. John's Airport from Gander Area Control Centre (ACC).
Four minutes after starting the turn back towards St. John's, an engine vibration developed. The aircraft was 44 nm from the Gander Airport and descending through FL200. The pilot declared an emergency with Gander ACC and was cleared direct to the St. John's Airport. The pilot was initially able to decrease the vibration by reducing the power setting; however, about four minutes later, the vibration became so severe that the pilot had to shut down the engine. The aircraft was approximately 49 nm from the St. John's Airport at an approximate altitude of 13 000 feet when the engine was shut down. The pilot reported to Gander ACC that there was a complete engine failure and asked for vectors to the nearest suitable airport. The nearest suitable airport, St. John's, was beyond the glide range of the aircraft at its present altitude. When the pilot advised Gander ACC of this, the controller provided him with vectors to the Clarenville Airport, the only other airport in the area, which was 20 nm back. Clarenville Airport is located approximately 47 nm southeast of Gander.
During the descent toward Clarenville, the pilot requested a report on the local weather in the Clarenville area. Since there is no active weather reporting station in the vicinity of the Clarenville Airport, the Gander ACC requested an estimate of the local weather conditions from the Clarenville detachment of the Royal Canadian Mounted Police (RCMP). The information relayed to the pilot was that the cloud layer was estimated to be above the surrounding hills and the visibility was estimated to be approximately five miles.
Approximately 15 minutes after the engine was shut down, the aircraft broke out of cloud over a wooded area at an estimated altitude of 400 to 500 feet above ground level (agl). The front windscreen was obscured with engine oil on the outside and condensation on the inside; consequently, the pilot side-slipped the aircraft to see out the side window. The airport was not visible, and the pilot elected to force-land in a bog.
The aircraft was force-landed at approximately 1741, with the landing gear and flaps retracted, 1.5 nm southeast of the Clarenville Airport.
1.2 Injuries to Persons
1.3 Damage to Aircraft
The aircraft was destroyed.
1.4 Other Damage
Ground damage was restricted to the impact area of the bog.
1.5 Personnel Information
The pilot held an airline transport pilot licence and a valid pilot proficiency check on the PC-12 aircraft. He had a valid medical certificate, signed by a Canadian aviation medical examiner on 28 April 1998. He had also completed all general and specific classroom training required by the Canadian Aviation Regulations (CARs) and the company operations manual to qualify him to act as pilot-in-command on the PC-12 aircraft.
1.6 Aircraft Information
A review of the aircraft documentation indicates that the aircraft was maintained in accordance with existing regulations and approved procedures. However, in order for an aircraft to be approved for single-engine instrument flight rules (SEIFR) flight, a chip detector system to warn the pilot of excessive ferrous material in the engine lubricating system is required. The design feature of the chip detector installed on this aircraft was such that indications to the cockpit were disabled whenever the landing gear was retracted; therefore, this installation did not meet the requirements of the standard governing the transport of passengers in single-engined aircraft, Commercial Air Service Standard (CASS) 723.22.
The aircraft journey log indicated that the aircraft was dispatched on the accident flight with the following deferred defects:
- Emergency locator transmitter (ELT) removed.--The ELT was removed prior to this flight for maintenance. CAR 605.39 allows for flight without an ELT for up to 90 days;
- De-ice system inoperative, aircraft restricted.--The outboard de-icing boot on the left wing had been replaced prior to the flight and, because the cure time on the sealant was 48 hours, the system was unserviceable.
- Low oil quantity light inoperative.--During an unrelated maintenance action prior to the accident flight, the low oil quantity light was observed to be illuminated. The tank level was checked and found to be full. During subsequent troubleshooting of the system, the light extinguished, and maintenance was unable to determine why it had illuminated. The filler cap and indicator assembly were suspected of having an intermittent fault. As an interim measure while awaiting replacement parts, the aircraft was placarded, and a letter was sent to all flight crew advising them that the system was unserviceable and to visually check the oil level before each flight. The pilot had read the letter, and he checked the oil before departing on the accident flight.
1.6.2 Engine Magnetic Particle (Chip) Detector
The chip detector system on board the PC-12 is installed at the six o'clock position in the reduction gearbox (RGB). Only the oil lubricating the RGB and a portion of the lubricating oil from the number three and four engine bearings pass over the chip detector before returning to the scavenge oil pump. None of the lubricating oil from the number one and two engine bearings and none of the oil from the accessory gearbox (AGB) pass over a chip detector before returning to the scavenge oil pump. Oil from these areas goes first through the scavenge oil pump, then through the pressure pump and oil filter, before returning to lubricate the engine components. As a result, metal generated in these areas would be filtered out prior to encountering the chip detector in the RGB.
1.6.3 Electrical System
The SEIFR requirement for electrical power is for two independent power generating sources, either of which is capable of sustaining essential flight instruments and electrical equipment.(3) The PC-12 meets this requirement with a 28-volt direct current system comprised of a main generator, a secondary generator, and a 24-volt battery. The battery provides power for starting the engine and, in the case of engine failure or failure of both generators, it will power essential electrical systems for 20 minutes if the load is reduced below 60 amps or for 30 minutes if the load is reduced below 50 amps.
1.6.4 Windshield Heat
The sole means of defogging and anti-icing the two-piece windshield are twin-zone dual electric heating elements. Windshield heat is controlled by two switches (left-hand and right-hand) and two heat levels ("light" and "heavy"), which are to be used as required for defogging and anti-icing. In the event of an engine failure, windshield heat is only available to the pilot's windshield. Data provided by the manufacturer indicate that, in the case of an engine failure, if the pilot's windshield heat is continuously selected on "light" mode, the duration of battery power would be about 24 minutes; if it is continuously selected to the "heavy" mode, the duration of battery power would be about 22.5 minutes. The pilot turned off the windshield heat after the engine failed in order to conserve battery power.
PC-12 pilots have reported that the windshields in this aircraft will frequently fog over when the windshield heat is not selected. The pilot did not re-select windshield heat prior to nearing the Clarenville Airport, and, when the aircraft broke out of the cloud, the windshield was obscured. In this occurrence, however, because of the combination of fog and oil that was obstructing the pilot's vision, re-selecting windshield heat would likely not have had a positive effect.
1.6.5 Oxygen System
The airplane is equipped with an emergency oxygen system for use by the crew and passengers in the event of a loss of pressurization. A fully charged oxygen storage cylinder will supply two crew and nine passengers for ten minutes.
1.6.6 Weight and Balance
The weight and centre of gravity were within the prescribed limits.
1.7 Meteorological Information
The pilot had received the 1800 UTC hourly weather report for both Gander and St. John's prior to departure. This weather information also included the terminal forecast, winds aloft, significant meteorology reports (SIGMET), and area forecast for Newfoundland and Labrador. After turning back to St. John's, the pilot received the latest St. John's weather.
At 1800 UTC, a quasi-stationary low pressure system was 90 nm east of St. John's. There was also a north-south upper trough to the west of St. John's, moving westward.
The forecast for the St. John's area indicated a cloud layer at 2 000 to 3 000 feet broken, occasional overcast, with the top of this layer at 8 000 feet. A layer of high, scattered cloud was also forecast with the visibility at greater than 6 statute miles (sm). There would be isolated altocumulus castellanus cloud with the tops at 16 000 feet, giving 2 to 5 sm visibility in light rain showers and mist. Precipitation would become light rain and snow showers after 2400 UTC.
The forecast for the Gander area indicated a cloud layer at 1 000 to 2 000 feet overcast with layers up to 18 000 feet. A layer of high, broken cloud was also forecast with the visibility at 3 sm to greater than 6 sm in light rain and mist. There would be scattered embedded altocumulus castellanus and towering cumulus cloud with the tops at 20 000 feet, giving 1 to 3 sm visibility in rain showers and mist. Precipitation would become occasional light rain and snow after 2400 UTC.
The icing forecast for the area indicated moderate mixed icing in altocumulus castellanus / towering cumulus; otherwise light to moderate rime icing above the freezing level. The freezing level was to be at or near the surface.
The hourly weather report for St. John's Airport at 1800 UTC was:
Surface winds 340 degrees true at 15 knots, visibility 15 sm, cloud layers 700 feet broken / 1 000 feet overcast, temperature 3 degrees Celsius, dewpoint 2 degrees, altimeter 29.46. Remarks: cloud type and coverage was stratus fractus six-eighths and stratocumulus two-eighths.
The hourly weather report in effect at St. John's Airport at the time of the occurrence was the 1900 UTC observation, as follows:
Surface winds 340 degrees true at 14 knots, visibility 15 sm, cloud layer 600 feet overcast, temperature 3 degrees Celsius, dewpoint 2 degrees, altimeter 29.48. Remarks: cloud type and coverage was stratus fractus eight-eighths.
The terminal forecast for St. John's Airport from 1700 to 2000 UTC was:
Surface winds 360 degrees true at 20 knots, visibility 3 sm in light drizzle and mist, cloud layers 600 feet overcast, temporarily more than 6 sm visibility, no significant weather, cloud layer 800 feet overcast.
The hourly weather report for Gander Airport at 1800 UTC was:
Surface winds 340 degrees true at 19 knots, visibility 3 sm in light rain and mist, cloud layers 200 feet broken / 600 feet overcast, temperature 2 degrees Celsius, dewpoint 1 degree, altimeter 29.63, recent moderate rain. Remarks: cloud type and coverage was stratus fractus seven-eighths and stratocumulus one-eighth.
A special weather report issued at 1941 UTC was in effect at Gander Airport at the time of the occurrence, as follows:
Surface winds 350 degrees true at 15 knots, visibility 2 ｽ sm in light rain and mist, cloud layer 300 feet overcast, temperature 2 degrees, dewpoint 2 degrees, altimeter 29.63. Remarks: cloud type and coverage was fog two-eighths and stratus fractus six-eighths.
The terminal forecast for Gander Airport from 1600 to 2200 UTC was:
Surface winds 360 degrees true at 20 knots, visibility 3 sm in light rain and mist, cloud layers 300 feet broken / 600 feet overcast.
There was no SIGMET or pilot report (PIREP) in effect for the area at the time of the occurrence.
1.8 Aids to Navigation
The pilot was assisted in his navigation by radar vectors and the use of the onboard global positioning system (GPS). There are no ground-based aids to navigation at the Clarenville Airport.
Communications were maintained between the aircraft and Gander ACC until just prior to impact with the ground.
1.10 Aerodrome Information
Clarenville Airport is certified and operated by the Government of Newfoundland and Labrador. The single runway (08/26) is 3 933 feet long. The airport is suitable for PC-12 aircraft visual flight rules (VFR) operations.
1.11 Flight Recorders
The aircraft was not equipped with a flight data recorder or a cockpit voice recorder, nor was either required by regulation.
1.12 Wreckage and Impact Information
1.12.1 Site Examination
The first impact was with the tops of four small spruce trees at the edge of the bog. The angle at which the tops of the trees were broken is consistent with the aircraft being in a 15-degree, left-bank attitude when it struck the trees. The first ground impact was when the left wing tip contacted the bog approximately 63 feet beyond the broken trees and dug a 58-foot-long gouge in the bog on a heading of 270 degrees. The outboard six feet of the left wing was located at the end of the long gouge. The next point of contact with the ground was a large oval-shaped crater 20 feet beyond the end of the gouge. The shape of this crater is consistent with the aircraft fuselage striking the ground at this point. The engine and engine mount separated from the aircraft in the area of the large crater. After the initial fuselage ground contact, the aircraft skipped forward approximately 75 feet while rotating counterclockwise through approximately 180 degrees, before touching the ground again with the trailing edges of first the right wing, then the left wing. This is consistent with impact marks on the trailing edge of the right wing and is probably the initiation point for the remainder of the left wing separating from the aircraft. The aircraft then skipped another 75 feet, still rotating counterclockwise, before coming to rest on a heading of 225 degrees, with the engine underneath the right wing. The left wing, which separated from the aircraft at the root, was wedged in the ground, underneath the tail of the aircraft. Heavy oil streaks were observed along both sides of the fuselage, as well as lighter traces of oil on top of the fuselage. There was oil on the windscreens during flight, which affected the pilot's ability to see outside, but the windscreens broke out of the aircraft during impact, and it was not possible to determine how much oil had been on them.
1.12.2 Engine History
The engine, Pratt & Whitney (P&W) PT6A-67B, serial number PR0003, was installed as original equipment on the aircraft. On 19 September 1997, at 1 825 total engine hours, the engine was removed from service and sent to P&W for examination and repair due to regular findings of carbon in the oil filter and discolouration of the oil. After repair, the engine was reinstalled in the aircraft on 09 March 1998. On 04 May 1998, at 2 387 total hours, the compressor was borescoped in response to an unconfirmed change in the gas producer run-down time; no defects were found. The starter-generator garlock seal and oil pressurizing valve were replaced at this time due to oil consumption reported at two quarts in 12 hours of engine operation. On 05 May 1998, at 2 400 total hours, the fuel control unit and high-pressure fuel pump were replaced due to slow starting. On 09 May 1998, the starter-generator garlock seal was again replaced due to continued high oil consumption; there were no further reports of high oil consumption. Analysis of oil samples taken on 12 May 1998 did not indicate engine deterioration.
A review of the journey log sheets back to when the occurrence engine was re-installed in the aircraft showed a consistent variance for recorded oil pressure entries from one pilot to the next. The range was from 110 to 125; however, the recording for each individual pilot was always consistent. The pattern in which these oil pressure variations appear suggests that they were due to the manner in which the oil pressure was being read and recorded by each pilot, rather than being actual variations in oil pressure.
1.12.3 Engine Teardown and Examination
The engine was shipped to the P&W facility in Longueuil, Quebec, where a teardown examination was conducted under the supervision of a TSB investigator. It was determined that the engine failed as a result of an interruption of oil flow to the first-stage planet gear assembly in the RGB. There was no service history of a similar failure and, despite extensive examination and testing on the engine and related systems and components, no cause for the interruption in oil flow to the first-stage planet gear assembly could be found. Other noteworthy findings of the teardown examination were that no other areas in the engine had signs of oil supply starvation, including the second-stage planet bearings, and that the power turbine had separated from the reduction gear drive (as a result of the oil flow interruption), shedding its blades from the resultant overspeed condition. (The blades were contained within the engine casing.)
1.13 Medical Information
There were no indications of pre-existing medical conditions that would have adversely affected the pilot's performance.
There were no signs of pre- or post-impact fire.
1.15 Survival Aspects
The passenger cabin remained intact, and the main cabin door, the cargo door, and the over-wing exit were all operable. The forward passenger seat on the right-hand side became detached from the seat rails during the accident sequence. Neither the seat rails nor the seat-to-rail attachment points exhibited any signs of damage, and the locking mechanism functioned as designed; this suggests that the seat may not have been locked in place.
The pilot and company observer were trapped in their seats by the rearward displacement of the instrument panel and the upward displacement of the cockpit floor during impact. One of the passengers took charge of getting the other passengers out and away from the aircraft and of providing first aid care to the pilot and the observer. He then collected some fuel that was spilling from a ruptured fuel line and started a fire to keep the passengers warm.
Upon being notified of the impending crash, the RCMP activated the local ground search-and-rescue team and chartered a helicopter from a local operator. An air search was conducted in the general area of the accident before a signal flare was seen. The accident site was located at 1845, approximately one hour after the accident had occurred. A search-and-rescue Labrador helicopter arrived at the scene at 1900, and all the occupants were evacuated from the scene by 2045.
This was the aircraft's first flight since the ELT had been removed for maintenance. The general location of the aircraft was known, the crash site was in a large open bog, one of the passengers was able to fire a flare, and the ceiling and visibility allowed a visual air search. Therefore, the absence of an ELT did not have a detrimental effect on locating the aircraft. However, the remoteness of the flight's planned route supports the importance of an ELT.
1.16 Tests and Research
No tests or research were conducted.
1.17 Organizational and Management Information
At the time of the occurrence, the company operated two aircraft, a Beech 1900 and the Pilatus PC-12. The Beech 1900 was used primarily for cargo operations and occasionally for passenger-carrying charter flights. The primary use of the PC-12 was cargo operations; it was also used for scheduled passenger flights which consisted of a once-daily Goose Bay-St. John's-Goose Bay flight, six days a week. The PC-12 aircraft was changed from passenger configuration to cargo configuration and vice versa during the station stops in Goose Bay, which were approximately 30 minutes in duration. The company observer usually installed the seats.
1.18 Additional Information
1.18.1 SEIFR Flight
Prior to adopting a policy on the carrying of passengers on SEIFR flights, Transport Canada (TC) conducted a study on SEIFR and published a position paper in December 1993. The paper concluded that the proven reliability of modern turbine engines installed in modern, factory-built, turbine-powered airframes with modern avionics made SEIFR feasible and that the risks inherent in such a policy were manageable. The results of the study were submitted to TC's System Safety Directorate for an independent operational safety review. The Directorate, after studying all aspects of the policy and discussing it with other technical experts, concluded that the risks were indeed manageable. Finally, the proposed policy was subjected to consultation with interested segments of the Canadian aviation industry and, after no dissenting opinions were received, CAR 703.22 and CASS 723.22, the regulation and standard governing the transport of passengers in single-engined aircraft, came into effect.
Included in the proposed SEIFR policy was a condition in the required equipment list (REL) for a maintenance system capable of automatically monitoring and recording those parameters critical to engine performance and condition. However, this condition did not form part of the REL outlined in CASS 723.22. The proposed SEIFR regulations for Australia and the Joint Aviation Requirements for Europe do list an automatic trend monitoring system as a condition in the proposed REL. Although the United States Federal Aviation Regulations (FARs) governing SEIFR operations do not call for an automatic trend monitoring system, they do require that the operator's maintenance inspection program include either the manufacturer's recommended trend monitoring program or a Federal Aviation Administration (FAA)-approved trend monitoring program. Canadian regulations do not require a SEIFR operator to incorporate engine trend monitoring in his or her maintenance program. Standard Operating Procedures (SOPs) are a regulatory requirement for commercial operations where the aircraft must be operated by two or more pilots; however, SOPs are not required for commercial single-pilot operations. The operator in this occurrence did not have SOPs pertaining to the operation of the Pilatus aircraft.
1.18.2 Training Requirements for SEIFR
To act as pilot-in-command on aircraft approved for SEIFR flight, pilots are required to have training in an approved synthetic training device (simulator). There is now an approved PC-12 simulator available for training; however, when the PC-12 was first certified for SEIFR flight, there was not. Consequently, TC issued a waiver allowing SEIFR operations in this aircraft, provided the pilots had training on the Cessna 208 simulator. The pilot had completed the required simulator training in the Cessna 208 simulator.
1.18.3 Pilot Decision-Making Training
There is no regulatory requirement for SEIFR operations pilots to have received pilot decision-making (PDM) training. However, this appears inconsistent in that the standard for reduced VFR limits, CASS 723.28 VFR Flight Minima--Uncontrolled Airspace, requires pilots to have PDM training. The occurrence pilot had not attended a course in PDM.
TC-recognized PDM courses must include the following topics:
- The Decision Making Process including modules on psychological factors, levels of performance, and "error trap" phenomena (unsafe actions taken as a result of wrongful assumptions, unsafe conditions or practices).
- Human Error Countermeasures highlighted by relevant case studies of past accidents.
1.18.4 Emergency Procedures
Section 3.6, Engine Emergencies, of the pilot operating handbook (POH) describes the procedures to be followed for low oil pressure indications:
- Indications: EIS caution oil blinking 40/min. (After 20 sec, EIS warning oil blinking 80/min). Oil Px 60 to 90 PSI
- Ng check above 72%
- Torque Reduce to below 24 PSI
- Aircraft Land as soon as practical.
Indications: EIS caution oil blinks 40/min and/or EIS warning oil blinks 80/min. Oil Px below 60 PSI or above 135 PSI.
- Aircraft Land as soon as possible using minimum torque.
If possible always retain glide capability to the selected landing area in case of total engine failure.
The POH does not define the terms "Land as soon as practical" and "Land as soon as possible;" however, these terms are generally accepted to mean the following:
Land as soon as practical--Landing airport and duration of flight are at the discretion of the pilot. Extended flight beyond the nearest suitable airport is not recommended.
Land as soon as possible--Land without delay at nearest airport where a safe approach and landing is reasonably assured.
1.18.5 Previous Low Oil Pressure Indications
A few months prior to this occurrence, during the time when a loaner engine had been installed in the aircraft, the pilot reported that he had experienced, on a couple of occasions, the oil pressure dropping into the lower part of the green band during climb and then returning to normal after levelling off. The pilot reported that he thought that the same thing was recurring on the accident flight and that the unserviceable low oil quantity annunciating system was also related to the low oil pressure indications he was experiencing.
1.18.6 Aircraft Glide Performance Calculations
Calculations determined that if the pilot, at the time engine vibrations occurred, had immediately turned back to Gander and maintained 22 000 feet, he could have reached the airport. It was also determined that if he had remained at 22 000 feet until the engine was eventually shut down, he could have reached St. John's.
The PC-12 maximum operating altitude is 30 000 feet and, for a single-pilot operation with passengers, 25 000 feet. For the purposes of discussing battery and oxygen system requirements, calculations determined that at the optimum glide speed, the aircraft would descend from 30 000 feet to sea level in 32.5 minutes, and the time from 25 000 feet to 13 000 feet would be 11.5 minutes.
1.18.7 Regulatory Requirement for De-icing Equipment
CAR 605.30 requires that the pilot-in-command determine that the aircraft is adequately equipped to operate in icing conditions if icing conditions are reported or forecast. Icing conditions were forecast for the route of flight.
2.1 Engine Failure
The engine failed as a result of an interruption of oil flow to the first-stage planet gear assembly; the cause of the oil flow interruption could not be determined. The chip detector would have increased the probability of giving the pilot advance warning of the impending engine failure and might have influenced his decision making had it been operational in flight.
2.2 Engine Chip Detector
The chip detector system, as installed, is not able to warn the pilot of ferrous material generated by all the engine components. Installation of a second chip detector, in the location of the AGB drain plug, would allow for the monitoring of all the unfiltered oil, and would also indicate the presence of ferrous particles if tied into the existing chip indicating system. The engine chip detecting system, as it is presently configured on the PC-12, does not monitor the entire engine lubricating system for ferrous particles. The engine manufacturer has advised that this chip detecting configuration also exists on the other aircraft types equipped with the PT-6 engine.
2.3 Pilot Decision Making
The first indication of a problem was a lower-than-normal oil pressure gauge reading, followed quickly by a "low oil pressure" flashing caution light, and then a flashing warning light. These progressive indications were designed to alert the pilot to the worsening situation and trigger the required action called for in the POH, i.e. "Land as soon as possible." The onset of engine vibrations was a further indication to the pilot that there was an actual problem.
The pilot believed that what he was experiencing was an indication problem and, consequently, he did not follow the direction of "Land as soon as possible" called for in the POH. The aircraft was 39 nm from the St. John's Airport when the low oil pressure warning light illuminated and, based on the time the engine remained operational after this, a landing under engine power could probably have been carried out in St. John's. The aircraft was 44 nm from Gander at the onset of engine vibrations and probably could have reached that airport if a decision had been made to divert there at that time. Another indication that, to the pilot, it was only an indication problem was his decision to start descending as soon as he commenced the turn back to St. John's. The POH states that, if possible, always retain glide capability to the selected landing area in case of total engine failure. Calculations based on the aircraft performance figure charts indicate that, had the pilot maintained 22 000 feet up to the time the engine failed, the aircraft would have been able to glide to the St. John's Airport.
There were a number of factors that influenced the pilot's decision to return to St. John's. First, he reportedly had previous experiences of the oil pressure diminishing during the climb and then returning to normal; he was expecting this to happen again. He also thought that the low oil pressure indication was related to an unserviceable low oil quantity annunciating system. Further, the weather in Gander, although not below limits, was not as good as the St. John's weather. St. John's was a maintenance base, and the suspected indicating problem could be quickly rectified and the flight could continue; whereas if he diverted to Gander, the aircraft would be grounded. Lastly, the pilot was advised by maintenance, via dispatch, to return to St. John's.
The pilot encountered and failed to recognize an "error trap" (unsafe actions taken as a result of wrongful assumptions). Error traps are covered in TC-recognized pilot decision-making (PDM) courses. The intent of the PDM course is to reduce risks associated with flight by providing pilots with better decision-making skills. The pilot, who had not had PDM training, did not recognize the error trap, and the subsequent delay in the decision making reduced his options when engine shutdown became inevitable.
Ineffective PDM in small air carrier operations has been a matter of concern to the TSB for some time. In 1995, after a spate of occurrences that were linked to ineffective PDM, the Board recommended that:
(A95-11, issued May 1995)
The intent of the recommendation was to communicate the requirement for all aircrew involved in commercial aviation to have the tools and skills needed to reduce the likelihood of inappropriate decisions in the day-to-day commercial flying environment. TC responded to the recommendation by requiring formal CRM and PDM training only for pilots employed by the large commercial air operators (CAR 705 operations). These pilots only receive PDM training during their initial training; there is no requirement for formal recurrent PDM training.
SOPs can also help to improve PDM in complex environments. SOPs can be considered to be decisions, made in advance, that tell a pilot how to safely proceed in an expeditious manner. SOPs help to streamline decision making and are a regulatory requirement for commercial operations where the aircraft must be flown by two or more pilots; however, they are not a requirement for commercial single-pilot operations.
The pilot received his simulator training on the Cessna 208, an aircraft type substantially different from the PC-12. The Cessna 208 is not pressurized, whereas the PC-12 is. Overall, the PC-12 is of a more sophisticated concept and design. An engine failure scenario in the Cessna 208 would not have to take into account high altitude considerations such as passenger welfare, strong upper winds, and temperature change. Provided that complex situations such as impending and eventual engine failure at altitude were emphasized, the provision of PC-12 simulator training would have increased the probability of the pilot making effective decisions in the circumstances of the progressive indications of failure.
2.4 Aircraft Systems
The aircraft battery can provide electrical power for approximately 30 minutes if the electrical load is reduced to below 50 amps. If windshield heat is selected to the "light" setting only, battery power duration is reduced to about 24 minutes. If the aircraft is set up for optimum glide rate, it would take 32.5 minutes to descend to sea level from an altitude of 30 000 feet. In the scenario described above, if windshield heat were selected to the "light" setting, battery power would have been exhausted 8.5 minutes before the aircraft reached the ground. Use of additional equipment during descent, such as windshield heat, landing lights, or attempts at engine restart, would place further demands on the battery's limited supply. In this occurrence, the aircraft stayed airborne for approximately 15 minutes after the engine failed. Therefore, it is probable that the battery would still have been able to power the essential instruments even if windshield heat remained selected "on."
Notwithstanding, the CARs do not require that SEIFR aircraft have a sufficient emergency electrical supply to power necessary electrical systems throughout the entirety of an engine-out let-down from the aircraft's maximum operating level at an optimal glide speed and configuration. Other rule-making authorities have recognized that standard battery supplies are inadequate for emergency SEIFR purposes. This is reflected in the Australian SEIFR requirement for emergency electrical supply, and a similar requirement is proposed in the European Joint Aviation Requirements--Operations (JAR-OPS) SEIFR draft regulations.
The oxygen system is designed to provide oxygen to the crew and passengers for ten minutes. From 25 000 feet (the maximum altitude for passenger carriage in single-pilot IFR operations) it would take 11.5 minutes to descend to 13 000 feet at the optimum glide rate. The oxygen would be depleted 1.5 minutes prior to reaching 13 000 feet. The CARs do not require that pressurized SEIFR aircraft have sufficient supplemental oxygen to allow for an optimal glide profile during an engine-out let-down from the aircraft's maximum operating level until a cabin altitude of 13 000 feet is attained.
Since the introduction of the Canadian SEIFR authority in 1993, significant advances have been made in aircraft equipment technologies. GPS satellite navigation in commercial navigation is now common, and automatic engine health and usage monitoring systems (HUMS) and advanced onboard oil debris monitoring systems that can detect non-ferrous oil debris particles are more available. The Australian regulatory authority introduced SEIFR rules, after Canada had done so, and incorporated some of these newer systems into its SEIFR rule. The Australians also require that electrical equipment such as landing lights and radar/radio altimeters be capable of being powered by the aeroplane's emergency electrical supply system (battery). The landing lights and radio altimeter on the accident Pilatus were capable of being powered by the battery; however, this was not a requirement of the Canadian rule.
2.5 De-icing Equipment
Weather information provided to the pilot showed that icing was forecast along the route of flight. CARs require that the aircraft's de-icing equipment be serviceable prior to departure; however, the aircraft departed with an inoperative wing de-icing system.
Had the pneumatic de-icing boots been serviceable for the flight, they would have been rendered inoperative after engine shutdown; consequently, the pilot would have been unable to clear ice from critical surfaces during an engine-out let-down through icing conditions. Even small amounts of ice on critical surfaces can have an adverse effect on aircraft handling characteristics, gliding performance, and stall speed. The pilot would need to be aware of this and allow for the adverse effects during the let-down and landing phase.
The pilot did not follow the prescribed emergency procedure for low oil pressure, and the engine failed before he could land safely. The pilot's decision making was influenced by his belief that the low oil pressure indications were not valid. The engine failed as a result of an interruption of oil flow to the first-stage planet gear assembly; the cause of the oil flow interruption could not be determined.
4.1 Action Taken
4.1.1 Chip Detector Operability
As the chip detector was rendered inoperable when the landing gear was retracted, the aircraft did not meet the approval requirements for SEIFR flight, which requires a chip detector system to warn the pilot of excessive ferrous material in the engine lubricating system. When apprised of the situation, TC, on 15 July 1998, sent a letter to all TC regional managers for redistribution to all operators of Canadian-registered PC-12 aircraft advising them that they had 90 days to modify their aircraft to make the chip detector functional in all regimes of flight.
4.1.2 ELT Availability
There is a proposed CAR amendment which will allow CAR 703 air taxi operations for up to thirty days without an ELT on board. For private owners, or operators who have a low aircraft utilization rate and low overall risk, 30 days may be an appropriate period of time to allow flight without an ELT; however, for commercial operators with a high utilization rate, or for those who are performing operations that involve greater risk, 30 days may represent an unacceptable period of operation for flight without an ELT. Therefore, the TSB forwarded a Safety Advisory letter to TC which suggested that TC consider a further reduction or elimination of the 30-day allowance for commercial operators.
There is also a Notice of Proposed Amendment to reduce the allowable time period for flight without an operable ELT for aircraft operated under CAR 705 and CAR 704.
4.1.3 Emergency Procedures Terminologies
Some aircraft manufacturers define the terms "possible" and "practical", and employ only these defined terms. Similarly, TC, in its Extended Range Twin-Engine Operations (ETOPS) Manual, defines "suitable" and "adequate" airports. This reduces subjectivity and allows all involved (manufacturers, pilots, dispatchers, and maintenance personnel) to accurately and similarly gauge the degree of urgency related to an airborne emergency. Consistent interpretation of terminology related to emergency procedures is necessary to ensure an appropriate response. Consequently, the TSB, on 18 June 1998, forwarded a Safety Advisory letter to TC to suggest that TC consider a means to standardize these terms throughout the aviation industry.
TC responded to the Safety Advisory letter by issuing, on 21 October 1999, Commercial and Business Aviation Advisory Circular (CBAAC 0163), which deals with "standardisation of terminology related to aircraft emergency procedures." TC has also asked Pilatus Aircraft to review the PC-12 POH with regard to this subject and has recommended that the POH include comprehensive definitions of the terms that are used.
4.2 Action Required
4.2.1 Oxygen System Requirements
The requirement for pressurized aircraft to carry a supplemental oxygen supply is set out in CAR 605.31. The CAR requires a ten-minute minimum supply of oxygen for passengers and crew, or an amount sufficient to allow an emergency descent to below 13 000 feet, whichever is greater. The standard oxygen system on board the Pilatus PC-12 meets the requirements set out in these CARs (ten minutes). The SEIFR rule does not stipulate any additional oxygen equipment requirements.
According to the POH, the standard PC-12 oxygen system is "for use by crew and passengers in the event of contaminated air being introduced into the cabin or a loss of pressurization with a rapid descent to lower altitudes." The system "will supply two crew and nine passengers for a minimum of 10 minutes in which time a descent from 30 000 feet to 10 000 feet is performed." A rapid descent is the best course of action for air contamination or depressurization while under power; however, if the aircraft loses pressurization due to engine failure, a rapid descent would compromise the aircraft's glide profile and lessen the chances of reaching a suitable aerodrome.
Maintaining the aircraft's optimal glide profile is a fundamental aspect of coping with a total power loss. But, in a high-altitude engine failure scenario, the need to maintain optimal glide speed is at odds with the requirement to descend rapidly to below 13 000 feet due to depressurization and limited supplemental oxygen reserves. The PC-12 POH states that at the PC-12's optimum engine-out glide configuration, it would take 16 minutes to descend from 30 000 feet (the maximum altitude for PC-12 dual-pilot operations) to 13 000 feet. In a descent from 30 000 feet, supplemental oxygen would have been depleted six minutes prior to reaching 13 000 feet; from 25 000 feet (the maximum altitude for single-pilot operations), it would take about 11.5 minutes for the descent. Although the PC-12 meets CAR requirements for oxygen equipment, the standard oxygen supply carried is insufficient to allow engine-out let-down using the optimal glide profile while at the same time maintaining oxygen reserves.
The oxygen equipment and supply regulation predates SEIFR operations and has not been amended since the implementation of the SEIFR policy. The rule does not reflect the requirement for single-engine aircraft to maintain an optimal glide profile throughout the entirety of an engine-out descent. Other regulatory authorities have recognized the need for a specific oxygen equipment rule for SEIFR operations. The Australian Civil Aviation Safety Authority (CASA) SEIFR rule requires that pressurized SEIFR aeroplanes be equipped with "sufficient additional oxygen for all occupants to allow the descent from cruising level following engine failure to be made at the best range gliding speed and in the best gliding configuration, assuming the maximum cabin leak rate, until a cabin altitude of 13 000 feet is reached." European JAR-OPS SEIFR draft regulations propose the same oxygen rule.
Although oxygen supply was not a factor in this occurrence, it has been demonstrated that pressurized SEIFR aircraft operating in Canada may have insufficient oxygen reserves to allow for an optimal engine-out descent from maximum operating level. Therefore, the Board recommends that:
4.2.2 Electrical System Requirements
The SEIFR requirement for electrical power is for two independent power generating sources, either of which is capable of sustaining essential flight instruments and electrical equipment. The PC-12 meets this requirement with two generators. According to the PC-12 POH, the battery provides power for engine starting, and can also provide power to essential electrical systems for 20 minutes in the event of a dual generator or engine failure if the electrical load is less than 60 amps. If the load is reduced to below 50 amps, the battery should last for 30 minutes. Maintaining optimal glide performance after an engine failure is fundamental and, during the glide, the aircraft battery is the sole source of electrical power. Instrument meteorological conditions may exist during the descent, and, therefore, it is crucial that the battery be capable of powering the flight instruments until landing.
At the PC-12's optimal glide speed and configuration, it would take about 32 minutes to descend from 30 000 feet to sea level; a glide from 25 000 feet would take about 28 minutes. The typical electrical load from essential equipment on the PC-12 is about 50 amps, and according to the aircraft manufacturer, a 70%-capacity battery with a rated battery power of 40 amp hours can supply this load for 31 minutes. Powering only the essential instruments and lights, battery power might be nearly or completely spent prior to touchdown. It may also be necessary to power other electrical systems, further reducing battery life. An attempted engine re-light or the use of a landing light at night would both place a large draw on a battery. Electric windshield heat may also be required. With the pilot windshield heat continuously on light mode, the estimated battery life is 24 minutes; on heavy mode, the estimated life is only 22.5 minutes, which is below the optimal gliding time from the maximum operating altitude.
Other rule-making authorities have recognized that standard battery supplies are inadequate for emergency SEIFR purposes. The Australian SEIFR requirement for emergency electrical supply is for a system of:
European JAR-OPS SEIFR draft regulations have proposed a similar requirement.
The standard emergency power supply (battery) on SEIFR aircraft may be insufficient to power essential aircraft electrical systems throughout an engine-out descent from maximum operating altitudes at the optimal glide configuration and speed, and there is no CAR requirement that such a system be required. Therefore, the Board recommends that:
4.2.3 Engine Chip Detector Requirements
The SEIFR equipment standard requires a chip detector system to warn the pilot of excessive ferrous material in the engine lubrication system(4). The chip detector on the accident PC-12 was designed to be disabled in flight and did not meet the intent of the equipment standard. TC has since advised operators of the PC-12 to install an engine chip detector that functions in all regimes of flight.
The chip detector system on board the PC-12 is installed at the six o'clock position in the RGB. Only the oil lubricating the RGB and a portion of the lubricating oil from the number three and four engine bearings pass over the chip detector before returning to the scavenge oil pump. None of the lubricating oil from the number one and two engine bearings and none of the oil from the AGB pass over a chip detector before returning to the scavenge oil pump. Oil from these areas goes first through the scavenge oil pump, then through the pressure pump and oil filter, before returning to lubricate the engine components. Therefore, metal generated in these areas would be filtered out prior to encountering the chip detector in the RGB. The chip detector system, as installed, is still not able to warn the pilot of ferrous material generated by all the engine components. Installation of a second chip detector, in the location of the AGB drain plug, would allow for the monitoring of all the unfiltered oil, and could also indicate the presence of ferrous particles if tied into the existing chip indicating system. The engine manufacturer has advised that this chip detecting configuration also exists on other aircraft types equipped with the PT-6 engine.
The engine chip detecting system, as it is presently configured on the PC-12, does not monitor the entire engine lubricating system for ferrous particles, and other aircraft types using the PT-6 may be similarly configured. Therefore, the Board recommends that:
4.2.4 Engine Trend Monitoring Requirements
Prior to the implementation of the Canadian SEIFR regulation, TC staff produced a position paper which proposed means of managing the associated risk. One of the proposals was for an engine performance monitoring system capable of monitoring engine parameters and comparing actual engine performance against the ideal. This system would provide operators with early indications of engine damage and deterioration. The final SEIFR rule, however, did not include a requirement for such a system.
The Australian CASA has included a requirement for automatic engine performance and condition monitoring, and the draft European policy has adopted this requirement. The FAA requires an inspection program that incorporates either the manufacturer's recommended engine trend monitoring program, which includes an oil analysis, if appropriate, or an FAA-approved engine trend monitoring program that includes an oil analysis at defined intervals.
TC initially proposed an engine monitoring system, and other regulating authorities have recognized the value of these systems and have included the requirement. These systems can provide early warning of engine deterioration and of the necessity to conduct an early removal and overhaul of the engine. Therefore, the Board recommends that:
4.2.5 Additional Equipment Requirements
Since the introduction of the Canadian SEIFR authority in 1993, significant advances have been made in aircraft equipment technologies. GPS satellite navigation in commercial navigation is now common, and automatic engine HUMS and advanced onboard oil debris monitoring systems that can detect non-ferrous oil debris particles are more available. The Australian regulatory authority has incorporated some of these newer systems into its SEIFR rule. The Australians have also required that electrical equipment such as landing lights and radar/radio altimeters be capable of being powered by the aeroplane's emergency electrical supply system (battery). There are several other equipment requirements listed in the Australian rule that are not part of the Canadian rule, but which are worthy of consideration. These items include:
These items would help either to prevent a loss of engine power or to lessen the adverse consequences of an engine-out occurrence.
The 1993 Canadian SEIFR policy was ground-breaking and has led the way for other regulatory agencies to introduce SEIFR. However, it appears that the subsequent rule-making activity by these other aviation authorities is resulting in SEIFR equipment requirements that are more stringent than the Canadian rule. New aircraft equipment technologies and changes to how old equipment is fitted on SEIFR aircraft could serve to lessen the occurrence or consequence of a SEIFR engine failure. Therefore, the Board recommends that:
4.2.6 Pilot Decision Making
In this occurrence, the pilot misdiagnosed the oil pressure indication. He therefore did not see the need to "land as soon as possible", and the engine failed before he could land safely. The pilot's decision making was influenced by his mistaken belief that the low oil pressure indications were not valid. The pilot encountered and failed to recognize an "error trap". The TSB has previously issued a recommendation (A95-11) on CRM and decision-making training for all operators and aircrew involved in commercial aviation. Ineffective PDM in small air carrier operations is still a matter of concern to the TSB. No specific decision-making course is required for SEIFR qualification, yet this training is required to receive operating qualifications in less complex environments, such as for flights in reduced VFR limits.
The only regulatory requirement for commercial pilots to undergo formalized PDM training is the CASS requirement for pilots operating in reduced visibilities. According to TC's Safety in Air Taxi Operations (SATOPS) report, "The association of the one-time PDM course with operations in reduced visibilities is not considered to be appropriate especially with the changing information on human factors and decision making." The SATOPS report also states that "The 'standard' course that is available contains out-of-date information and does not meet the needs of the industry."
TC developed the Pilot Decision-Making Course in the 1980s. Theories and models of human behaviour and pilot decision making have changed since then, but the current curricula have not been modified to reflect these changes. The value of PDM training has been generally recognized throughout the aviation industry. According to TC's SATOPS report, "Pilots and operators believe that PDM training can be very beneficial and practical for day-to-day operations. Some even believe that the course should be mandatory for pilots and management."
Simulator training that emphasizes decision making in complex environments is a very effective means of honing PDM skills.
The accident pilot did not have formal PDM training, company SOPs, or PC-12 simulator training to help him formulate his decision. Without a systemic approach to improving PDM, accidents resulting from ineffective decisions in complex situations will continue to affect commercial operations. The Board believes that improved formal PDM training is a necessity for all commercial pilots. The Board also believes that SOPs and an increased emphasis on appropriate decision making throughout pilot training and during all of a pilot's flying-related activities will serve to reduce the occurrence of PDM-related accidents. Therefore, the Board recommends that:
This report concludes the Transportation Safety Board's investigation into this occurrence. Consequently, the Board authorized the release of this report on 04 February 2000.
The following TSB Engineering Branch Reports were completed:
LP 87/98?Engine Components Analysis
LP 115/98?TAT Oil Cooler Analysis
These reports are available from the Transportation Safety Board of Canada upon request.
|ACC||Area Control Centre|
|agl||above ground level|
|ATPL||airline transport pilot licence|
|CARs||Canadian Aviation Regulations|
|CASA||Civil Aviation Safety Authority|
|CASS||Commercial Air Service Standard|
|CBAAC||Commercial and Business Aviation Advisory Circular|
|CRM||crew resource management|
|ELT||emergency locator transmitter|
|EIS||engine instrument system|
|ETOPS||extended range twin-engine operations|
|FAA||Federal Aviation Administration|
|FARs||Federal Aviation Regulations|
|GPS||global positioning system|
|HUMS||health and usage monitoring system|
|IFR||instrument flight rules|
|JAR-OPS||Joint Aviation Requirements--Operations|
|NDT||Newfoundland daylight saving time|
|Ng||gas generator speed|
|PDM||pilot decision making|
|POH||pilot operating handbook|
|PSI||pounds per square inch|
|P & W||Pratt & Whitney|
|RCMP||Royal Canadian Mounted Police|
|REL||required equipment list|
|SATOPS||safety in air taxi operations|
|SEIFR||single-engine instrument flight rules|
|SIGMET||significant meteorology reports|
|SOPs||standard operating procedures|
|TSB||Transportation Safety Board of Canada|
|UTC||coordinated universal time|
|VFR||visual flight rules|
1. See Glossary at Appendix B for all abbreviations and acronyms.
2. All times are NDT (coordinated universal time [UTC] minus 2.5 hours) unless otherwise stated.
3. CASS 723.22 (2)(d) Transport of Passengers in Single-Engined Aeroplanes.
4. CASS 723.22 (1)(d). | aerospace |
http://www.ottermatics.com/lancair | 2019-02-23T23:50:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249556231.85/warc/CC-MAIN-20190223223440-20190224005440-00529.warc.gz | 0.962462 | 120 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__65333834 | en | The engineering side of Ottermatics has a deeply rooted background in aerospace engineering. We love learning and solving challenges in one of the most innovative engineering disciplines, and flight testing allows just that.
Ottermatics engineers helped with flight testing and analysis of one of the more famous Lancair 360 aircraft. This specific aircraft has been heavily modified for increased performance. The team quantified the performance gains of some of the more innovative features of this aircraft as well as study some of the short-falls of the configuration (namely aircraft stability).
The work is regularly showcased in the industry and academia. | aerospace |
https://www.jet-ops.com/seaplane-charter-services/ | 2019-07-18T06:55:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195525524.12/warc/CC-MAIN-20190718063305-20190718085305-00132.warc.gz | 0.929457 | 738 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__59471981 | en | Jet Ops operate flights for Seawings and provides seaplane charter services to a range of clients. We understand seaplanes from the inside, and ensure everyone can enjoy the benefits. All our aircraft charters are fully customisable for every client and designed using a consultative approach.
Jet Ops, the seaplane private operator of the UAE offers Seaplane Charter Services across the UAE and beyond.
Fly on a private charter between 27 different water and landing strips across the UAE or go further to Oman, Bahrain and Doha.
Fly in style and comfort to your destination with a Jet-Ops Seaplane transfer.
Versatile Seaplane Charters in the UAE
Back in the 1930’s, luxury seaplanes regularly landed on the Dubai Creek as they carried passengers from the UK to India. While these flying boats disappeared in the 1950’s, they’ve been revived by Jet Ops and our experienced team of specialist seaplane staff. These amphibious aircraft are more versatile that typical private jet charters, revelling in their ability to land on both water and runways. This creates a flexible array of landing locations and flight routes that traditional aircraft are unable to match. While our seaplanes can land at the international airports, they can also touch down on various strips of water around the Arabian Gulf.
We currently operate a fleet of Cessna 208 Caravans that have been custom-made to provide all passengers with uninterrupted aerial sightseeing over the Emirates. Nine spacious leather seats are complemented with personal viewing windows and the cabin is fully air-conditioned. The engine whirl of a seaplane is far quieter than with a Dubai helicopter charter and there’s always an exhilaration to taking off and landing on the water.
Premium Transfers with Seaplane Charter
Every seaplane charter provides a sublime air tour as standard. These amphibious aircraft are used for sightseeing flights by Seawings, an experience that the New York Times rated as the number one thing to do in Dubai. But there’s far more to the seaplane journey than aesthetics. A seaplane remains the most efficient and flexible air charter found in the UAE. Able to operate during all daylight hours, these charters provide point to point routes that remove or dramatically reduce land transfers.
For corporate and private individuals, a seaplane charter provides expedited travel between destinations all across the region. There are no traffic queues, road signals, or circular routes around the mountains. Seaplanes are fast and efficient while providing immediate access to a huge range of five-star resorts, sports venues, destinations, and conference venues across the Emirates. Rather than go through the main entrance you can land on a private beach and step straight from the plane into your destination.
Seaplane Charter for Multiple Uses
Our seaplanes are chartered by a rich variety of clients. They’re used by wealthy individuals on vacation to the UAE, particularly those looking for exclusive transfers to remote resorts in Zighy Bay or Sir Bani Yas. Corporate clients use the seaplanes as incentives to reward staff and premium experiences to impress new clients. Couples charter the Cessna 208 Caravan for a honeymoon celebration while conference organisers charter multiple seaplanes to move hundreds of guests in a tight time period.
These seaplane charters are fully customised for every client and every engagement. Charters includes customising routing (if required), pre-flight refreshments, plus the unique experience of taking off and landing on the water. With dozens of departure locations to choose from, an exclusive seaplane flight is a fusion of memorable air tour and convenient aerial transfer. | aerospace |
http://en.beidou.gov.cn/ | 2014-03-14T12:47:46 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394678693008/warc/CC-MAIN-20140313024453-00002-ip-10-183-142-35.ec2.internal.warc.gz | 0.897506 | 219 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__72039142 | en | - News Center
- Special Topic
China Satellite Navigation Office (CSNO) and Thailand Geo-Informatics and Space Technology Development Agency （GISTDA）held the second round of talks on Sino-Thai Cooperation in the field of satellite navigation on Feb. 26, 2014 in Beijing. Delegates from the Thailand were headed by Dr. Anond Snidvongs, the Executive Director of GISTDA.
At the 62nd RAN 3GPP plenary session in December 2013, technical standards of LTE and UMTS base station assisting Beidou navigation satellite system (BDS) have been approved. It marks that BDS has gained initial results for incorporating in 3GPP standard, which also means that BDS cell phone kicked off to the world market.
(Reporter Zhang Xiang) On December 27th, 2013, the first anniversary of BeiDou Navigation Satellite System providing full operational regional service was held in Beijing. China Satellite Navigation System Management Office Director Ran chengqi announced the BeiDou Navigation Satellite System Public Service Performance Standard at the ... | aerospace |
https://www.barringtoncollege.edu.au/cert-3-aviation-avi30316/ | 2021-05-10T05:03:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989030.87/warc/CC-MAIN-20210510033850-20210510063850-00586.warc.gz | 0.904033 | 1,071 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__114750607 | en | Certificate III in Aviation Qualification
24 months flexible study.
Not only are our courses the highest quality, with world class trainers, but we also offer some of the most affordable choices in Australia.
For more details and a full price breakdown of this course download our Course Programs Brochure!
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Blended delivery with the knowledge components undertaken online and the practical components undertaken in 1 x 5-day block.
It is anticipated that the theoretical knowledge components will require up to six months to complete. Students must be deemed satisfactory in theoretical knowledge components before they can nominate their required practical block from a published practical training calendar.
For CASA accreditation as RePL and AROC, students must undertake additional CASA accredited testing after successful completion of the AVI30316 Certificate III in Aviation (Remote Pilot – Visual Line of Sight). Students must have evidence of a minimum of 5 hours actual flight time before they can apply for the RePL.
There is an additional cost for this testing unrelated to the course price.
This qualification consists of 14 units to complete
• AVIE0001 Operate aeronautical radio
• AVIF0013 Manage human factors in remote pilot aircraft systems operations
• AVIF3023 Apply regulations and policies during remote pilot aircraft systems operations
• AVIH3019 Navigate remote pilot aircraft systems
• AVIK3002 Use infotechnology devices in an aviation workplace
• AVIW3037 Manage remote pilot aircraft systems pre- and post-flight actions
• AVIW3038 Operate and manage remote pilot aircraft systems
• AVIY3073 Control remote pilot aircraft systems on the ground
• AVIY3074 Launch remote pilot aircraft systems
• AVIY3075 Control remote pilot aircraft systems in normal flight
• AVIY3076 Recover remote pilot aircraft systems
• AVIY3077 Manage remote pilot aircraft systems in abnormal flight situations
• AVIY3078 Manage remote pilot aircraft systems energy source requirements
• AVIZ3052 Apply situational awareness in remote pilot aircraft systems operations
Start Your Learning at Your Convenience
A rolling intake allowing you to start the course whenever suits you. Study with flexible learning options and ongoing support.
There are no entry requirements for this qualification.
How to Enrol – a quick guide
- Fill out the relevant application form on the enrolment page (you can download a PDF form if you have an older browser or a slow internet connection).
- Submit the online form or send your completed PDF application form to [email protected]
- We will review your application form, if you are accepted, you will receive a "Letter of Offer" via email
- Sign and return via email the written acceptance offer to Barrington College Admissions Officer together with payment, for the amount specified in the "Letter of Offer". Call us on +617 55625700, if you require any assistance.
The following information will be provided to students at the beginning of each course
- A course outline indicating units of work, units of competency, assessment requirements, materials and equipment required
- A student handbook
- RPL process and complaints and appeals processes will be discussed
- Vocational outcomes and opportunities will be discussed/credit transfers will be outlined
- Work placement application form if required
Prior to enrolment, prospective students will receive a letter of offer which contains information on fees and charges, code of practice and refund policy. The course guide and student handbook are also available on our website. This contains information on entry requirements, the induction and orientation procedure, payment options and unit details. In order to apply for enrolment students must return the signed letter of offer, this process ensures enrolment. Course content and assessment procedures are explained and vocational outcomes are outlined in the course handbook and covered during the students orientation procedure in the first session.
This nationally recognised qualification is valued by industry. This course, provides a solid foundation for those seeking a career within the industry.
Recognition of Prior Learning is the process of formal recognition for skills and knowledge gained through previous learning such as:
- Life experiences
- Previous formal learning
- Recreational or personal interests
You may be eligible for Recognition of Prior Learning for part or all of your intended study, based on your previous experiences and learning. For more information regarding RPL and how to apply, please discuss this with your educator.
You may be eligible for a credit transfer if you have previously undertaken training through a Registered Training Organisation. Credit transfer may be granted for one or more units or a full certificate level.
Three major factors need to be considered:
- How current the qualification is
- Mapping to the current training and
- If the training was undertaken with a Registered Training Organisation.
If you think you may be eligible for a credit transfer you will need to provide the following:
- The original Statement of Attainment and/or Certificate for your educators to sight
- A copy of the Statement of Attainment and/or Certificate
- Or a certified copy of your qualification signed by a Justice of the Peace (JP) | aerospace |
https://www.wfsb.com/news/technical-issue-grounds-southwest-airlines-flights-including-in-ct/article_4977f5aa-5469-11e9-8526-3b6de8f412b3.html | 2019-05-22T08:48:06 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256778.29/warc/CC-MAIN-20190522083227-20190522105227-00534.warc.gz | 0.98157 | 381 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__20089961 | en | WINDSOR LOCKS, CT (WFSB) - A technical issue grounded flights from a number of airlines across the country, including at Bradley International Airport in Windsor Locks.
However, flight operations were resuming as scheduled as of 7:45 a.m.
"A number of Southwest flights were temporarily delayed [Monday] morning due to a nationwide technical issue," said Alisa D. Sisic, Connecticut Airport Authority. "Specifically, five outbound flights and four inbound flights were delayed due to the issue. At this time, their flight operations are returning to normal schedules."
Bradley also confirmed the issue affected flights with Southwest Airlines, United Airlines, Jet Blue, Alaska Air and Delta.
"But at this point, all of their flight schedules are returning back to normal," Sisic said.
Southwest Airlines issued a statement to Channel 3 on Monday morning.
"Southwest Airlines has issued a ground stop this morning as a result of a technology outage involving a vendor that provides aircraft weight and balance data," said Dan Landson, Southwest Airlines spokesperson. "We appreciate our customers patience as we work with our partner to resolve the issue as quickly as possible."
In video obtained by Channel 3 from a Southwest Airlines passenger from Plainfield, an announcement was heard explaining that there was a issue with "weight balance data."
Through its Twitter account, Southwest responded to customers who asked about the delays.
"We don't currently have an ETA, but are working diligently to overcome this," the airline posted. "We appreciate your patience with us in the meantime."
Delta also posted a response to customers through its Twitter account.
"I completely apologize, we are currently experiencing a system-wide outage," it said. "We are working diligently to get it back up and running. We do not have a specific time as yet." | aerospace |
https://deiropalto.web.app/1366.html | 2021-05-06T01:38:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988724.75/warc/CC-MAIN-20210505234449-20210506024449-00258.warc.gz | 0.897696 | 2,874 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__17575372 | en | With this bonus, youre going to have the ultimate flight sim package. Designed by pilots for pilots and serious aviation enthusiasts, flight simulator delivers a new level of realism, detail depth and interactive excitement. Microsoft flight simulator 2002, professional edition is the latest version of microsofts highly realistic aviation simulationthe topselling pc flight simulation ever produced. Flight simulator came with a seven page quick reference guide, a 32page before you fly handbook, and a 70page manual called the air traffic controller handbook that tells you how to interact with and use the new atc features in the game. In this video, i will show you how to run microsoft flight simulator 2004 in windows 10. Visit the website view the manual view update history read.
Microsoft flight simulator x and windows 10 i installed windows 10 and the only program that does not work correctly is microsoft flight simulator 10. On the desktop there is no shortcut to run the programme. Well, if im not mistaken, its made for windows 95, thus it may not actually work. Problem with flight sim pro 2002 just loaded flight sim pro 2002 into windows 10 on my hp pavilion dv7 notebook. Manual installer downloads are provided here for legacy reasons, and as a backup routine if there are any issues with updating through the manager. This site is not directly affiliated with microsoft. Most popular community and official content for the past week. Discussion in windows 10 gaming started by wishbone342, feb 19, 2019.
Download this game from microsoft store for windows 10, windows 8. Microsoft flight simulator 2002 logitech extreme 3d pro joystick pc silverblack. In addition, the latest launcher includes a new aircraft center where you can select and download aircraft right within the simulator. It was officially released to the us market on october 17, 2006. Flight simulator 2004 is not running on windows 10 flight. Alot of people have wondered whether fsx is even compatible with. Take to the skies in the worlds favourite flight simulator. Downloads pc doswindows game manuals replacementdocs. How to install addon aircraft to microsoft flight simulator. If you manually change the settings to higher settings, you may experience. With considerable effort using dxwnd, janes fa18 will run in windows 10, but i highly recommend an old windows 9898se or windows xp pentium 4 machine with a geforce 4era gpu. Now that i have upgraded by purchasing windows 10, it does not work. Then in 2015, it was revamped and thatw what gave rise to the microsoft flight simulator x steam edition.
Without going too deeply into the technicalities, the autogen engine puts houses and trees into landscapes that were bare in fs2000 and it absolutely transforms flight simulator. And for those who do have some skin in the flight sim gamewell. What version of microsoft flight simulator will work on my. Detailed instructions for use are in the users guide. At first the new company sold flight simulators through mail order, but that changed. From light planes to widebody jets, fly highly detailed and stunning aircraft in an incredibly realistic world. Steam edition team dovetail games 18082015 update thank you to everyone who got in touch with us about running fsx. How to install and run flight simulator 2004 in windows 10in this episode, i will show you how to run microsoft flight simulator 2004 in windows 10. When i open the program, much of the screen info is outside the screen area on both sides as if i have zoomed all the way in leaving a wide black border on each side with the remaining info much larger than needed. I was told by microsoft that my intel 4400 graphics card is the problem and by intel that they do not have a windows 10 driver for the intel 4400. Troubleshoot graphics issues in flight simulator x microsoft support.
All trademarks, registered trademarks, product names and company names or logos mentioned herein are the property of their respective owners. If you saw your addon aircraft in the airplanes or rotorcraft folders but you dont see your aircraft among the fsx steam. It does offer a big opportunity for vfr scenery designers, however, and i cant wait to see the netherlands 2002. Sep 28, 2010 i have got a fairly new laptop, its about a year old but i keep it quite up to date. Free to try ubisoft entertainment windows 98me2000xp. While running flight simulator x, click the settings tab on the left. Ms flight simulator 2004 remains a popular simulator among.
Oct 16, 2015 installing microsoft flight simulator x onto windows 10 is fairly simple. Find and copy the flight simulator 9 folder from the windows 7 hard drive, then paste it into the above folder on windows 10. Microsoft flight simulator x windows 10 problemsmicrosoft flight simulator x is the most popular flight simulation game on windows. Microsoft combat flight simulator and windows 10 discus and support microsoft combat flight simulator and windows 10 in windows 10 gaming to solve the problem. Download microsoft flight simulator for windows 10,7,8. My very old combat flight simulator ww2, my combat flight simulator 3 and my fsx with five ww2 addons still work perfectly. Disclaimer microsoft flight simulator is a product developed by microsoft. Installing fsx on windows 10 short tutorial hd youtube. Flight simulator for windows 10 for windows free downloads. Click on your new aircraft to select it, then click on the ok button in the lower right.
The flightgear base package includes only a few representative aircraft. I can play the game but after 1 hour of flying in the game it has a. Microsoft flight simulator is getting a closed beta in july, according to a development. Microsoft flight simulator may be the longestrunning pc game series of all. Microsoft flight simulator for xbox one and windows 10. Laptop versions of these chipsets may work but are not supported. It really works, as i just done a quick take off landing of the lancaster from blackpool. Installing microsoft flight simulator x onto windows 10 is fairly simple. It seems a lot of you are having mixed results ranging from everything working fine to nothing working at all. Buy simulation video games for pc pegi 3 rating online playability and get the best deals at the lowest prices on ebay. Just be ready to be very patient while you do your setup. Within the start menu and the alpha menu list when opened on the desktop the flight sim x is not listed. Youll find the answers to all your questions on the games pc microsoft flight simulator 2002 pro in the user manual information, specifications, safety advice, size, accessories, etc.
I installed the nocd fix downloaded from flyawaysimulations, but still no success. Aug 22, 2015 so, i got windows 10 and it works fine, no issues there. The recommended way to download data is through the fms data manager software, which is available for windows, mac and linux. Check the antialisasing button and press ok to save your changes. Microsoft flight simulator 2002 download game gamefabrique. Microsoft flight simulator 2002 professional guides you. The multi award winning microsoft flight simulator x lands on steam for the first. Jan 28, 2017 on the desktop there is no shortcut to run the programme. Microsoft flight simulator x vs xplane 11 vanilla, no mods. This is a consolidated list of flight sim related software produced by pete and john dowson, with links for downloading and purchasing, where relevant. This is a perfect addon to proflightsimulator which does not include combat fighting. Aeron is a combat flight simulator that focuses strongly on intense air battles, combat maneuvering, artificial intelligence, and flight dynamics. If your fs2004 will not start up read this calclassic. It is one of the longestrunning, bestknown, and most comprehensive home.
I just replaced my old pc vista 32bit with a new one running. Microsoft flight simulator may be the longest running pc game series of all. Real world training manual by wiley publishing 9780764588228 this book takes you through the pilot ratings as it is done in the real world. Formed in 2002, asobo has a long list of movie tieins and pc ports on its. Top 5 best flight simulator games for windows 10 pc. Some have had problems installingreinstalling their fsxs, and although there are fixes, i would avoid buying fsx because of its age and inflated. Windows 10 is able to run on equipment able to run windows xp at a. Restart flight simulator x to see if it resolves the problem. Flight simulator x marks the tenth version of the popular line of flight simulators. Well, the original flight simulator x was launched back in 2006. Run fs2004 on windows 10, if youve done it right, you now have fs2004 working under windows 10. Flight simulator 2002 system requirements can i run.
Please use peter dowsons support forum for all support questions. How to play combat flight simulator 3 on windows 10 youtube. Due to the different windows operating systems and their evolution, wilco publishing fs2004 addons running under windows 78 3264 bits are not technically supported anymore. If a computer could run microsoft flight simulator and lotus 123, it was. This file will download from microsoft flight simulators developer website. Without drivers, the hardware that you connect to your computerfor example, a video card or a webcamwill not work correctly. And please make good use of the subforums there, which contain much useful information and further resources. Alot of people have wondered whether fsx is even compatible with windows 10. Solved microsoft flight sim x running on windows 10. Microsoft flight simulator x and windows 10 microsoft. Solved microsoft flight sim x running on windows 10 tech. Click the customize button at the bottom of the window, and look for the antialiasing. Feb 23, 2016 i installed flight simulator 2004 on my new laptop, running windows 10. Your newly added aircraft should be among those aircraft.
However the program does not open if cd4 is in the drive or not, not even if i try open as administrator. I got a little shortcut on my desktop and when i click it. How to install and run flight simulator 2004 in windows 10. Microsoft flight simulator x steam edition is another great pick for a flight simulator game for windows 10 pc. Finally, worth noting microsoft is taking feedback from users already in. The insider program is the way microsoft flight simulator fans and community members can collaborate with our development teams to improve the simulation, experience, and services. Why does microsoft release a game with options that cant be selected with todays technology. Aug 17, 2015 my beloved fs2004 has run perfectly, even with a shackleton and ww2 fighter addons,for years. Microsoft flight simulator is the next generation of one of the most beloved simulation franchises. User manual games pc microsoft flight simulator 2002 pro user guide games pc microsoft flight simulator.
The worlds most realistic flight simulator the next best. Fsx hangarfs2004 hangarfs2002 hangarfs2000 hangarfs98. Download and install flight simulator x service packs. Get airplane flight pilot simulator microsoft store. The highlight of the new scenery is, without a doubt, autogen. Flight simulator 2004 in windows 10 users guide flightsim. Fsx will install and run well on win10, but it is now over 10 years old and there are other developers that enhance their products from time to time to run better on win10 with 64 bit architecture. According to microsofts web site for the game, a standard edition features everything from navaids to gps and airways. As an insider, you will have the opportunity to provide feedback and insights that help shape and inform current franchise initiatives and the future of microsoft. Simulation video games for pc pegi 3 rating online.
Create your flight plan and fly anywhere on the planet. The multi award winning microsoft flight simulator x lands on steam for the first time. Microsoft windows 98, windows millennium edition, windows 2000, or windows xp operating system does not support windows nt. Here are the flight simulator 2002 system requirements minimum cpu.
A quick video demonstrating the fix to the most common problem preventing people from running this and many other games on windows 10. How to install flight simulator 2004 on windows 10 flight. Great savings free delivery collection on many items. Download flightgear for linux and other platforms on the main program download page. The games general help and other instructions can be found in an online help file within the game. User manual games pc microsoft flight simulator 2002 pro. Looking on the c drive under programme microsoft games i can see ms flight sim x together with a list of all the items associated with it. Ok, first microsoft decided to no longer support nor allow use on windows any of its great flight simulator products when windows 7 came out despite all the money i paid then for the products over the years now with windows 10, my last vestige of solitude and stress relief tiger woods pga tour 08. For a long time now, microsoft has us hooked on this wonderful flight simulator, which now has reached its tenth launching. Microsoft flight simulator is a series of flight simulator programs, marketed as simulators programs, for microsoft windows operating systems, and earlier for msdos and classic mac os. Early versions of microsoft flight simulator were used as a test for pc.
Most do work as they are but we strongly recommend to run fsx addons under the latest windows operating systems. Like the other janes combat simulations, it is a real treat to own a physical boxed copy with the manuals, reference cards, etc. Problem with flight sim pro 2002 microsoft community. Take off from anywhere in the world, flying some of the worlds most iconic aircraft to any one of 24,000 destinations.181 320 420 756 279 474 733 745 1128 23 1160 615 1210 428 421 185 1258 247 1216 1425 155 296 20 865 555 585 1276 1372 929 1013 48 483 274 | aerospace |
http://www.dalat-info.vn/en/news/pm-approves-new-airline-41374.phtml | 2020-05-30T06:09:50 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347407289.35/warc/CC-MAIN-20200530040743-20200530070743-00093.warc.gz | 0.937724 | 310 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__71415493 | en | Prime Minister Nguyen Xuan Phuc has issued principle approval for the establishment of Vietravel Airlines operated by local tourism firm Vietravel Group.
Around VND700 billion (USD30.43 million) has been invested in the airline with an operation timeline of 50 years. The airline will be headquartered at Phu Bai International Airport in the central province of Thua Thien-Hue.
Vietravel Airlines will be headquartered at Phu Bai International Airport in the central province of Thua Thien-Hue
The airline is scheduled to conduct its first flights early next year.
The Thua Thien-Hue People’s Committee has been assigned to instruct and supervise project implementation.
Meanwhile, the Ministry of Transport is responsible for collecting suggestions from concerned ministries during the project appraisal and licensing process.
Vietravel Airlines has targeted to use 55% of its flight capacity to meet around 35-40% of Vietravel Group’s passenger demand, while the remainder will serve other customers through charter flight service.
Experts, however, warned that being headquartered at Phu Bai International Airport is not suitable for charter flights as passengers of charter flights are often concentrated at big airports such as Noi Bai, Tan Son Nhat, Danang and Cam Ranh.
At present, Vietnam is home to Vietnam Airlines, budget carrier Jetstar Pacific Airlines, Vietjet, Vietnam Air Services (VASCO) and Bamboo Airways. Two others - Kite Air and Vietstar Air are waiting for operational authorisation. | aerospace |
https://www.azredbook.com/noteworthy/pinnacle-aviation-awarded-highest-certification/ | 2020-04-03T20:40:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370518622.65/warc/CC-MAIN-20200403190006-20200403220006-00450.warc.gz | 0.944456 | 321 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__197893615 | en | Private aviation operator earns the
industry’s highest safety certification.
As a result of its latest independent safety and operations audit by the International Standard for Business Aircraft Operations (IS-BAO), the IBAC council has approved Pinnacle Aviation for Stage 3 certification.
IS-BAO is designed to promote use of high quality operating practices for international business aircraft operations. It is a code of best practice developed by the industry to promote highly professional operational practice.
Left to right: Todd Pixley, chief pilot; Don Wade, director of safety; Trevor Turcott, director of operations; Curt Pavlicek, founder and president; Scott Guetti, director of maintenance; Scott Casey, charter manager; and Chris Birtch, manager of training.
Stage 1 confirms the Safety Management System (SMS) infrastructure is established and safety management activities are appropriately targeted. All supporting standards have been established.
Stage 2 ensures safety management activities are appropriately targeted and safety risks are being effectively managed.
Stage 3 audit and evaluation confirms the operator’s SMS is supported by ongoing improvement processes that foster a sustainable and proactive safety culture throughout the company, ensuring safety management activities are fully integrated into the operator’s business.
The general aviation industry is populated with many safety accreditation services today. Pinnacle Aviation is among the elite 1 percent of charter operators worldwide who have earned the very highest safety accreditations, including ARG/US Platinum rating and the IS-BAO – Stage 3.
PHOTO COURTESY PINNACLE AVIATION AUDIT TEAM | aerospace |
https://www.portnews.com.au/story/5650024/up-up-and-away-hastings-district-flying-club-to-host-open-day/?cs=257 | 2021-08-05T20:50:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046157039.99/warc/CC-MAIN-20210805193327-20210805223327-00132.warc.gz | 0.964672 | 492 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__124099862 | en | Following a successful reunion dinner, the Hastings District Flying Club's focus for its 60 year celebrations will now turn to its annual open day.
The event is on Sunday October 14 at the club's Port Macquarie Airport facility.
Club president Rod Davison says the open day will see more than 700 people converge on the club's displays.
"We intend to have an enclosed area where members will park their aircraft on the tarmac," he said.
"People can wander around and view the different aircraft we have within the club, and they can also talk with the owner and, in some instances, the person who actually built it.
"The clubhouse and hangar will house historical presentations, radio control models, plastic aircraft models and flying training information.
"The RAAF cadets will also be on the lookout for new recruits.
"The club is going very well and we are in the process of upgrading our training aircraft too."
Mr Davison, a club member since 1986 and president "three or four times" says flying gives him a sense of freedom.
You really do see the world from a different perspective.Rod Davison
"You really do see the world from a different perspective," he said.
"There is also a very real sense and feeling of freedom. You just don't think about anything when you get up there."
Meanwhile all pilots are invited to attend a CASA Avsafety Seminar hosted by the club on Wednesday October 10 commencing 6pm.
Using practical examples, the seminar will look at enhancing the skills involved with radio communications around aerodromes and maintaining situational awareness in a dynamic and changing environment, Mr Davison said.
The seminar will also introduce the role of threat and error management and discuss techniques to complement the technical aspects of flying an aircraft.
Registrations are via the CASA website.
Applications for the 2018 HDFC Flying Scholarships close on September 30.
Two scholarships are on offer to the youth of the Hastings and Camden Haven aged between 14 and 20 years. Full details are available on the club website www.hdfc.com.au
This scholarship scheme was introduced in 2006 and since then 26 scholarships have been awarded. Many of the recipients are now flying commercially with the airlines and in general aviation, Mr Davison said.
The Hastings District Flying Club's open day is at Port Macquarie Airport on Sunday October 14. | aerospace |
http://home.grbx.com/careers/detail/machine-maintenance-and-fabricator-seeking-work | 2018-05-27T17:08:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794869732.36/warc/CC-MAIN-20180527170428-20180527190428-00009.warc.gz | 0.905815 | 70 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__176567338 | en | Machine Maintenance and Fabricator Seeking Work - Grand Rapids
Don has over 30 years in machine maintenance (strong in electrical) and fabricating. He was an aircraft electrician in the Air Force. For more information of to set up an interview with Don, please call 616-451-0236 ext. 25 and talk with Jeff Courtley. | aerospace |
http://www.bookrenter.com/john-anderson/textbooks-by | 2014-10-22T02:35:59 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507445190.43/warc/CC-MAIN-20141017005725-00014-ip-10-16-133-185.ec2.internal.warc.gz | 0.832366 | 192 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__169654235 | en | Your cart is empty!
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With Standard Shipping for the continental U.S., you'll receive your order in 3-7 business days.
Need it faster? Our shipping page details our Express & Express Plus options. | aerospace |
https://cimarronfield.com/steve-link | 2023-12-11T21:35:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679518883.99/warc/CC-MAIN-20231211210408-20231212000408-00559.warc.gz | 0.980229 | 131 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__58369402 | en | Steve Link, my longest aviation friend in OKC, has been a great help in many areas related to the museum. He was the MVP of the Douglas DC-6 Recovery Team. He brought his expertise in aircraft shoring from Tinker AFB to design the cradle we built to support the Douglas C-118 fuselage as we cut off 38 feet and for eventual museum display. He also helps by storing some of the extra aircraft components on his home acreage. He is also a wealth of knowledge on many subjects including tool use and techniques. More photos of Steve are on this site under the "DC-6 Recovery Team" tab. Thanks, buddy! | aerospace |
https://www.cityofhype.com/space/117/nasa-to-postpone-the-artemis-lunar-landers-decision/ | 2021-08-03T14:36:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154459.22/warc/CC-MAIN-20210803124251-20210803154251-00467.warc.gz | 0.965943 | 470 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__252995004 | en | In its attempt to build human lunar landers which are meant ffor the Artemis program, NASA is postponing a decision about which companies can proceed while it grapples with a financing deficit and a shift in administration. NASA stated in a January 27 notification to the three groups involved in the Human Landing System (HLS) initiative that their contracts would carry out two-month with no-cost extensions, which were expected to conclude on February 28. The Verge first published news of the increase. The no-cost extensions permit the contracts granted to Blue Origin, Dynetics as well as SpaceX last April to continue through April 30, and don’t include any extra funding to the firms.
The extension would allow NASA more time to decide which companies will earn “Option A” lander production awards, if any. “The scheduling of this extension is intended to enable NASA to conclude the assessment, recruitment and awarding process for Option A and to retain the capacity to switch seamlessly from base-term contracts to Option A agreements,” the agency explained in a message available on the site of HLS. One industry insider, talking in the background, stated that because of confusion about how NASA would continue with the HLS project, the extension was planned.
Though NASA stated it would be able to award Option A prior to April 30, the person mentioned it would not be shocking to see more program delays. The key explanation behind this confusion is that the level of money available to HLS is much smaller than what was requested by the agency. NASA’s financial year 2021 budget request targeted $3.3 billion for the project, but $850 million was given by the last omnibus appropriations bill passed in December.
Ever since, NASA has revealed nothing about the program’s future, partially for its ongoing analysis of Option A applications made by the HLS firms. “At a January 14 meeting of two senior NASA Advisory Council committees, Kathy Lueders, Associate Administrator in charge of Human Exploration and Operations, said, “Our staff is off and then we will make a decision about which programs we will engage in their lunar landing demos. For that first arrival, she said, NASA was already “trying to shoot for the 2024 period.”https://cityofhype.com/ | aerospace |
https://www.rhoman.aero/ | 2021-08-02T21:24:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154385.24/warc/CC-MAIN-20210802203434-20210802233434-00008.warc.gz | 0.774642 | 206 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__120405304 | en | flight control solutions
The best performance enhancing flight control systems, tailor-fit to your drone.
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Rhoman Aerospace’s flight control system provides up to 30% energy savings during flight versus standard control systems with a simple software download....
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Rhoman partner organizations provide funding,
technical collaboration and distribution channels.
No one understands advanced drone flight control systems and applying those systems and concepts to specific drone configurations like Rhoman Aerospace. They make drone flight control systems easy. | aerospace |
http://stillwatercourier.com/2019/11/17/spacex-launches-60-more-mini-satellites-for-global-internet/ | 2019-12-16T11:12:35 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575541319511.97/warc/CC-MAIN-20191216093448-20191216121448-00017.warc.gz | 0.938326 | 505 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__109454789 | en | The rocket took off from Cape Canaveral, Florida at 9:56 a.m. EDT-marking the company's first mission from the site in three months.
Minutes afterward, the rocket's first stage flew itself back to what has now become a routine touchdown on a drone ship in the Atlantic Ocean, while the second stage and its payload continued to orbit.
SpaceX promises to provide fast, reliable internet to areas with little or no connectivity, such as poorly served rural communities. From there, SpaceX plans 18 more additional launches to achieve basic global coverage. The company reuses rocket parts to cut costs.
"The Starlink satellites will deploy at an altitude of 280 km [174 miles]".
The new satellites for SpaceX's Starlink broadband network are set for launch today from Cape Canaveral.
Astronomy aside, the Starlink network is meant to give "high-bandwidth, low-latency connectivity, ideally throughout the world", SpaceX founder Elon Musk said earlier this year. However, there is still some way to go before this is feasible. On the eve of the launch, SpaceX said one of the satellites may not be able to raise its orbit - but the satellites are created to burn up completely in the atmosphere once their orbits decay.
Monday's launch, along with 60 satellites launched in May and another four batches planned for the next year or so, will put about 360 satellites into orbit, providing coverage over much of the United States and Canada in 2020.
There have been concerns raised in some quarters about Musk's Spacelink plans. Each satellite weighs 260 kg.
SpaceX plans to continue launching Starlink satellites in batches and aims to provide service to parts of the northern USA and Canada next year, according to Starlink's website.
Astronomers say the proliferation of the bright metallic satellites could seriously degrade the night view, interfering with telescopes trained on space. "Once the checkouts are complete, the satellites will then use their onboard ion thrusters to move into their intended orbits". Earlier this year, Amazon.com Inc. received permission to put more than 3,000 internet satellites in orbit, while London-based OneWeb Ltd.is developing its own space-based telecommunications network. "This will provide a competitive option for them". SpaceX in a tweet mentioned that the operational satellites will be completely destroyed once it re-entered the Earth's atmosphere. SpaceX shared the mission in a live video Monday, where spectators worldwide could easily tune in and watch. | aerospace |
https://www.hospitalityireland.com/general-industry/american-airlines-plans-to-return-boeing-737-max-to-service-by-year-end-111837 | 2022-10-01T17:05:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336880.89/warc/CC-MAIN-20221001163826-20221001193826-00582.warc.gz | 0.969546 | 293 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__129303457 | en | American Airlines Group has said that it plans to return Boeing 737 Max jets to service for passenger flights by the end of this year, depending on certification of the aircraft from the Federal Aviation Administration (FAA).
The airline said that it will operate a daily 737 Max flight between Miami and New York from December 29 until January 4, with flights available for booking from October 24.
"We remain in contact with the FAA and Boeing on the certification process and we'll continue to update our plans based on when the aircraft is certified," the company said in an statement.
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The FAA reiterated in a statement on Sunday October 18 that it has no timeline for approving the plane's return to service and said that it "will lift the grounding order only after FAA safety experts are satisfied that the aircraft meets certification standards."
The Boeing 737 MAX has been grounded since March 2019 after two fatal crashes killed 346 people. The FAA expects to lift its grounding order around mid-November, sources briefed on the matter previously told Reuters, but that date could still slip.
American Airlines said that it will make customers aware that they are flying on a 737 MAX.
In early October, the FAA issued a draft report on revised training procedures for the MAX, which is open for public comment through November 2. | aerospace |
https://www.bangalorebuzz.in/2018/08/03/drones-over-your-head-in-bangalore/ | 2019-02-21T20:59:08 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247508363.74/warc/CC-MAIN-20190221193026-20190221215026-00054.warc.gz | 0.920511 | 449 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__32140251 | en | Drones are been famous for capturing videos. I remember that I only see drone when I step into a marriage. But now drones are being uses for civic improment also.
Pilot project launch for drones to watch over crowd behaviour, vehicular traffic in the city; agriculture and urban development in districts under the ambit too
Bengaluru is all set to have drones for police civic operations. On Thursday, a pilot project of Unmanned Aerial Systems (UAS) with demonstrative applications in three specific areas of governance had been launch. The drones using by police for civic operations, agriculture and urban development in Karnataka.
Omnipresent Robot Tech will implement the pilot project in a week in Bengaluru. The drones, as per DGCA norms, can fly up, to 200 feet above ground level. They contains with cameras ranging from 20 to 20.4 megapixel
Real Time Monitoring
In Bengaluru, these drones will be using for real-time crowd monitoring and surveillance, as well as vehicular traffic surveillance and management. The pilot project will be carrying out in the city over three months.
The implementation of the project been coordinates by the police “For police civic operations in Bengaluru. We will initially deploy two drones and plan to scale up based on the demand. The drones can be used for monitoring crowd behaviour during an event and for traffic management. To detect vehicle speed, traffic violations and number plate recognition,” said Aakash Sinha, CEO, Omnipresent Robot Tech.
In Haveri district, the drone project will have applications in agriculture. In Kasaba Hobli, drones will be using to cover an area of 200 sq km to assess the crop acreage, crop types, crop health and yield estimation.
Similarly, a drone project for urban development will be taken up in Bantwal town. It covers an area of 60 sq km to prepare a detailed base map to provide input for a master plan for systematic and scientific town planning.
“The government has made a grant provision of Rs 2.50 crore for implementation of these projects,” said KJ George, IT and BT, Science and Technology at the launch. | aerospace |
http://www.nimr.org/systems/images/pwt.html | 2017-11-17T23:06:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934804019.50/warc/CC-MAIN-20171117223659-20171118003659-00263.warc.gz | 0.945681 | 1,698 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__38407830 | en | PROPULSION WIND TUNNEL FACILITY (PWT)
Arnold Engineering Development Center (AEDC) is the nation's most advanced and largest complex of flight simulation test facilities. The test facilities include nearly 60 aerodynamic and propulsion wind tunnels, rocket and turbine engine test cells, space environmental chambers, arc heaters, ballistic ranges and other specialized units. Twenty-seven of the test units have capabilities unmatched elsewhere. Facilities can simulate flight conditions from sea level to altitudes around 100,000 feet, and from subsonic velocities to those well over Mach 20.
The Propulsion Wind Tunnel (PWT) facility is devoted to aerodynamic and propulsion integration testing of large-scale aircraft models. In some cases, the propulsion systems and inlets are tested simultaneously to make sure they are aerodynamically designed to provide adequate airflow. Other tests involve store separation investigations-making sure the bombs, missiles or other stores separate cleanly from the parent aircraft when released.
PWT's two closed-circuit wind tunnels (one to simulate transonic speeds and the other supersonic), with 16-foot-square test sections, are also used for conventional aerodynamic tests. They offer a unique capability to combine simultaneous aerodynamic studies with propulsion testing. The facility also includes a four-foot transonic tunnel used primarily to support design, development and improvement of aircraft stores. 4T also supports facility improvement using a one-foot scale model of the 16-foot transonic test section which helps evaluate technology that could be applied in the full-scale tunnel.
PWT boasts some of the most powerful electric motors ever built-tall as a two-story house and as heavy as a railroad locomotive. Four motors-two rated at 83,000 horsepower each and a smaller pair rated at 35,000 horsepower each-were built to drive five compressors that generate wind speed in PWT's transonic and supersonic tunnels. Both 83,000-hp motors stand 21-1/2 feet high and weigh 225 tons, with 31 miles of copper wire used in the motor windings. When put together in tandem, the motor drive system is almost two football fields long- among the largest rotating machines in the world.
In 1989, PWT was designated by the American Society of Mechanical Engineers as an International Historical Mechanical Engineering Landmark.
The origin of PWT may be traced back to the end of World War II, when Gen. H.H. "Hap" Arnold-then Army Air Forces commander and the man for whom the center was named-sought to determine how the Germans had made such rapid progress developing high-performance jet aircraft and rocket-powered missiles. He enlisted the help of Dr. Theodore von Karman, one of history's great aeronautical scientists, to conduct a survey of the German facilities as soon as the war was over.
Dr. von Karman's subsequent report recommended the Air Force create a center with"...wind tunnel facilities to attain speeds up to three times the velocity of sound, with large enough test sections to accommodate models of reasonable size, including jet propulsion units, and one ultrasonic wind tunnel for exploration of the upper frontier of the supersonic speed range. Ample facilities for the study of combustion and other characteristics of propulsion systems at very high altitudes should be provided..."
Planning for PWT began in January 1950, when the Air Force Research and Development Board on Facilities met with representatives of aircraft propulsion companies and agreed that industry needed a supersonic propulsion wind tunnel with a 15-foot-diameter test section. By December 1951, the commanding general at AEDC had approved a proposal for design, construction and operation of a scale model of the PWT transonic circuit. The initial test facility was a one-foot cross-section prototype transonic tunnel, and the first test was performed in June 1953 on a 0.03-scale model of the Bomarc missile for the Boeing Co. In 1956, the transonic circuit, with its 16-foot test section, underwent its first powered operation preliminary to calibration. The entire PWT complex was accepted by the Air Force in January 1961. The approximate cost of the 39 contracts to construct the facility was $78.7 million.
The two 16-foot tunnels are used both for conventional aerodynamic tests and for combined aerodynamic/propulsion system tests. Large and full-scale models of aircraft, missiles and rockets are tested with propulsion systems installed and operating. Pressure of the airflow through the test sections can be varied to simulate altitude conditions from sea level to about 150,000 feet.
The two large tunnels have interchangeable test sections, allowing preparations for one test to be made while another is being run in the tunnel. To eliminate swirling and turbulence, which could affect test results, the airflow is guided smoothly around the right-angle turns of the closed-circuit tunnels by giant turning vanes that resemble huge, vertical venetian blinds. A flexible nozzle regulates the velocity of the airflow as it enters the test section.
These tunnels are also equipped with moveable supports, called stings, for mounting test models. To simulate change in flight attitudes or maneuvers, the support is yawed, rolled or pitched up or down.
The 16-foot tunnels are often used to examine the relationship between engine air inlets and the corresponding performance of and compatibility with the engine itself. This is done to determine the most efficient air-induction system design or to study how varying the geometrical shape of an inlet or propulsion nozzle can affect the aerodynamics of the flight vehicle.
Large tunnel size allows for full-scale missile installations to test engine performance and airframe aerodynamics. Rocket propulsion systems and problems associated with their external aerodynamics are also investigated.
Moreover, because of their large size, the PWT 16-foot tunnels are adaptable to the testing of parachutes or other decelerators. Measurements have been made of the aerodynamic forces acting on the human body during emergency ejection from an aircraft traveling at speeds up to 900 mph. Tunnel conditions were created to simulate the high dynamic pressures acting on the pilot in and near the cockpit during an emergency ejection at a wide range of altitudes and flight speeds.
STORE SEPARATION TESTING
At transonic speeds, and at certain altitudes or maneuver conditions, an aircraft's stores-bombs, missiles or drop tanks carried externally-may veer upward when released, and collide with the aircraft.
In years past, bombs were carried and dropped out of bomb bays. But as high-thrust engines became available, the weapons could be shifted outside and carried in considerable numbers on pylons attached to the lower surface of the wings. Problems became evident when the aircraft speed became progressively faster. Large, unexpected aerodynamic forces were sometimes generated, resulting in vibrations violent enough to render the aircraft uncontrollable by the pilot. This aerodynamic condition, known as "flutter," can lead to breakup of the craft. It has been extensively investigated in the 16-foot tunnels, which can accommodate large-scale models.
The problem of clean store separation-investigations of aerodynamic forces that can alter the planned trajectory of air-launched bombs or missiles-is explored in the 16-foot tunnels and in the four-foot transonic tunnel.
The aircraft model is mounted upside down in the tunnel on a special support system attached to the floor of the test section. The store model is mounted on another sting attached to the top of the test section, and the two models are mated as they would be in flight. When the desired simulated flight conditions are established in the tunnel, the store model is "released" from the parent aircraft model by activating a computer that controls movement of the sting-supported store as it traces the trajectory.
Information obtained in these tests is used to design new stores or to modify existing ones, to ensure they separate cleanly, do not damage the parent aircraft, and stay on their intended flight path in the proper attitude.
Office of Public Affairs, Arnold Engineering Development
100 Kindell Drive, Suite B-213, Arnold AFB, TN 37389-2213
(931) 454-5586 DSN 340-5586
Cleared for Public Release Current as of April 1998 | aerospace |
https://www.militaryaviationmuseum.org/sbd-dauntless-wing-leading-edges/ | 2023-12-05T15:03:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100551.2/warc/CC-MAIN-20231205140836-20231205170836-00722.warc.gz | 0.943384 | 1,523 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__37244329 | en | Refurbish or Replace?
Pioneer Aero had to remove numerous small parts in order to separate the SBD's fuselage into its major subassemblies. While some members of the restoration team are focused on the larger assemblies, others have begun assessing the smaller items, refurbishing what is rebuildable and remanufacturing what is not.
There is an old adage in aircraft restoration which seems to prove true all too frequently: "If it ain't bent it's corroded, and if it ain't corroded, it's bent." Even so, it is often possible to save and refurbish damaged components, as the Pioneer team has demonstrated time and again on this project. The SBD's wing leading edges have proved a particular challenge, however, as the above image intimates...
When our Dauntless ditched into Lake Michigan in January, 1944, the dive bomber's forward fuselage and wing leading edge took a pummeling as they struck the water. Indeed, the crash essentially crushed the wing's leading edge flat against the main spar in places. A couple of months ago, the restoration team carefully stripped back this structure on the wing's center section (see image above) as part of their preparations for separating the fuselage. More recently, they began disassembling this crumpled mass of metal to assess what remained, and began replicating the parts which proved beyond salvage.
Wing Leading Edge Structure:
The SBD's center section wing leading edge structure comprises many different subassemblies, as revealed in the image above from page 50 in the A-24 illustrated parts manual. The elements labeled #23 and #24 in the drawing are of particular interest in this update. These components are officially described as "Web Assembly - Center Section Wing Nose", with the left hand example having part number 5062769, while the right is 5062769-1. While these numbers may seem innocuous to many, Douglas Aircraft employed a useful logic in their parts numbering protocol, which is worth examining further.
The Douglas Aircraft Company Part Numbering System:
To keep track of where everything goes, each of the many thousands of parts involved in the manufacture of an aircraft requires its own unique identifier - typically a number.
Different manufacturers each had their own methodology for part number assignment, but the Douglas Aircraft Company came up with a particularly effective one. While they too labeled each subassembly with a seemingly random number, Douglas reused this number as the basis for identifying the individual parts comprising that component, simply adding a hyphenated numerical suffix (e.g. "-23") to differentiate them from each other.
Furthermore, since aircraft are usually symmetrical, they have numerous, near-identical parts which are essentially mirror images of each other - oriented in either a right- or left-handed configuration. To simplify the process for the factory workers, parts with a righthand orientation had an odd-numbered suffix, while those on the left were even-numbered. This made it much easier for them to be certain they were working with the correct parts when fabricating a given subassembly.
Drawing Information Block - An Explanation:
The above image is a close up of the Information Block from the earlier drawing for Douglas part #5062769, the web assembly for the SBD center section’s wing leading edge. While this image is fuzzy, and perhaps a little confusing to those who aren’t used to reading manufacturing drawings, there are essentially four important areas of information depicted here.
- The block at the lower right delineates what the drawing describes, along with the names of the people who created and/or updated the drawing, as well as the dates of each release.
- The block at the lower left delineates the “change notices” in this version of the drawing, what they involved, who signed off on them, and when.
- In between these blocks at the bottom of the image, is another identifying the next assembly associated with the component this drawing describes, and the particular aircraft variant it involves.
- Perhaps the most important information, however, is featured in the “bill of materials” table at the top right. Reading from the left, the first two columns identify the part number suffix; odd numbers being for the right-handed components and the even for the left. The third column describes how many of that given part are needed. Adjacent to these three columns is information describing the material these parts are made from. This particular assembly primarily comprises parts made from either aluminum sheet stock or extruded aluminum. For the extruded parts, the bill of materials essentially identifies which extrusion profile to use, its length, material and temper state. However, for the parts made from sheet metal, there are a series of squares identifying the length and width of the material blank to start forming the part from, the thickness, alloy and tempered state of this material before manufacture commences, and then the material specifications the part must conform to following its completion.
Web Assembly - Center Section Wing Nose:
Douglas Part Number 5062769 essentially serves as a secondary spar, connecting ribs between the main spar and leading edge, while stiffening the structure over the wheel bays. As typical for its era, this component consists of a flat, sheet metal assembly (the web) with stiffeners (spar caps) running down its lateral extremities. Understandably, given how comprehensively the water impact crushed this area of the aircraft, very little of the original structure was salvageable, but what remained has served as a useful template (complemented by original factory drawings) for the remanufacture of replacement parts.
The following images describe some of the work underway to rebuild the web assembly. We have included closeup views of the earlier manufacturing drawing for Part Number 5062769, highlighting where each of these different components fit in the overall subassembly. Hopefully this provides a clearer idea of the work which the restoration team is undertaking, and how much effort is involved!
Assembling the Web:
With parts for the secondary spar either refurbished or remanufactured, it was time to begin putting it all together.
Leading Edge Ribs:
The remanufacture of all the leading edge ribs for the wing center section is also underway now. Using Douglas Aircraft's ordinate table drawing, which tabulates the coordinates defining the outer profile for each rib, the team cut out an appropriately sized forming block to shape a sheet metal blank into a new rib. Once fully formed, the rib is ready for heat treating to significantly increase the material's tensile strength and hardness.
Skin Assembly - Center Section Wing Nose:
Douglas Part Numbers 5090535-2 and 5090535-3 form the skins for the leading edge in the SBD's wing center section; Pioneer Aero has begun forming these key parts in recent days. Using the manufacturing drawing below (amongst others) the restoration team was able to create a jig-like cradle defining the cross-sectional profile for these skins. Using a combination of a rolling machine and an English Wheel, the engineers shaped a section of sheetmetal so that it conformed to the cutouts in the jig, a tool which they amusingly refer to as 'dinosaur bones', for obvious reasons. Once the team has completed and assembled the internal structure for the wing leading edge, they will rework and trim the skin section so that it lines up perfectly on top. | aerospace |
http://www.koreatimes.co.kr/www/news/nation/2014/03/116_154126.html | 2017-02-21T00:38:27 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501170614.88/warc/CC-MAIN-20170219104610-00625-ip-10-171-10-108.ec2.internal.warc.gz | 0.963589 | 438 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__28043443 | en | By Kang Seung-woo
The Air Force is considering leasing F-16s from its U.S. counterpart to fill its fighter gap, sparked by a delay of the "next-generation" fighter program and the indigenous combat aircraft project.
"As F-4s and F-5s are aging without any reinforcement aircraft, we are reviewing leasing F-16 fighters currently operated by the U.S. Air Force," an Air Force officer said Wednesday.
He added that the Air Force lacks medium-class fighters like the F-16, so a plan to lease 20 to 60 aircraft is under consideration.
Korea initially planned to bring in 60 highly-capable aircraft via the F-X III competition from December 2016, but the project was pushed back to August 2017 due to budget constraints. In addition, another delay extended the delivery timeline to 2018.
The indigenous fighter program, codenamed the KF-X, has been delayed for a decade due to financial reasons and questions over its feasibility. The KF-X is aimed at manufacturing "F-16+ class" fighter jets that are envisioned to enter service from 2023.
Although leasing planes in the fighter world is a rare event unlike civil airliners, it is not the first time for Korea to do so. Ahead of the completion of the T-50 high-end supersonic trainer, the Air Force leased T-38s from the U.S. Air Force for more than a decade.
According to the Korea Institute for Defense Analyses (KIDA), the Air Force's optimal level of aircraft is 430, but the Air Force foresees that it will lack around 100 aircraft by 2019 due to the retirement of some 160 F-4s and F-5s.
However, some officials remained skeptical about having a lease contract for fighter jets, a key military asset in times of war.
"It is very rare that a country leases fighter jets from another, while trainers, which are used for pilot training during peace time, can be leased," a senior military official said, noting the potential risk of rising costs in a conflict situation. | aerospace |
https://turbomachinery.asmedigitalcollection.asme.org/manufacturingscience/article-abstract/144/9/091010/1140558/Effect-of-Laser-Forming-on-the-Fatigue-Behavior-of?redirectedFrom=fulltext | 2022-08-12T20:33:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571758.42/warc/CC-MAIN-20220812200804-20220812230804-00029.warc.gz | 0.952753 | 230 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__58646483 | en | Metal foam is an excellent lightweight material with promising industrial applications. Laser forming has been studied and shown to be a viable non-contact method to shape metal foam panels into desired geometry without fracturing the foam’s cellular structure. However, whether laser forming alters the fatigue performance of metal foam has not been well understood. This study focuses on the tension-to-tension fatigue behavior of closed-cell metal foam before and after laser forming. Fatigue tests were conducted at different load levels on as-received and laser treated aluminum alloy foam with two different scanning patterns. Fatigue life were comparably tested and subsequently investigated, and fracture surface was closely examined to relate to the fluctuation in fatigue life and varying data scatter of fatigue life between as-received and laser formed specimen. Numerical models with equivalent foam geometry were used to investigate the strain distribution after laser forming, and helped to elucidate the fatigue life improvement after laser forming. Fatigue simulations where foam structure approximated with regular Kelvin cell was conducted demonstrate the effect of stress concentration on fatigue life. Generally, laser forming resulted in an improvement in fatigue performance of the aluminum alloy foam. | aerospace |
https://boswellspaving.com/champaign-aviation-museum/ | 2024-04-17T13:30:57 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817153.39/warc/CC-MAIN-20240417110701-20240417140701-00896.warc.gz | 0.913903 | 1,142 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__45717524 | en | Like the Wright Brothers, you too can experience the thrill of flight at the Champaign Aviation Museum in Urbana, Ohio.
You’ll be drawn into the world of aviation as you explore historic airplanes and immerse yourself in the stories of those who flew them.
It’s not just about history, it’s about the freedom to reach for the skies. Here, you can touch the past, embrace the present, and soar into the future.
So, chart your own flight plan and let your spirit take flight at the Champaign Aviation Museum.
Exploring Champaign Aviation Museum
As you step into the Champaign Aviation Museum, you’re instantly transported into a world of historical aircraft and captivating aviation exhibits. You’re not just observing; you’re stepping into the shoes of those who’ve soared the skies before you. The sense of freedom is palpable, the spirit of exploration pervasive.
Take a look at the B-17 Flying Fortress. It’s more than just metal and rivets; it’s a testament to the bravado of those who flew these warbirds. You can almost hear the hum of the engines, feel the adrenaline of the pilots as they navigated through treacherous skies.
Don’t miss the restoration hangar. Here, you’ll see the painstaking work that goes into breathing life back into these historical aircraft. It’s a delicate dance between preservation and innovation, a balance between honoring the past and embracing the future.
The museum’s displays aren’t just static exhibits. They’re alive with stories, with history, with adventure. Each artifact, each photograph, each model, they’re all pieces of a larger puzzle, a tapestry woven with threads of courage, determination, and the undying human desire for freedom. As you explore, you’re not just learning about aviation; you’re experiencing it.
Collection Highlights at Champaign
Within the walls of the Champaign Aviation Museum, you’ll discover an impressive collection that highlights the rich history and evolution of aviation. Among the standout exhibits is the B-17G bomber, known as ‘Champaign Lady,’ currently under restoration. This monumental project showcases the painstaking precision and dedication that goes into preserving these magnificent machines.
You’ll also marvel at the fully restored WWII era B-25 Mitchell bomber, aptly named ‘Champaign Gal’. A testament to the innovative engineering of its time, it played a critical role in many aerial campaigns. It’s a tangible piece of history, allowing you to experience the past first-hand.
Don’t miss the display of radial and inline engines, which demonstrate the technical evolution of aviation propulsion. They offer a unique insight into the mechanics that have powered flights of freedom across our skies.
Additionally, you’ll appreciate the large collection of aviation art and models, which capture the spirit and excitement of flight. These exhibits depict aviation milestones and significant events, bringing them to life in a vivid and engaging manner.
Educational Programs and Events
While you’re exploring the vast collection of aviation history, don’t forget to check out the museum’s educational programs and events that bring this captivating subject even closer to you. These programs are designed to encourage your curiosity, ignite your imagination, and deepen your understanding of the rich history of aviation.
The museum offers a range of programs, from hands-on workshops and guided tours to lectures and interactive demonstrations. You’ll find programs tailored for different age groups and interests, ensuring there’s always something for everyone. From learning about the principles of flight to understanding the intricate mechanics of an aircraft engine, these educational programs provide a unique and engaging learning experience.
Furthermore, the museum hosts several events throughout the year. These include airshows, historical reenactments, and commemorative celebrations, all aimed at fostering a love and appreciation for aviation history. These events not only offer a chance to witness aviation history in action but also provide opportunities for you to engage with experts and enthusiasts in the field.
Visitor Information and Tips
To make your visit to the Champaign Aviation Museum even more enjoyable and informative, here are some helpful tips and visitor information to keep in mind.
Firstly, be aware of the museum’s operating hours. They’re open Tuesday through Saturday from 10 a.m. to 4 p.m. Plan your visit accordingly to fully immerse yourself in the rich history of aviation. It’s always a good idea to check their website or call ahead for any changes in schedule or special events.
Remember, the museum is a non-profit, volunteer-based organization. There’s no admission fee, but donations are highly appreciated. Your contribution helps preserve and share the legacy of aviation with future generations.
It’s not all just looking at exhibits, you’ll also have the opportunity to watch restoration work in progress. You’re free to ask questions and engage with the volunteers – they’re passionate about aviation and eager to share their knowledge.
Finally, dress comfortably. The museum is housed in a large hangar, so depending on the season, it can be a bit chilly or warm. Don’t let the temperature distract you from the fascinating exhibits.
With these tips, you’re set for a fulfilling, enlightening visit to the Champaign Aviation Museum. Enjoy your journey into aviation history! | aerospace |
http://journals.co.za/content/csir_sci/6/2/EJC121233 | 2016-12-08T11:33:19 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698542520.47/warc/CC-MAIN-20161202170902-00395-ip-10-31-129-80.ec2.internal.warc.gz | 0.83842 | 165 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__108847329 | en | oa CSIR Science Scope - The aerospace industry support initiative : providing industry with skills and scope to soar : aerospace and automotive
|Article Title||The aerospace industry support initiative : providing industry with skills and scope to soar : aerospace and automotive|
|© Publisher:||Council for Scientific and Industrial Research (CSIR)|
|Journal||CSIR Science Scope|
|Publication Date||Apr 2012|
|Pages||6 - 7|
South Africa has a vibrant aerospace sector - the largest on the continent - and one known for quality research and manufacturing, as well as extremely high testing and evaluation standards. A hotbed of technological innovation, the sector is also known for creating scope and opportunities for skills development and the stimulation of smaller businesses - building blocks to a healthy South African economy.
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http://flyboard.info/en/category/small-avia/small-avia-samolet/small-avia-samolet-prodam | 2019-04-23T18:28:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578610036.72/warc/CC-MAIN-20190423174820-20190423200820-00059.warc.gz | 0.800584 | 826 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__200465367 | en | Category Archives: Sale
Used for sale, the legendary Mi-2 helicopter, completely on the fly (sat down and flew) since 1993. The helicopter Mi-2 flew in the Stavropol region Served specialists Rosvertol (not officially) Not registered. Salon Leather trim. This helicopter MI-2 was bought … more
Selling aircraft YAK42D VIP, 1993 release, the beginning of the flights of 2006 Salon for 43 seats (11 VIP and 32 Business) Plaque 4300 hours The aircraft was produced in 1993 by the Saratov Aircraft Plant and has an assigned … more
sale of aircraft An-74TK-100 and An-74D.
Selling engine with documents! price negotiable TV3-117VM Series Engine 2 piece 1 TV3-117VM Series Engine 2 pcs 1 in 1703 10/28/88 TV3-117VM Engine 1 pcs TV3-117VM Engine 1 pcs TV3-117VM Engine 1 pieces 10.30.92 5765 TV3-117VM Engine 1 pieces 08.20.91 … more
German airline offers to supply. Three aircraft Bombardier Canadair Regional Jet (CRJ-200). The cost of the aircraft is reported after a formal application.
Продаю 4 самолета АН-28 в летном состоянии 1988-1991г.г.
Selling 2-ta AN-2 / x 1979g.1984g.Registratsiya. Excellent flight condition. Negotiable. VIKTOR
An-2 in Ukraine deregistered excellent condition urgently Eugene
Sale Sun An-26B, 1983 cost of 110,000 USD, is equipped for international flights, as well imeyutsya TCAS, EGPWS, staffed maintenance kit is able to actually airworthiness (for official airworthiness for a period of 2 years must be paid CCAMLR 80,000USD … more
Selling Yak-55 in 1988 with. Excellent condition painted panel carboxylic, hangar storage. Oil aeroshel. Tolyatti. Aero Club Togliatti Sergei.
Selling An-26B (1980), AN-26-100 (1975 and 1981). Very good condition.
Selling aircraft AN-32A (1988), AN-32B (1991 and 1993). Very good condition.
Sale Yak-42D, 2003., 120-seat, and passenger. Foto form on request. Mila
Very good spec, airworthy condition. GPS. EGPWS. Located at eastern Africa.
Sale trainer aircraft SP-30, equipped for chemical works. All documents for registration and ownership decorated and available. Build date – May 2014. Manufacturer – Spektr-Avia (Taganrog). Features: www.sp-aero.ru/?state=sved Options: paired control, engine Rotax-912ULS with electronic ignition unit of a light … more
The offer from the owner !!! The configuration allows the operation of the aircraft as the aerial photography (APS), sanitary and utility. To do this, we have all the necessary supporting documentation. Technical data of the aircraft: Year L-410 UVP … more
Selling 2 AN-26B-100 and 1 AN-26B All information on request Alex
APU TA-6B (2002 onwards) after the 1st repairs. Price is negotiable. Engines are in Belgorod. (URGENT !!!)
The airline is selling An-12BK. The airworthiness max. resursami.Posle pokraski.Ukraina Anton
Introducing selling new aircraft A320 and A320neo YOM 2015. Price A320-214 – $ 48 million. Price per A320neo specify. Yours sincerely, Bogdan | aerospace |
http://www.allvoices.com/contributed-news/12309309-more-than-150-presumed-dead-in-nigeria-plane-crash-video | 2014-08-01T02:57:01 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510273874.36/warc/CC-MAIN-20140728011753-00047-ip-10-146-231-18.ec2.internal.warc.gz | 0.989531 | 212 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__163532473 | en | Skooter reporting 06/04/12
All 153 people on board a passenger plane crashed in Nigeria's largest city on Sunday were presumed dead. An undetermined number of others on the ground were also believed killed.
The Dana Air flight a Boeing MD83 plane which took off from Abuja to Lagos crashed in a thickly -populated area of Lagos, resulting to several house fires, reports said. On board were 147 passengers and six crew members, a spokesman for the airline told AFP. The cause of the crash was not determined yet, but the cockpit recorder or black box had been located and handed over to police, an aviation official said.
The plane's pilots was able to contact the Lagos control tower just before the crash and reported having engine trouble, a military official said. It was feared that a number of people were killed or injured on the ground, but no figures were immediately reported.
According to witnesses on the ground they believe it may have hit a power line before it crashed into the building and burst into flames. | aerospace |
https://www.librarything.com/subject/Manned+space+flight%09United+States | 2022-05-21T14:46:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662539131.21/warc/CC-MAIN-20220521143241-20220521173241-00580.warc.gz | 0.777139 | 90 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__215589343 | en | Related SubjectsNo related subjects.
Subject: Manned space flight › United States
Books under this subject
- Failure is not an Option: Mission Control from Mercury to… by Eugene Kranz (1,091 copies)
- The Unbroken Chain by Guenter Wendt (53 copies)
- Into the Unknown Together : The DOD, NASA, and Early… by Mark Erickson (13 copies) | aerospace |
http://currentaffairs.hindustanresult.com/desc.php?id=81 | 2019-02-23T23:01:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249556231.85/warc/CC-MAIN-20190223223440-20190224005440-00406.warc.gz | 0.950538 | 272 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__188758688 | en | Post Date : 08/02/2017
China has successfully tested a new version of a DF-5C missile that can carry up to 10 nuclear warheads in January 2017. The flight test of the missile was carried using 10 multiple independently targetable re-entry vehicles, (MIRVs), from the Taiyuan Space Launch Centre in Shanxi province and to an impact range in the western Taklamakan desert.Important FactsThe Dongfeng 5 (DF-5) is a three stage Chinese intercontinental ballistic missile (ICBM). It has a length of 32.6 m and a diameter of 3.35 m. It weighs in at 183,000 kilograms. It has an estimated range of 12,000 to 15,000 kilometers. It is primarily designed for nuclear weapons delivery. The DF-5’s first flight was conduected in 1971 and was in operational service 10 years later. This missile’s development is considered as response to development of US’s ballistic missile defence system.
Malaysia’s Lee Chong Wei won the 2017 All England Championship Title of Badminton in the men’s s.....Read More
Shurhozelie Liezitsu (81) was sworn-in as the 17th Chief Minister of Nagaland. He was administered t.....Read More | aerospace |
https://www.oreanda-news.com/en/transport/vozdushnyy_transport/page8/ | 2022-12-09T09:14:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711394.73/warc/CC-MAIN-20221209080025-20221209110025-00153.warc.gz | 0.953466 | 613 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__195905286 | en | Planes of state-owned companies are prohibited from flying over the EU countries and landing at it's airports.
Belarus intends to apply to ICAO in connection with the ban of some countries on the use of their airspace in relation to Belarusian air carriers.
According to the schedule on the website of company, the morning flight and the evening flight were canceled.
The plane was en route from Dublin to Krakow.
According to the press secretary of the President of the Russian Federation, after the incident with the Ryanair plane landing in Minsk, Russia does not interrupt communication with anyone and deepens the dialogue.
An Air France flight from Paris to Moscow was completely canceled on Thursday, as new permission to enter Russian territory was still not received.
The plane of the Belarusian airline "Belavia" did not enter the airspace of Poland because of the French ban on flying over its territory.
President of Belarus Alexander Lukashenko said that after the announcement of the bomb, neither Vilnius, nor Warsaw, nor Lvov, nor Kiev wanted to accept the Ryanair plane.
Russian woman Sofia Sapega detained in Minsk may be charged under Article 130 of the Criminal Code of Belarus, the sanction of which provides for up to 12 years in prison.
The European People's Party (EPP), the largest faction in the European Parliament, has called on the EU to completely cut off flights with Belarus after an emergency in Minsk.
A commission to investigate the situation with the landing of the Ryanair aircraft has been created in Belarus, the circumstances will be made public in the near future.
Turkey proposed to Russia a model for creating conditions for safe tourism, which was previously used in relation to Germany.
There is no date for the resumption of flights between Russia and Turkey, but Ankara believes that they will be able to persuade Moscow to resume flights.
In the Belarusian city of Baranovichi, a military plane crashed into a private house on takeoff, the pilots died.
During the consultation, the doctors decided to send three adults and five children to Moscow for treatment, who were injured of varying severity during the shooting at a school in Kazan. | aerospace |
https://airtraders.com/home/aviation-directory/local | 2024-04-25T05:04:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00716.warc.gz | 0.904974 | 116 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__65457337 | en | Konrad-Adenauer-Ufer 3 Köln, North Rhine-Westphalia D-50668 Germany
The European Aviation Safety Agency is the centrepiece of the European Union's strategy for aviation safety. Its mission is to promote the highest common standards of safety and environmental protection in civil aviation.
330 Sparks Street Ottawa Ottawa, Ontario ON K1A 0N5 Canada
The Civil Aviation Directorate, also known as Transport Canada Civil Aviation (TCCA), promotes the safety of the national air transportation system through its regulatory framework and oversight activities. | aerospace |
http://www.bookajet.ca/air_ambulance.html | 2023-06-02T15:58:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648695.4/warc/CC-MAIN-20230602140602-20230602170602-00254.warc.gz | 0.936472 | 259 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__49045594 | en | Air Ambulance services save lives by providing organs, equipment, and resources to people in need. Bookajet.ca offers medical evacuation and transportation services affordably, efficiently, and expediently 24 hours a day.
BookaJet.ca provides expert aeromedical care by ensuring careful pre-flight preparations, offering a consistent transport process, full accountability, comfortable and safe traveling amenities. On board, our highly trained personnel include flight paramedics, flight physicians, flight EMT II, and ACLS registered nurses who can provide critical patient care. Our operations team consists of professional staff trained to provide the best care tailored to specific needs of patients, including selecting the best aircraft for the patient depending upon their health condition such as an economical jet prop aircraft or a jet in medical evacuation that requires immediate transport.
Our aircraft can handle different weather conditions and can be configured for each patientís individual needs. Equipment on board includes medical grade oxygen, drug kits, cardiac monitors, defibrillators, intravenous pumps, intravenous administration sets, onboard suction, emergency cardiac drugs, and other specialized medical equipment. BookaJet.ca has a medical director on board all aeromedical flights who determines the appropriate personnel and equipment for the patient after consultation with the patientís physician. | aerospace |
https://discoveryspacecenter.com/about/ | 2018-11-21T10:49:11 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039747665.82/warc/CC-MAIN-20181121092625-20181121114625-00259.warc.gz | 0.921084 | 375 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__77480335 | en | Telos Discovery Space Center is Utah’s premier space simulation center. We provide immersive simulations in a “create-your-own-adventure” format. Each crew member that boards one of our ships is given their own job that range anywhere from captain to engineer to pilot. The crew is given a mission with specific objectives they must achieve in order to “win”. Like a real life video game, each person has the power to make choices and alter the outcome of their mission. Not all crews are successful, and being so requires teamwork, leadership, and commitment. Win or lose, this is an experience you’ll never forget!
Head over to our Group Missions page where you can book an entire ship and bring your own group. Group missions are great for everything from birthday parties to group dates to work or school team building. Also check out our Camps section for longer, more intense options. We offer various options for ages 10 and up. If you have any questions please feel free to contact us at firstname.lastname@example.org.
We are explorers
who provide a unique experience that combines the fun of exploration and learning with a simulated futuristic adventure story.
Telos Discovery Space Center prides itself on providing a unique experience that combines the fun of exploration and learning with a futuristic adventure story. Crews face intergalactic challenges that they must solve using teamwork and strategy. A trip to the Space Center is guaranteed to be one that will last a lifetime. Come join us as we reach for the stars. Your adventure awaits!
BOOK YOUR MISSION
Take off on an unforgettable journey with your chosen crew and create memories for a lifetime. Work together, solve problems, and overcome challenges to return safely to your home planet. Don’t miss out on one of the top attractions in Utah! | aerospace |
https://whatson.ae/2023/10/nora-al-matrooshi-uaes-first-female-arab-astronaut-space-mission-2024/ | 2023-11-28T23:11:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00576.warc.gz | 0.912611 | 564 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__69924428 | en | The UAE's first female astronaut will jet off to space in 2024
The UAE is not hitting the breaks on their space quest…
Hot on the heels of Emirati spaceman Sultan Al Neyadi’s return to Earth, HH Sheikh Hamdan bin Mohammed bin Rashid Al Maktoum, Crown Prince of Dubai, Chairman of The Executive Council of Dubai and President of the Mohammed bin Rashid Space Centre (MBRSC), has revealed a blueprint of the country’s future space missions.
Sheikh Hamdan recently chaired a meeting of the MBRSC Board of Directors, in which he was briefed about the vision, ambition and upcoming missions in the UAE’s quest for space exploration. While the first, incredibly significant steps have been taken with Al Neyadi and Hazza Al Mansouri, the bigger picture seeks to place the UAE among the top players in the global space industry.
The success of Al Neyadi’s mission – the longest Arab space mission in history, with the first Arab spacewalk in history and over 200 experiments conducted over the course of six months – has paved the way for more to come.
Sheikh Hamdan said, “In the next phase of our journey, we are set to implement exceptional projects that will open new horizons for space exploration. The UAE’s rapidly advancing space sector is poised to evolve into a significant global contributor in the field, drawing from the rich expertise, knowledge and strategic partnerships we have acquired through unique initiatives and missions.”
Picturing the future
The next steps in the UAE Astronaut Programme will see the training and preparation of Mohammad Al Mulla and Nora Al Matrooshi, selected to train alongside 10 NASA astronauts.
The two Emirati astronauts will be ready to make spaceward journeys once they graduate from the programme in 2024. Nora Al Matrooshi will be the first female UAE astronaut to jet off into space – making this space mission ‘one giant leap for womankind’.
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The latest satellite building projects, which aim to design, build and operate advanced earth-monitoring satellites, include the MBZ-SAT, which upon its launch next year will be the most advanced commercial satellite in the region in the field of high-resolution satellite imagery.
The satellite Payload Hosting Initiative, a joint effort by MBRSC and the United Nations Office for Outer Space Affairs (UNOOSA), is meant to foster the growth of space sciences and technology in developing countries.
We wish the UAE all the very best for their upcoming space plans, and of course, we will be taking you along for the ride as and when new information is announced.
Images: Emirates News Agency | aerospace |
https://www.press.umich.edu/9690193/igy_year_of_discovery | 2022-11-30T05:18:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710719.4/warc/CC-MAIN-20221130024541-20221130054541-00459.warc.gz | 0.908307 | 188 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__174236543 | en | Igy: Year of Discovery
the story of the International Geophysical Year
Here, in word and picture, is the story of man's first probe into space. Vanguard and Sputnik are only one side of the story--the International Geophysical Year is the first concerted international effort to advance our knowledge not only of space but of earth and sun.
Sydney Chapman, leader of the team of scientists that directed the program, re-creates for the general reader the discoveries that will provide the basis for our exploration of space. He describes how scientists from 67 nations pooled their resources and techniques to explore our corner of the universe—with satellites and rockets, the voyage of the "Nautilus" under the polar ice cap, teams of amateur moonwatchers—and what their discoveries mean for our future.
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Available for sale worldwide
Add to Cart | aerospace |
https://www.qaafqalam.com/pages/Read.php?news=1008 | 2023-06-02T15:13:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648695.4/warc/CC-MAIN-20230602140602-20230602170602-00461.warc.gz | 0.975872 | 970 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__77670679 | en | Is there life on Mars?
For more than a century, people have been wondering if there is life on Mars. It seems that in the next five years, people will find the answer to this question.
In the last years of the 19th century, American astronaut Percival Lowell thought he had seen canals on the surface of Mars. According to him, this observation was a proof that not only life could exist on our nearest planet, but also that there may be a civilization that is superior to our civilization.
Percival Lowell's remarks opened the door to a new fantasy world, and HG Wells' famous novel, The War of the Worlds, was published, followed by a number of stories and films in which it was shown that Creatures from Mars take over the world.
What did the first space mission see?
When research missions orbiting the Red Planet in the 1960s and '70s disproved the notion that there were canals on Mars, there was a sense of frustration in people.
NASA's Viking space mission photographed Mars, showing the planet as a deserted and cold place.
But despite this frustration, people found the Viking images very interesting because they liked the mysterious beauty of Mars.
Many years ago, scientists thought they had found traces of a more advanced civilization on Mars than on Earth.
Perhaps that is why people were anxiously awaiting the analysis of the red clay samples from Mars collected by the Viking One mission. One of these soil samples was an analysis that revived the hope that life existed on Mars. But that analysis was soon rejected.
In the 20 years since the analysis, most people have been of the opinion that Mars is a planet filled with red dust where no life is found.
When did life on Mars begin?
Since then, during the 1990s and 2000s, there have been a number of space missions that have taken images of Mars, suggesting that the shape of Mars we see today was not always the same.
In addition, the images suggest that there may be ice beneath the surface of Mars in many places, and that the surface may have had some magnetic properties, such as gravity.
An early view of Mars:
Deserted but calm,
At the end of the first decade of this century, information gathered by space missions began to raise suspicions that Mars would look exactly like our Earth 3.8 billion years ago. The new information reinforces the idea that millions of years ago the atmosphere of this red planet was very dense and there were lakes and deep seas.
If all of this were present here, it would mean that life would have appeared on this planet sometime, just as the first signs of life began to appear on Earth.
But after this initial favorable environment was created, there was a catastrophe on Mars which caused the magnetic field around it to disappear and the planet lost its water and favorable climate.
What are the prospects for life on Mars today?
The clearest evidence so far is that there is water on Mars.
It is unlikely that life exists on Mars today, but it is not impossible.
For any place to live, it is necessary to have water in liquid form. Now the evidence is growing, and last year NASA had the strongest evidence that the presence of water on Mars is no longer just an idea. Although the amount of water is very small, the chances of water being present on Mars have increased significantly.
Nineteen years ago , NASA discovered marks on the surface of Mars that indicate paths where water was flowing. But the temperature on Mars is so low that the idea that these marks were formed by the flow of water was rejected.
Scientists then observed that in a few months, the markings on the surface of Mars have either increased or decreased. This means that the reason why these marks are forming is still present on Mars.
Will the invention of European countries, Exomars, prove the existence of life on Mars?
The latest information in this regard came to light last year, which is slightly different from the previous information. This time, scientists have found evidence that cracks on the surface of Mars and traces of flowing water also contain salts. This observation is especially important because salt can melt ice, after which ice can become water and flow to the surface.
This discovery proves that the Red Planet is not asleep, but that some kind of geological or geological change is taking place there. Now the possibility has increased that life on Mars may exist in the form of simple bodies.
But on the other hand, given the hard, dry surface of Mars and the constant bombardment of radiation on it, the possibility that life still exists on Earth seems unlikely. However, the latest mission information is so strong that scientists will continue to search for life on Mars for years to come. | aerospace |
http://www.waldenbooks.co.uk/si/27289.html | 2018-03-23T02:17:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257648113.87/warc/CC-MAIN-20180323004957-20180323024957-00502.warc.gz | 0.721175 | 94 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__30753168 | en | Fox, George H.
Title 8th Air Force Remembered An illustrated guide to the memorials, memorabilia of the US 8th Air Force in England in WW2
Book Condition Very Good in Very Good dust jacket
0946784140 / 9780946784141
Seller ID 27289
Hardback in dust jacket, slight wear to dj spine ends, internally clean, no ownership marks, illustrated with b&w photography. ; 176 pages | aerospace |
http://www.usu.edu/today/index.cfm?id=52151 | 2017-11-20T07:19:03 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934805923.26/warc/CC-MAIN-20171120071401-20171120091401-00005.warc.gz | 0.914594 | 370 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__55466437 | en | USU Aviation Celebrates Women in Aviation Worldwide Week
Monday, Mar. 04, 2013
Utah State University
Phone: (435) 797-3244
USU AVIATION CELEBRATES WOMEN IN AVIATION WORLDWIDE WEEK
The Utah State University Aviation Technology Program will celebrate Women of Aviation Worldwide Week with a Fly It Forward event for women interested in aviation from 10 a.m. to 4 p.m. on Saturday, March 9.
Women of Aviation Worldwide Week is an annual, international week of awareness and outreach celebrating all women of aviation and their contribution to the betterment of the air and space industry.
USU Aviation will offer women and girls the opportunity to fly in one of USU’s Diamond Aircraft planes for 30 minutes at a discounted rate. The cost will be $40 per individual or $50 per aircraft. The aircraft rate allows approximately three individuals to fly in the aircraft. This flight opportunity is available for females only.
Free, guided tours will also be available for those who want to learn about the professional pilot and maintenance management degree options at USU. Visitors will experience the USU facilities at the Logan-Cache airport including the hangars, flight simulator lab and maintenance facilities.
“We welcome future women of aviation as they visit our facilities to explore their opportunities,” said Sean Heiner, chief flight instructor. “We have seen an increased enrollment in women entering our programs and hope that trend continues.”
Currently women are earning their degrees in both the professional pilot and the maintenance management programs at USU. Throughout the week, their achievements will be highlighted on the aviation website found at aviation.usu.edu.
For more information about the Fly It Forward event or USU Aviation, visit aviation.usu.edu. | aerospace |
http://yesterdaystowns.blogspot.com/2007/05/just-snapshot-quassars-rocket-ship.html | 2017-04-29T15:35:31 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123530.18/warc/CC-MAIN-20170423031203-00116-ip-10-145-167-34.ec2.internal.warc.gz | 0.969187 | 84 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__286375949 | en | JUST A SNAPSHOT: QUASSARS ROCKET SHIP
This is only the second picture I've found of the rocket when I finally got the look I wanted. I merely shortened the wings from the Saber jet, & added the original wing rockets, the only problem was it became very tail heavy, so I added weights to the nose for counter balance. I wonder why the stakes on the outdoor rigging pulled?? | aerospace |
https://hnslegal.com/services/aviation/ | 2024-04-24T03:25:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818999.68/warc/CC-MAIN-20240424014618-20240424044618-00305.warc.gz | 0.94379 | 174 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__204084927 | en | When it comes to this area of law, our experience is our strength. The combination of technical knowledge, business acumen and industry understanding that our lawyers bring to the table is impressive.
Our Aviation team has extensive experience advising on legal issues related to the aviation and airports industry, including Aircraft financing and leasing, accidents and incidents, insurance and reinsurance, acquisition and disposal, Airport regulations and compliance, Airport concessions and commercial agreements, Ground handling and fueling agreements, Airline service agreements, lounges management, Environmental compliance.
We have a deep understanding of the legal and regulatory framework governing the aviation and airport services industries in the middle East, the GCC, Africa and Europe. Our team has experience working with local and international clients on various aviation and airport-related matters, including aircraft financing and leasing, airline regulatory matters, and airport development and financing. | aerospace |
https://www.iowaagribusinessradionetwork.com/drone-company-finds-benefits-in-ag-sector/ | 2021-03-08T22:04:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178385529.97/warc/CC-MAIN-20210308205020-20210308235020-00230.warc.gz | 0.946157 | 230 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__77868457 | en | AUDIO: Jonah Teeter-Balin, AeroVironment
A drone company launches ecosystem for UAV operators.
AeroVironment, a drone-making company, featured their new drone Thursday at the Farmer2Farmer conference in Omaha.
Jonah Teeter-Balin is AV’s sales and marketing manager.
“We are launching a brand-new drone ecosystem for collecting aerial imagery that farmers can use to identify issues in their operations or crops allowing them to take corrective action to improve yields and bottom line,” Teeter-Balin says.
The company has been in the drone business for over 30 years being the number source for the U.S. military. He says they have a lot in common with Farmers Business Network who is hosting the conference.
“We see our drones being able to do the same thing in terms of being able to get a birds-eye view of their fields and scout their whole farm in less time than they can do from the ground,” Teeter-Balin says.
The drone will be sold on the FBN platform. | aerospace |
https://www.radarconf20.org/radar-challenge/ | 2020-06-03T07:04:21 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347432237.67/warc/CC-MAIN-20200603050448-20200603080448-00107.warc.gz | 0.938281 | 202 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__169758306 | en | Hosted by 2020 IEEE Radar Conference
University of Pisa Department of Information Engineering
19th -20th September 2020
The Radar Challenge is a series of events co-hosted with radar conferences that enables participants to experience the magic of radar in a personal, tangible and experiential way. The events require participants to sense a scene using their self-engineered “home-brew” radar. The goal is to build a community of radar builders that collectively explore the art of the possible in making “COTS-based” radars.
Challenge participants are challenged to develop a low-cost COTS passive radar system. An outdoor terrace will be made available at the University of Pisa Department of Information Engineering building, which has a view towards the Pisa airport. From the terrace participants should demonstrate the capability of their system to detect and locate aircraft flying in or out of the airport.
Check the website regularly for news as well as tips on getting started. | aerospace |
https://www.groundhandling.com/_training/riskmanagement.html | 2017-04-30T07:13:28 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917124371.40/warc/CC-MAIN-20170423031204-00414-ip-10-145-167-34.ec2.internal.warc.gz | 0.882753 | 401 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__221796455 | en | Safety Risk Assessment & Root Cause Analysis
Duration - 2 days (16 training hours)
Rate - US$790 Early Bird - ASEAN resident US$740
Facilitator - Maurizio Anichini
Overview - Ground damage to aircraft represents a $12B/yr. cost to the aviation industry, much of which is caused by GSE and human factors. This course provides participants with practical insights to ensure that GSE & ground operations are risk assessed on an ongoing basis to maintain an acceptable level of safety performance. Furthermore, it provides for practical insights into the identification of root causes in both quality and safety-related problems.
Who should attend - Aviation professionals, Aviation organizations (airlines, airport authorities, ground service providers, General Sales Agents with oversight in ground operations, aviation security firms, GSE manufacturers), Insurance firms, brokers & underwriters providing aviation insurance services
Objectives - Using operational scenarios, participants will:
• Learn how to identify & analyze hazards common in ground operations
• Apply various risk assessment models used in ground operations
• Develop plans to achieve & maintain an acceptablelevel of safety
• Adopt an investigative perspective to achieve the real root cause(s) in incidents and accidents
• Understand how this approach applies to both safety and quality assurance
• Definitions & Terminology
• The risk management process
• Risk Assessment models used in ground operations
• Risk assessing ground support equipment before commissioning
• Case studies of risk assessed GSE
• Risk assess new or existing processes and procedures
• Practical exercises for to prepare for investigations
• Focus on Root Cause Analysis
• Work in groups to identify Root Cause Analysis
Instructional aids - Presentations, simulation and group exercises & discussions.
References - IATA AHM, IGOM, ICAO SMM
Additional information - Participants may bring their laptops to facilitate learning & assignments. English is the level of instruction as such a good level of English proficiency is needed. | aerospace |
https://dimplify.com/private-airplane-with-69-passengers-lands-250-kilometers-away-from-original-destination/ | 2021-11-30T12:02:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358973.70/warc/CC-MAIN-20211130110936-20211130140936-00496.warc.gz | 0.974659 | 424 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__205821879 | en | The story that we are about to share below is just hilarious and a complete fail that could have been prevented.
69 passengers of a private airplane in Nepal ended up landing in a place 250 kilometers away from their original destination.
Yes, that happened.
According to reports, flight Buddha Air’s flight U4505 was on its way to Janakpur from Kathmandu’s Tribhuvan International Airport on Friday when a mix-up caused the massive fail.
Local news agencies said that the flight mix-up happened due to bad weather.
The weather was not quite favorable for flights when the incident happened, so carriers were making sure that every plane can take off, and when this plane did, they landed in a different location due to a wrong destination sent to them by the air control office.
An official of the Buddha Air released a statement about the incident, where they said:
The weather was already causing flight delays and to make up for the flying time, Buddha Air officials decided to fly to Pokhara first.
The flight number was changed up and this led the flight to the wrong destination.
Buddha Air admitted to serious lapses on its side.
Birendra Bahadur Basnet, the Managing Director of the airline company, said:
The difference in flight schedule between Janakpur and Pokhara was 15 to 20 minutes. The ground staff transferred [on paper] 69 passengers of flight U4505 to flight U4607 which actually was cleared for Pokhara by the air traffic controllers.
According to another official of the airline company, the flgiht attendant failed to brief the captain of the flight and the co-pilot that the number of the flight has been changed.
The official continued:
The flight attendant did make an announcement on the flight that it was heading to Janakpur. There was a miscommunication between the ground staff and the pilots. The flying pilots also did not look at the passengers’ manifest.
The flight had to bring the passengers back to the original destination. | aerospace |
https://pointtobusinessservices.com/aerospace-industry-email-list.php | 2023-06-10T07:47:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224657144.94/warc/CC-MAIN-20230610062920-20230610092920-00477.warc.gz | 0.925372 | 403 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__18869217 | en | Home >> Aerospace Industry Email list
Aerospace Industry Mailing and Email list
Aerospace is the stream of science, which is involved in the designing and business to fly aircraft in the climate of Earth (aeronautics) and encompassing atmosphere (astronautics). P2B Services is an organization that has been involved in the field of Aerospace industry mailing list for many years.
P2B Services Aerospace Industry user mailing list comprises of architects, corporate administration, directors and the ones who are a part of the airplane business. A percentage of the points secured inside the rundown incorporate aviation equipments, military, defense, civil transportation, air transportation and general aeronautics.
Email, postal and telemarketing information are accessible for implementation of a marketing campaign that is multi-channel. This is a complete arrangement of the aerospace mailing list has imperative subtle elements of those in the aeronautics business. Through the aerospace business email list will help you focus on your organizations business leads and B2B leads. All email mailing lists are double checked for accuracy and quality. The aerospace user mailing list will help you recognize the target audience for your product and services. We interface you to a huge number of aerospace specialists and officials with the finest database accessible.
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P2B Services customizes the business email list for the benefits of its customers. So you can buy mailing list depending on your requirement. The different categories of email list for the aerospace industry have been mentioned below.
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With a number of business mailing list companies around, the question of choosing P2B Services has been invading your mind. We have established ourselves as one of the most successful organizations when it comes to the sector of mailing list providers. Hence, our brand name and quality service are the two main reasons that segregate us from our competitors in the market. The reason for our customers choosing us has been mentioned below: | aerospace |
https://johnjenkinsdesigns.com/GGC21.htm | 2023-06-08T07:42:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654606.93/warc/CC-MAIN-20230608071820-20230608101820-00435.warc.gz | 0.964119 | 635 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__196366202 | en | ( 13 ½" x 4 ½" x 13" BOX)
Model height 9" x length 13 ¼" x width 6 ¼"
technological and training differences between Germany and the allied forces,
ensured the British suffered a casualty rate nearly four times as great as their opponents.
The losses were so disastrous that it threatened
to undermine the morale of entire squadrons.
Royal Flying Corps (RFC) pilot training was often cursory,
especially in the early days of the war.
Many recruits had only 2 to 3 hours of flying instruction
before being expected to fly solo.
Men were often sent to France having logged only 15 hours in the air.
8000 young men died in Britain during flight training,
which means that more died from accidents and equipment failures than from enemy action.
Most RFC pilots lasted only an average of about 3 weeks once they arrived at the Western Front.
Those who weren't killed, wounded,
or taken prisoner might be posted out because of "nerves".
Flying was extremely stressful and dangerous.
Those who lived through the first few weeks acquired
skills that helped them live longer or even survive the war.
RFC pilots were not allowed to use parachutes,
although the men who were up in observation balloons
had them and often used them to escape an attack.
Towards the end of the war,
German pilots were using parachutes.
According to H.A.Jones' War in the Air,
a study of the UK's Royal Flying Corps in WW1,
the amount of time a pilot could expect to fly before becoming a casualty (killed, wounded,
or psychiatric) was a low of 92 hours in April 1917,
and a high of 295 hours in August 1916.
Note, in particular,
that a much higher percentage of pilots became psychiatric casualties
(modern-day PTSD) than would otherwise be expected (as high as 25% of all casualties),
due to the radically higher stress of combat flight.
Given that a typical combat flight lasted an hour or two at most,
with an average number of mission at less than 1 per day,
a pilot would last at least 4 weeks before becoming a casualty,
to as many as 5 months.
We now accept PAYPAL,
to purchase your figures please send your order by e-mail to
after checking that everything is available,
you will be billed via PAYPAL.
your order will be shipped on confirmation of payment.
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JOHN JENKINS DESIGNS
UNIT 6E, TOWER 2,
KING LEY INDUSTRIAL BUILDING,
33-35 YIP KAN STREET,
WONG CHUK HANG,
Tel: 852 9041 9065 | aerospace |
https://www.leeds-live.co.uk/news/yorkshire-news/live-jet2-plane-flying-over-23625561 | 2022-05-22T21:09:11 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662546071.13/warc/CC-MAIN-20220522190453-20220522220453-00290.warc.gz | 0.94921 | 216 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__26648176 | en | An airline has declared an emergency on one of their aircrafts whilst mid-flight this afternoon.
Airline, Jet2, has declared an emergency situation via squawk code 7700 on the flight LS776 while flying over the Yorkshire Dales this afternoon, April 7.
The reason is not yet know but the aircraft is looking to land in Edinburgh airport as soon as possible.
The flight which had departed from Alicante over two hours ago is expected to land in Edinburgh in the next thirty minutes.
LeedsLive has contacted Jet2 and the Civil Aviation Authority for statements and we will bring you the latest developments in our live blog which will load below.
Recap of what we know:
A Jet2 flight from Alicante declared an emergency whilst flying over Yorkshire mid-flight.
The flight made an urgent landing at Edinburgh airport to attend to a passenger who needed medical assistance.
Jet2 passenger requires assistance
A passenger onboard the flight requires medical assistance.
A spokesman for Jet2 said: "A customer onboard requires medical assistance." | aerospace |
https://www.maphotosg.com/52nd-international-paris-air-show/ | 2019-07-21T04:31:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195526888.75/warc/CC-MAIN-20190721040545-20190721062545-00405.warc.gz | 0.918054 | 2,035 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__93540673 | en | PHOTO FEATURE | 40 IMAGES
The Paris Air Show 2017 was held on 19 – 25 Jun 2017 at Le Bourget, France. As the biggest show in the world, it boasted 2381 exhibitors from 48 countries and hosted 322000 visitors in total despite the heat wave in Paris during the show period. 140 aircraft including the Airbus A321neo, Airbus A350-1000, Boeing B787-10, Boeing B737 Max9, Kawasaki P1 maritime patrol aircraft, Mitsubishi MRJ90 and Lockheed Martin F-35 fighter plane were at Le Bourget for the first time. Local favorites were the Dassault Aviation’s Rafale and Falcon 8X, the Airbus A380 and A400M, the Airbus Tiger and NH90 Caiman helicopters. For businesses, the show was a remarkable success with a record number of exhibitors and 150 billion dollars’ worth of orders announced, despite the slight drop in the number of visitors. USD150 billion worth of orders were annonced including: 897 orders and purchasing commitments for a catalogue value of USD115 billion, for a total of 934 commercial aircraft.
1. Airbus unveiled a new version of its super jumbo A380 with a host of upgrades. The A380plus is an efficient way to offer even better economics and improved operational performance at the same time. Here, the crowd gathers as the A380plus is being towed from the Static Display Area.
2. Cockpit of the Airbus A380plus.
3. Lockheed Martin chief test pilot Alan Norman shows how the F-35A aerial display will look like using a model as he goes through the whole segment of the demo during a press conference.
4. This is the first time that the Lockheed Martin F-35A performed an aerial demonstration display at any airshow. The demo was designed by Lockheed Martin and USAF to show off the capabilities of this 5th Generation Aircraft.
5. The Patrouille de France Aerobatic Display Team of the French Air Force wowed visitors on the opening day and the last three public days of the show with their precision flying.
6. French President Emmanuel Macron walks with Dassault Aviation CEO Eric Trappier after watching the demonstration flights at the GIFAS Chalet. Macron landed at Le Bourget in an Airbus A400M military transport plane to launch the Paris Air Show.
7. Airbus A400M Military Transport shows of it’s capabilities in the aerial display segment.
8. A crew member of the Japan Maritime Self-Defence Force Kawasaki P-1 Maritime Patrol Aircraft.
9. A crew member of the JMSDF Kawasaki P-1 MPA looks down from the cockpit of the aircraft.
10. Virtual Reality was a big this year. Many exhibitors brought along VR solutions. Here, visitors to the Dassault Aviation booth were able to fly a Rafale fighter through their Immersive Dassault Aviation application.
11. Static Display of the Dassault Aviation Rafale C fighter loaded with missiles and fuel tanks.
12. A display that consistently entertains the crowd is the French Air Force Rafale Solo Display. This demo was flown by CPT Jean-Guillaume Martinez “Marty” in a Dassault Aviation Rafale C.
13. Leonardo has shown for the first time the M-346FA (Fighter Attack). Its latest evolution of the M-346 platform. This new version of the M-346 will take its place next to the two existing variants of the aircraft: the Advanced Jet Trainer and the multi-role M-346FT (Fighter Trainer). The M-346 Fighter Attack will be equipped with a dedicated variant of the Grifo multi-mode fire control radar, designed and manufactured by Leonardo.
14. The Leonardo M-346FA’s characteristics make it not only an excellent advanced trainer, but also a light fighter aircraft capable of carrying out operational missions at far lower costs than those of front-line fighters. It attracted a steady stream of visitors interested in viewing the aircraft. Quoting from Leonardo “The M-346FA is of interest to many international customers, specifically in the Far East and South America”.
15. USAF Bell CV-22B Osprey at Static Display Area.
16. Mission markings below the cockpit of the USAF F-16C Block 50 on Static Display.
17. A representative from the United Aircraft Corporation explains the details of the SU-30SME to two interested gentlemen.
18. French Ministry of Defence static display area hosts a number of platforms and their crew for visitors to interact with and have pictures taken.
19. French Air Force Rafale C with stores display at the Ministry of Defence static area. Pilots and ground crew were on hand to give visitors an insight into their job and the Rafale.
20. Pilot of the French Air Force Rafale interacting with visitors.
21. French Air Force H225M Caracal Medium Lift Helicopter with air to air refuelling probe.
22. This beautiful Mirage 2000D belongs the the French procurement agency’s flight test department. Mounted on this aircraft are some of the systems slated for the Mirage 2000D MLU program, namely the Thales Talios pod and new weapons such as the Thales ASPTT small diameter tactical air to ground bomb in a triple rack launcher and a DEFA 550F 30mm cannon. Both of these weapons are still on flight test stage with no firings yet.
23. Slovakian startup AeroMobil unveiled it’s new flying car as part of the Paris Air Lab, a new exhibition space dedicated to research and innovation. The car is able to go 160 km/h on the road and about 260 km/h in the air. At a cost of 1.2M to 1.5M Euros which is comparable to a small aircraft, one will get an aircraft and a sports car.
24. Workhorse group’s Surefly personal helicopter turned some heads in the Static Display area. It is a two seater helicopter powered by 8 propellers with a flight time of one hour with a full tank of gasoline. Workhorse is targeting to sell this helicopter for a price of USD200000.
25. Cockpit of one of the Concordes in the Paris Air Show’s Concorde Hall which hosts the Paris Air Lab exhibitions under the wings of two Concordes.
26. Airstar Aerospace made its first appearance at the Paris Air Show with the Eagle Owl tethered surveillance balloon. Due to classified military uses, it was rarely ever been shown to the public. This is the first time that visitors to the show are able to see the Eagle Owl flying over the show site.
27. Invited guests of ISTAT views the daily aerial demonstration displays from the balcony of their chalet.
28. Making it’s debut for the show is Embraer’s E195-E2 “Profit Hunter” in Golden Eagle livery. This is the largest pane Embraer has ever built and the company says that it is very cheap to operate, light weight and they believe airlines will be able to generate extra revenue from it. Thats why it is called the profit hunter.
29. Test pilot Murat Keles, a former Turkish Air Force F-16 pilot holds up the Turkish flag as the TAI HÜRKUŞ he was flying taxis back after his six minutes of amazing performance. This is also the first time TAI demonstrated the HÜRKUŞ in an international air show.
30. Making its first appearance outside of China is a full scale mock up of the Chengdu Wing Loong II UAV, displayed with an array of missiles and bombs. Externally, it looks like the MQ-9 Reaper drone that the United States uses.
31. Dornier 328 taxis to prepare for it’s demonstration segment. This particular aircraft has a cut away fuselage livery of the different configurations available for the aircraft.
32. Coming from a corporation between Ukraine and Saudi Arabia, the Antonov AN-132D make its way to the runway for it’s aerial display segment. The An-132D is similar in size to the C-27J and C-295W. It is capable of carrying a maximum payload of 9.2 tons.
33. French Ministry of Defence Extra 330 aircraft performs a series of rolls in one of the daily flying displays of the show.
34. A trio of Airbuses on the tarmac at the same time. The A320neo in the centre taxiing back after it’s demonstration flight while an A380-800 crosses the runway to prepare for it’s display while the A350-1000 is at the end of the runway ready for take off once the A380-800 clears.
35. Pilot of the Airbus A320neo looks on as the aircraft is towed back to the Static Display Area.
36. Having completed it’s aerial display, the Airbus A350-1000 touches down at Le Bourget.
37. Crew of the Airbus Helicopter Tiger relaxes as the aircraft is towed out for it’s aerial display.
38. Boeing 787-10 Dreamliner being moved from it’s Static Display.
39. French Army NH90 Caiman Tactical Troop Transport Helicopter put up a spirited flight demonstration of it’s capabilities.
40. Part of the Static Display Area as viewed from the top deck of the Media Centre. Some notable tails are the MRJ, CS300, Q400, Superjet 100, E195-E2, B787-10, B737 Max C295 and A380plus.
More images of the Paris Airshow on our Paris Airshow 2017 Gallery. | aerospace |
https://www.cobhamaerospacecommunications.com/en/breaking-news-amelia-by-regourd-aviation-selects-cobham-aerospace-communications-aviator-700s-system-to-be-integrated-on-its-latest-airbus-a319-vip-aircraft/ | 2024-04-16T02:17:10 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00779.warc.gz | 0.857298 | 227 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__127072687 | en | Cobham Aerospace Communications and Amelia (by Regourd Aviation) are thrilled to announce its collaboration on STC development for Cobham’s latest SATCOM system on Airbus A319 program. The certification is performed by S4A.
Perfect match for VIP and governmental aircraft, Cobham Aerospace Communications’ AVIATOR 700S system represents a disruptive evolution in aircraft cockpit and cabin communications.
– Three separate aircraft communication network domains, up to 80 times the data transfer capacity and approved secure IP based ACARS/SATVOICE safety services with VPN/IPsec
– Best SWaP parameters (size, weight, power) for a Swift Broadband Safety (Inmarsat SB-S 2.0) system
– Supports future i4D/4D trajectory-based operations and ATN over SATCOM for continental use (SESAR Iris), FANS 1/A (FAA NextGen) and PBCS for oceanic routes.
Drop a mail to our team at email@example.com to make your fleet smarter. | aerospace |
https://www.tfd.uni-hannover.de/846.html?L=1 | 2020-11-26T15:18:48 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141188800.15/warc/CC-MAIN-20201126142720-20201126172720-00701.warc.gz | 0.871955 | 543 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__193360594 | en | Linear Cascade Wind Tunnel
Field of Application
- Investigation of linear cascades
- Steady and unsteady pressure measurements
- Constant Temperature Anemometry (CTA)
- Laser Two Focus (L2F)
- Linear Doppler Anemometry (LDA)
- Particle Image Velocimetry (PIV)
- Background Oriented Schlieren (BOS)
The linear cascade wind tunnel has a channel width of 240 mm and a channel length that can be set between 120 mm and 776 mm. The channel length is dependent on the angle of attack, the pitch, and the number of blades inside the cascade box which is being used. The swiveling head supports a continuous variation of the angle of attack between 90° and 151°.
Each position in the cascade box can accept either a single full-span profile or two half-span profiles. The use of two half-span profiles offers the opportunity to perform highly accurate relative pressure measurements comparing different blade modifications with a reference blade; these modifications could be surface roughness or geometric variations.
A probe head containing two individual wedge-type probes moves pitch-wise. These support the simultaneous measurement of the two profile parts. Environmental conditions affect the measurement of both the reference blade and the modified blade.
The air supply of the linear cascade wind tunnel is provided by three screw-type compressors with a maximum mass flow rate of 11 kg/s. The inflow velocity can be adjusted infinitely so that the Mach number can range between Ma = 0.01 and Ma = 0.8, depending on the airfoil investigated. This leads to a Reynolds number range from Re = 100 000 to Re = 1 200 000. In order to ensure a two-dimensional velocity distribution over a wide span range, a Roots blower provides boundary layer suction at the endwalls, where static pressure tabs are used to observe the boundary layer growth.
The linear cascade wind tunnel can be fitted with a type SFC-16-4H55 cartridge filter arrangement, which allows conclusions to be drawn regarding the surface contamination and erosion of turbine or compressor blades. Well carefully considered quantities of particles can be injected into the main flow by a lance. Particles can be measure by a L2F system that has been adapted for this purpose. The contaminated air of the outflow is filtered by the cartridge filter arrangement. A great advantage of this installation is that wedge-type probes and the cartridge filter arrangement can be used simultaneously.
- Phone: +49 (0) 511 762 5180
- Mail: gilgetfd.uni-hannover.de | aerospace |
https://www.ustoolandfastener.com/3-space-square/ | 2021-10-22T16:31:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585516.51/warc/CC-MAIN-20211022145907-20211022175907-00625.warc.gz | 0.949421 | 370 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__144539344 | en | The Seneca Woodworking 3” Space Square is the first in a series of tools that raise the bar on what a precision woodworking square can be! Designed using principles similar to those used in aerospace engineering, this square is lightweight but strong, perfect for carrying in a pocket, apron or tool belt and capable of jobs small and large. CNC machined in the USA from aircraft grade aluminum and hard anodized, this square is more durable than standard anodized squares and will last a lifetime! Our matching wall mount bracket is great for keeping the Space Square ready for use on your shop wall.
We're taking precision woodworking tools to a higher level!
We firmly believe that listening to our customers allows us to build better tools, and we've had an overwhelming amount of customers tell us that they aren't happy with the current precision squares on the market, so we took on the task of designing squares made to boldly go where no woodworking tool has gone before. Introducing, the Seneca Woodworking Space Square series!
We started by looking to the future...
The basic elements of many traditional woodworking tools have remained unchanged for years. We started by questioning how we could improve basic concepts that have worked for centuries. We decided to approach designing this square by looking at the future. What better way to get inspiration than by looking at great achievements and amazing feats of engineering in aviation and space exploration. We decided we could make a high tech square, by using high tech computer CAD simulation...similar to the techniques used to design spacecraft... to eliminate weight and extra material while still creating a strong and precise tool. The result is a square that is futuristic, both in engineering and design philosophy. It feels great in your hand and won't weigh you down in a pocket, toolbelt or work apron! | aerospace |
https://forgottenairfields.com/airfield-kelstern-1200.html | 2023-03-28T07:38:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948817.15/warc/CC-MAIN-20230328073515-20230328103515-00243.warc.gz | 0.968802 | 869 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__133242315 | en | Validation date: 15 02 2014
Updated on: 18 11 2020
See on the interactive map:
Runway: 00/36 - ...x...m - concrete
Runway: 05/23 - ...x...m - concrete
Runway: 12/30 - ...x...m - concrete
Kelstern airfield (also known as RAF Kelstern) was a RAF Bomber base 210 kilometers north of London.
A night landing ground existed at Mill farm on the east side of the later air base between 1917 and 1919. It was intended for aircraft of 33 Sqn that, while hunting for Zeppelins, might run short on fuel. It was rarely used however.
Construction of the World War II air base began in July 1942 at about half a mile (roughly 800 meters) northwest of the night landing ground. A nearby night decoy site (for RAF Binbrook) was abandoned to deconflict with the new airfield. The airfield featured three concrete runways, a perimeter taxi track, 'loop' type aircraft parkings and at least one T2 hangar.
In September 1943 RAF Kelstern opened as No 12 Base (Binbrook) substation. 100 Sqn's C-flight provided the nucleus for a new squadron that stood up at the base: 625 Sqn., which was activated on 1 Ocotber 1943, operating Lancaster bombers. They flew their first operational mission less than 3 weeks later. A year later 625 Sqn provided the core for the reformed 170 Sqn, which flew its first operationa mission on 19 October and then moved out to RAF Dunholm Lodge on 21 October 1944.
An interesting experiment took place at Kelstern in early 1945. Because Lincoln bombers had a larger wingspan than Lancasters, tram tracks which had been taken up from RAF Grimsby were transported to Kelstern and laid into the T2 hangar on the technical site at the west side of the airfield. A special trolley arrived and was placed on the tram tracks, shortly after one of the Lincoln prototypes was flown in, this was gently mounted onto the trolley, and the aircraft was then dragged into the hangar sideways! It did work, but was clearly an expensive and time consuming process.
By April 1945, HQ 1 Gp (Bomber Command) had decided to reorganise and therefore moved 625 Sqn to RAF Scampton. With congestion and associated risks of crashes in overlapping circuits over Lincolnshire the decision was taken not to base any further flying units at Kelstern. The airfield was closed in May 1945.
no photos of the operational aifield were located.
After the war, the airfield was left abandoned for two decades. The property was sold by the MOD in 1965. It has since been demolished, with only minor parts still recognisable. Some mild scarring of the landscpaes reveals a little more detail when seen from the air. A small memorial was erected to the west of the airfield, but instead of commemorating the airbase it only commemorates its main user, 625 Sqn. About 100 meters/yards of tram rails still lie at the site of the trials hangar. The tram tracks can still be seen at Kelstern, the hangar itself has gone but the base remains and a few feet of track can be seen disappearing inside it.
Large parts of two runways were still visible in 1989. The closest to the camera was removed before 2003 (Ossington_2008, on Airfieldinformationexchange.com).
Taxitracks, parkings and small portions of runways are recognisable on this map, which marks the airfield properly as (disused). (streetmap.co.uk)
Aerial photo of the same piece of property, photographed in 2008. Scarring in the land reveals other parts of the former airfield: runways, taxi tracks and some more parkings on the north side of the airfield (Google Earth).
The memorial on the west side of the former airfield (mapio.net) | aerospace |
https://acfassociates.ca/projects/ | 2023-11-29T09:32:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100057.69/warc/CC-MAIN-20231129073519-20231129103519-00821.warc.gz | 0.936398 | 627 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__268621267 | en | ACF Associates is a company with a proven track record built on integrity, professionalism, and industry specific expertise. Here are some business success highlights:
Aircraft Performance Improvement Program Development
Looking to improve preventive maintenance execution performance, ACF Associates was awarded a long-term contract to develop and implement a new program that would dramatically reduce the maintenance turn around time and cost to the organization. The ACF Associates program was adopted and implemented and consequently, the organization saw a 20-40% reduction in turn around time and several millions of dollars in annual savings by reducing the number of contracted inspections.
Seeking to receive technical accreditation of maintenance and materiel processes under the Department of National Defense (DND) Technical Airworthiness Manual (TAM) and to meet the intent of the AS9110 quality standard, ACF Associates was contracted to complete an organizational gap analysis to identify possible deficiencies in the company’s existing work processes and then to re-write them compliant with the aforementioned quality systems standards. Resultant of this technical writing, a new, comprehensive technical processes package was developed and adopted that met all accreditation standards and requirements.
Maintenance Program Implementation
Required to implement a new 3rd line maintenance program in support of a Canadian Air Force fleet, ACF Associates was contracted to lead all program implementation activities. ACF Associates not only ensured the complete and thorough development of all system support plans (personnel, materiel, equipment, procedures, and air worthiness accreditations), but also, using a systems engineering approach, successfully guided the company through preliminary and critical design reviews, test readiness reviews, and physical configuration audits. As a result of this project, a new 3rd line maintenance program was successfully “stood up” to the client’s satisfaction.
Aircraft Technical Training
Assessing the training value, or Return on Investment (ROI), of new technology, when introduced into an existing program, is often difficult. However, using rigorous and sound research methods and theory, ACF Associates successfully provided a client with objective results that led to the adoption of appropriate advanced technical features to improve aircraft technician training, maintenance operations, and reduce incidents of no fault found.
Engineering Processes and Technical Airworthiness
ACF Associates was contracted to design and develop a company’s Technical Airworthiness engineering processes and procedures. This effort included interpreting airworthiness requirements, developing company processes and procedures to ensure compliance, and publishing these processes and procedures in an Engineering Process Manual. ACF Associates completed all project management activities necessary to initiate, plan, and execute the project. The project was successfully completed on schedule and within budget.
Proposal Development, Writing, and Implementation
Winning key bids is often necessary for the survival of companies. ACF Associates was contracted to manage the writing and submission of a critical and significant proposal. Under ACF Associates leadership, a bid writing team was brought together to produce a winning proposal. The result of this proposal has been a multi-million dollar, long-term contract for the client.
For innovative ideas and successful implementation, please contact us! | aerospace |
https://writers-web-services.com/conspiracy-theories-behind-fake-moon-landing/?amp | 2023-11-29T18:13:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00444.warc.gz | 0.973425 | 1,363 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__63110527 | en | Moon landing by the American astronauts and NASA happened about 50 years ago. The event itself is significant enough to mark a date in the minds of the people and have a special place in the world’s history records. However, what has proved to be the biggest ignition to keep this event in the news now and then is the heap of conspiracy theories attached to it.
The Apollo 11 was a joint venture of about 400,000 NASA employees and contractors. They all worked their heads off to put Neil Armstrong and Buzz Aldrin on the moon. Nevertheless, it only took one man and his pamphlet titled, “America’s $30 billion Swindle” to plant the seeds of distrust among people. The birth of this idea of conspiracies to prove the moon landing was fake came right after the Watergate scandal and the case of Pentagon Papers. This was a time when the Americans had already been fed with the idea that their government can easily lie to them when it wanted.
Who Started It?
Bill Kaysing has been associated with the US space program during 1956 and 1963, working for Rocketdyne. This company was designing the Saturn V rocket engines. This piece of information about Kaysing holds great significance as it is this point in his background that increases his reliability among people. His self-published pamphlet named “We Never Went to the Moon: America’s Thirty Billion Dollar Swindle” ignited a spark among the conspiracy theorists.
A lot happened that then fueled these conspiracy theories, including Hollywood movies showcasing how moon landings could easily be staged using set designs. Also, Fox News Documentaries had everyone’s attention towards videos and papers talking about how NASA fooled the nation and this whole world.
Conspiracy Theories behind Fake Moon Landing
Though the most significant response to debunk these theories is outright plain and simple, there is a set of people always refusing to believe. This article overviews some of the conspiracies that attempt to prove that the moon landings were fake, and the Apollo 11 never really made it to space.
- The movement of the American flag is one of the numerous points that the conspiracy theorists used to prove that the moon landings were fake. People watching the photos from that event claimed that since there is no wind on the moon, the flapping movement of the American flag proves that the whole thing was staged. This conspiracy theory has gained a lot of traction, as this is one of the most believable aspects.
In reality, the flag is not flapping. It was not any ordinary US flag. It was specially designed for the astronauts to plant on the moon, and since a simple flag on a gravity-less place would slack, there was a horizontal rod sticking out of the flag pole to keep the flag upright and waving.
- Another conspiracy theory feeding the general public asserts that the moon landing was fake is based on the absence of stars in the official pictures released. People gulped this point quickly as it was such a plausible thing for people to believe in. How can there be no stars in a picture captured on the moon?
The response debunking this conspiracy theory is also very convincing. Anyone who has used a camera at nighttime knows how bright lights in the background or flash darken the sky in the background. The same happened with the pictures that the Apollo 11 captured. The moon surface they landed upon was brightly illuminated by the sun. Also, the spacesuits those astronauts were wearing were highly reflective, which ultimately resulted in a starless night sky in the background of the moon landing pictures.
- Shadows are another strong suit forming the foundation of the fake moon landing conspiracy theories. This theory asserts that if the sun was illuminating the surface of the moon, then the shadows of some objects, such as the plaque Armstrong and Aldrin left on the moon, should not be there as they were in the dark. This feeds greatly to the idea that this is a classic Hollywood camera feature.
However, experts responding to this theory claim that although the sun was illuminating the surface of the moon, it is important to note that the moon itself is a giant reflector of sunlight. The lunar ground, reflecting the sun’s light, created scattered shadows of various objects on the moon, including the ones which were apparently in the dark.
- One of the pictures from the historic moon landing showcases Armstrong taking the picture as seen in the reflection of Aldrin’s visor. The conspiracy theory holds that the reflection of Armstrong taking Aldrin’s pictures lacks any sign of a camera. This indicates that someone else took their picture – implying that this whole thing was staged.
The response to this conspiracy theory claims that the bulkiness of the spacesuit and the sheer difficulty of landing and walking on the moon made it impossible for Armstrong to use a normal handheld camera. So, there was a camera attached to the front of his suit with which he captured this picture of Aldrin on the moon. The reflection also shows Armstrong reaching out to the front of his suit – meaning that he was attempting to take a shot.
- Another take at proving that the moon landing was fake involves the tension between the US and Russia and the sudden improvement in NASA’s performance. These conspiracy theories propel the idea that at the time of the 1957 launch of Sputnik by Soviets, the US space program was nowhere near capable of making a successful launch on the moon. The fact that NASA was able to successfully launch men on the moon just a decade after it was founded is hard to believe. The advocates of such conspiracy theories suggest that the US staged the moon landing to win the space war with the Russians – who had been making great strides in space programs and missions.
The fact that the Russians had been super space-savvy and had greater means than the US to enter into space and log successful missions itself debunks this conspiracy theory. Russians and the US were the greatest allies of those times. If there was even a hint of a lie in this moon landing, then why would the Russians stay quiet? They could have easily deflated the success of this event and marched ahead in the space race.
The successful moon landing by the US space mission Apollo 1 marked a historical event that can never be erased. The conspiracy theories surfacing to defame and prove it wrong are the ones keeping this event alive. From the single pamphlet by Bill Kaysing to the latest YouTube vlogger claiming that the moon landing was staged, the conspiracy theories have now taken a form of entertainment.
Initially, there was no point in replying to the rumors and these theories, but NASA invested deeply in this project, so there were a lot of explanations sent out by them. | aerospace |
https://allsecurityequipment.com/products/bolide-btg-mvr-cab15 | 2024-04-13T06:22:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816586.79/warc/CC-MAIN-20240413051941-20240413081941-00462.warc.gz | 0.908109 | 80 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__166384075 | en | Bolide 15’ Aviation Cable | BTG-MVR-CAB15
Mobile DVR Adapter Cable to Connect to Camera or Monitor, 15ft 4PA (Male to Female) Extension Cable with Aviation Connection.
Find answers to our most frequently asked questions below. Got more questions? Reach out to our friendly customer service team, they will be more than happy to assist you. | aerospace |
https://www.careerjet.ca/jobs-aerospace-defence/saskatchewan-4671.html | 2019-07-24T04:47:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195530385.82/warc/CC-MAIN-20190724041048-20190724063048-00532.warc.gz | 0.84583 | 207 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__136784633 | en | Aerospace - Defence Jobs in Saskatchewan
Aerospace/Aircraft Engine Mechanic - Relocation Opportunity - Standard AeroNew
Randstad Staffing has exclusively been chosen as the hiring partner for Standard Aero, an industry leading aerospace company in Winnipeg! This allows us to fast-track applicants ...
P/T Bartender- Maple Leaf Air Canada Lounge @ YXE Airport
Company Description Compass Group Canada is the leading food service and support services company in Canada with over 25,000 associates and $1.45 billion in revenues. Our vision ...
aerospace/aircraft engine mechanic - relocation opportunity - standard aero
job description Randstad Staffing has exclusively been chosen as the hiring partner for Standard Aero, an industry leading aerospace company in Winnipeg! This allows us to fast...
Pre-Board Screening Officer / Airport
Job Description YQR Pre-Board Screening Officer - Regina Watch your career take flight at GardaWorld! GardaWorld is the largest provider of aviation services for the Canadian... | aerospace |
https://www.tnewsdesk.com/cyprus-takes-six-airbus-h145-helicopters/ | 2022-10-01T02:00:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335514.65/warc/CC-MAIN-20221001003954-20221001033954-00191.warc.gz | 0.922435 | 263 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__207680139 | en | Cyprus has signed an agreement with Airbus Helicopters to purchase six, five-blade H145Ms, with six more options for use by the Cypriot National Guard.
The Airbus Helicopter’s H145M is a twin-engine, multi-roll, light utility military helicopter derived from the Civil H145. It is already in service in Hungary (20), Germany (15), Serbia (9), Thailand (5), and Luxembourg (2). Also, the U.S. Army operates more than 460 in-built H145M-family helicopters as UH-72 Lakotas.
The H145 is powered by two Safran Arriel 2E turbine engines and is equipped with a four-axis autopilot-equipped Helionix digital avionics suite. When equipped with the Airbus Hfors weapon system, the H145M can be operated as a light attack helicopter with weapons including guns, rockets and missiles, as well as combined with unmanned teaming capabilities in networked combat.
“The H145M will enhance the National Guard’s day and night capability to provide rapid response, firepower, and accuracy, provide effective combat assistance, and capture critical information,” he said. Cypriot Defense Secretary Andreas Luca. | aerospace |
https://www.flyertalk.com/articles/rise-of-the-robots-automation-in-commercial-aviation.html | 2019-08-20T03:57:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027315222.14/warc/CC-MAIN-20190820024110-20190820050110-00418.warc.gz | 0.965608 | 2,523 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__14790750 | en | Several years ago, I went on a first date with a pilot for a major international airline. We visited an Air New Zealand exhibit which discussed the history of Air New Zealand and New Zealand aviation, and also proposed what the future of aviation could hold. On a large whiteboard wall, guests to the exhibit were asked to write their comments about futuristic aviation concepts, including the concept of ‘robot pilots’.
My date scoffed that anyone supportive of the ludicrous concept of robot pilots was obviously uninformed, and wiped a few of the comments off the wall. I laughed but could tell it had touched a raw nerve. After all, I knew that automation already played a significant part in his job. He often joked that being a pilot consisted of a lot of procedural rote learning and memorization. In his words, this resulted in a job “pressing buttons and staring out the window.” After all, with 57% of jobs changing as a result of automation, the increased use of algorithms or machines, pilots are not immune to technological changes in the future of work.
A recent report compiled by the New Zealand Airline Pilots Association stated that pilots needed to be “well educated (but not brilliant).” In short, pilots should be smart but it’s not essential for them to be that smart. After all, pilots are just people. Some have mental health issues, despite the various measures put in place to prevent them from operating aircraft. Some act in an inappropriate and emotionally-charged manner. Potentially due to increased automation, some are forgetting how to do their jobs. Both robots and humans are fallible. This has begged the question – what if we could move to a future where automation was advanced enough to outweigh the risk of that pesky potential of human error, or at least to reduce the ‘human’ element to flying?
Remember When There Were Five People on the Flight Deck?
If you flew on a commercial airliner in the 1950s, you could have expected a crew of five airmen operating your aircraft – two pilots, a flight engineer, a radio operator, and a navigator. By the time the 1960s rolled around, the radio operator and navigator were gone, and flight engineers were removed during the 1990s. It’s not unusual to have a crew of only two pilots – a Captain, and a First Officer – on flights up to around eight hours, where standard risk management regulation requires a third operating crew member to be on the plane. As you can imagine, this can result in a fair bit of time when there is only one pilot technically operating the aircraft – or at least on the flight deck – in light of inevitable bathroom breaks, leg-stretching walks, and controlled rest. It’s not such a stretch to think that, within the next ten years, airlines will want to think how they can reduce numbers further – and the possibility of a single-pilot cockpit is called into question.
The Robots Already Rule the Air
Automation already plays a massive part in aviation. The decline in flight deck crew numbers? It’s due, in a large part, to the rise of automated technologies that have eliminated many of the routine pilot functions of yesteryear. Most modern aircraft are controlled mainly by computers, with automatic flight management systems. The role of the pilot has been altered considerably, given the advancement and accuracy of these computerized systems. Pilots can, of course, take over the controls – but systems and processes are in place to allow aircraft to operate under considerable automation, and in fact, this has become the accepted norm for commercial aviation.
Why Would Airlines Entertain the Idea of the Single-Pilot Cockpit?
UBS has claimed that around USD $15 billion in savings could be achieved by airlines, annually, by using a single pilot cockpit. This ambitious figure does hint at a growing issue amongst airline operators – the cost of keeping all of those pilots flying.
As China continues to attract pilots by offering large, tax-free salaries, it’s becoming more difficult for a number of airlines to attract and retain pilots. The 2019 Boeing Pilot & Technician Outlook estimates that 804,000 new pilots will be needed to fly the projected aviation fleet over the next 20 years. That’s around an additional 19,000 pilots each year. Of course, these projections don’t yet take into account the potential impacts of single-pilot commercial airliners – which could be a massive shake-up for the industry.
What About Stick-And-Rudder Flying Skills?
Late last year, my article The Pilot Paradox discussed the concept of the Multi-Crew Pilot Licence (MPL), designed to get pilots operational faster than on a traditional Commercial Pilot Licence (CPL) route. Premised on the concept that pilots intending to fly in a multi-crew cockpit environment should learn how to work in that environment from day one, it requires much less time spent manually operating a real aircraft, and more time in a simulator environment.
Apart from the obvious issue of a ‘multi-crew’ license in a world of single-pilot cockpits, the fact remains that all aviation training faces greater levels of automation than ever before. There is a greater emphasis on the utilization of emergent technologies at all levels of aviation training. While advancements in technology have, undoubtedly, made flying safer, there is a lingering question – how much manual handling should airline pilots continue to be taught?
When Automation Goes Awry
In October 2018, Lion Air flight 610 crashed, killing 189 people. In March 2019 Ethiopian Airlines flight 302 crashed, killing 139 people. Both planes met their end in eerily similar circumstances, with an erroneous sensor—a sensor designed as a new safety measure aimed at preventing pilots from losing control—pushing the aircraft into a steep dive. The Maneuvering Characteristics Augmentation System (MCAS) was put in place to account for design changes in the new 737 MAX, helping to stop the nose of the plane from pitching up due to the altered placement of its engines. Because of the very specific operating parameters under which Boeing expected it to activate, details on its usage were limited.
In November 2018, Boeing admitted that it had failed to include information on the MCAS in its training manuals for 737 MAX aircraft. However, even after manuals were updated, it was not enough to prevent the Ethopian Airlines crash in March 2019. In that case, it appeared to be a mixture of capability, training and technological design flaws that brought down the plane. What has resulted, therefore, is a mixed bag of questions: how safe are some of the ‘new’ automated technologies on aircraft? Are pilots gaining sufficient training to understand these systems, and to know how to cope when they fail?
Even though Boeing needs to respond to the issues surrounding the 737 MAX (an obvious one being the functionality of warning lights), questions are also being asked as to whether airlines are cutting corners in training. Some aviation industry figures argue that a shift in focus for pilot training has led to a decline in basic manual flying skills, which at a minimum would require the ability to manipulate the stick, rudder, and throttle to keep a plane at the correct speed, pitch, and altitude. In a 2017 video, Ed Wilson, Chief Pilot for Boeing, bragged that in just 2 1/2 hours of computer-based training, currently certified 737 pilots could be ready to transition to the 737 MAX. Would any airline believe this is sufficient?
When renowned pilot Chesley Sullenberger is weighing in on the question of automation and training, we should probably pay attention. The man who safely landed the ill-fated US Airways flight 1549 stated that “Pilots are not being told or taught everything they need to know about their airplanes.” His argument that automation requires an entirely new type of training holds weight, given the potential for overreliance on automated systems. He emphasized enhanced simulator training, as opposed to the current shift towards computer-based training. In June 2019, he stressed that it was unlikely that any airline pilot in the U.S. would have been taught how to deal with the warnings that arose leading up to the 737 MAX accidents. This is an important reflection, given some of the discussions about the potential poor quality of training of the airlines involved.
Aviation Is Safer Today Than It Has Ever Been. But What Can Improve?
Despite these accidents, commercial aviation is now safer than it has ever been. Between 2010 and 2019, just one person died on a U.S. commercial airliner. Around 100 people die every day in the U.S. from injuries sustained in car crashes. Aviation is safe. However, aviation is also big business, and there is room for improvement. Whether these improvements address financial performance or managing the risk of human error, there are plenty of motivators to explore automation in aviation.
In 2017, Airbus started trialing Vahana, self-piloted vehicles with a range of 50 miles. Airbus stated that they were aiming to take them—commercially—to the skies in the next ten years. The program saw its first test flight in February 2018, and by March 2019, had undertaken 50 flights—now moving towards the second iteration of its prototype.
At a briefing ahead of the Paris Air Show in 2017, Boeing announced it was investigating technologies for self-flying aircraft, noting that current aircraft can take off, cruise and land using automation. In November 2017, it acquired Aurora Flight Sciences, completing its first test flight of the Boeing NeXt in January 2019.
There are other ways that automation and A.I. might make flying safer. The use of biometric data, for one, is ensuring that greater oversight is being gained over those that take to the sky. An April 2019 conference on Vienna was held to understand how biometrics can support the UN Security Council Resolution 2396, a milestone decision in efforts to detect and prevent the movement of terrorists.
A Single Pilot Cockpit—the Game Changer?
In light of pilot shortages and increased demand for air travel, advancements in single-pilot cockpits could foment radical change. While rumors of the proposed 797 release at the Paris Air Show have not come to fruition, murmurings continue around single-pilot cockpits.
Jefferies Financial Group analysts have claimed that the 797 could come with a total redesign of the cockpit environment, potentially with one pilot flying the aircraft—and a second pilot monitoring the activities of several aircraft from the ground. While this could have been the big reveal expected at Paris, Boeing has plenty of other issues on its hands. It issued a statement confirming that its new midsize airplane will be based upon a twin-pilot premise. It will be a little longer before we can understand just how the major aircraft producers envisage the introduction of a single-pilot cockpit.
Will the Public Accept a Single Pilot?
Regardless of how you approach the question—humanity has a way to go before we are likely to accept autonomous, or near-autonomous, aircraft. Every incident of supposed ‘human-error’ begs us to question how we choose, and train, those allowed to shuttle us around the world. Despite this, most people simply aren’t in the headspace to accept an autonomous plane. In 2017, over 50% of people questioned by UBS stated they wouldn’t fly in an aircraft without a human pilot – even if fares were cheaper.
While trials for self-flying taxis continue, the fundamental shift required in our thinking to accept this type of approach to aviation is a much more difficult problem to overcome. Boeing’s Vice President of Research and Technology, Charles Toups, has noted that single-pilot technologies will likely be introduced into cargo operations first, and it would take several decades before we will see passenger operations being undertaken in single-pilot aircraft.
We might be averse to having a single-pilot cockpit on a passenger jet, but are we that opposed to having our cargo delivered by them and sharing our airspace? Time will tell, but at the pace that technology is progressing, it might happen sooner than you think.
[Featured Image: iStock] | aerospace |
https://www.jewishpress.com/news/middle-east/yemen/arrow-defense-system-thwarts-missile-attack-on-eilat/2023/11/14/ | 2023-12-08T13:25:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100745.32/warc/CC-MAIN-20231208112926-20231208142926-00607.warc.gz | 0.971622 | 395 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__75109233 | en | Red Alert incoming rocket alert warning sirens activated Tuesday evening in Israel’s southernmost city, Eilat, for the second time in fewer than 12 hours, sending thousands of residents racing for cover in response to a missile attack fired at Israel by Iranian-backed Houthi rebels in Yemen.
The attack was intercepted by Israel’s acclaimed Arrow aerial defense system, developed together with the United States for protection against long-range threats.
“A missile launch toward Israeli territory was identified and successfully intercepted by the Arrow aerial defense system in the area of the Red Sea,” the IDF said in a statement. “The target did not cross into Israeli territory, and was intercepted according to protocol.”
Earlier in the day, the IDF said an interceptor was launched in response to “the suspicion of an aerial target,” adding that the Red Alert sirens warning of that attack were triggered by the launch of the interceptor, rather than by the aerial threat.
“No infiltration was identified into Israeli territory,” the IDF said, but did not confirm missile fire from Yemen. At least one past attack aimed at Eilat since the start of the month originated from Syria.
Several hours after Tuesday’s first attack on Eilat, Houthi leader Abdul Malik al-Houthi announced, “We are looking for Israeli ships in the Red Sea to attack them. They don’t dare to wave the Israeli flag, but we will find them.”
Israeli Navy missile boats arrived November 1 in the Red Sea area following several instances in which cruise missiles and drones were launched by the Houthi rebels toward Israel. The vessels are equipped with air defense systems, such as the Barak-8, produced by the Israel Aerospace Industries (IAI).
A number of American naval vessels are also stationed in the Red Sea and have intercepted Houthi attacks aimed at Israel. | aerospace |
http://wdcdgg.westgis.ac.cn/DATABASE/Images/SeaWifs.htm | 2019-07-22T08:38:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195527828.69/warc/CC-MAIN-20190722072309-20190722094309-00027.warc.gz | 0.844778 | 150 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__133952708 | en | SeaStar spacecraft, developed by
OSC, carries the
SeaWiFS instrument and was
launched to low Earth orbit on board an extended Pegasus launch
August 1, 1997. The SeaWiFS instrument will be the only
scientific payload on the SeaStar spacecraft.
OSC has the sole
responsibility for the development, launch, and command and control
of the satellite. The development of the SeaWiFS instrument was
subcontracted to Hughes/SBRC, but
OSC maintains ultimate responsibility for the instrument.
Data center only collected the data covering
the West China, especially the Himalayas regions. The main objective
is monitoring the glacier and snow cover in the cryoshpere of China. | aerospace |
https://geobuiz.eu/2023/speakers.php | 2023-12-02T06:01:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100327.70/warc/CC-MAIN-20231202042052-20231202072052-00556.warc.gz | 0.892479 | 306 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__279588647 | en | Europe's Geospatial Industry Outlook and Business Directions
Geospatial Infrastructure & National Digital Twin
Space Commercialization: Opportunities and Challenges
JB Monnier is vice president of Asia Centre, the leading think tank dedicated to Asia geopolitics in France. JB joined Bentley Systems (Nasdaq: BSY) in 1994 as senior VP to lead the geospatial and civil engineering software teams, he then spent 13 years in China heading Bentley's Asia Pacific and Emerging Markets operations. JB Monnier holds a PhD in aerospace engineering from Illinois Tech in Chicago, a master's degree in energy engineering from INSA Lyon, and an executive MBA from HEC Paris.
SMEs: Boosting Innovation and Entrepreneurship
Geospatial Policies and Institutional Governance
Digital Economy Unit-Joint Research Centre European Commission
Airbus Defence and Space
Ciro Daragiati Farinelli brings a wealth of experience as a dedicated space engineer and business professional. With a role as the Future EO Programs Manager at Airbus Defence and Space, Ciro is involved in shaping the future of Earth Observation. His current mission involves crafting innovative and sustainable business models within the European Space industry, fostering collaborative relationships with institutional partners.
Ciro's journey goes beyond traditional engineering, extending into the realm of entrepreneurship. He's played an integral role in nurturing startups and harnessing the potential of artificial intelligence to drive progress. This diverse background allows him to bridge the gap between technology, business, and innovation. | aerospace |
http://news.ku.edu/ku-aerospace-engineering-student-named-aviation-weeks-20-twenties-list | 2022-01-27T23:30:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305317.17/warc/CC-MAIN-20220127223432-20220128013432-00367.warc.gz | 0.970033 | 831 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__89860850 | en | LAWRENCE — A University of Kansas School of Engineering student has been recognized as a future “technology leader” by Aviation Week magazine and the American Institute of Aeronautics and Astronautics.
Joe Block, aerospace engineering senior from Chaska, Minnesota, was among the 20 students selected from universities across the world, featured on the “Tomorrow’s Technology Leaders: The 20 Twenties” list. The award recognizes students earning STEM degrees who are nominated by their universities on the basis of their academic performance, civic contribution and research or design project. Winners get a boost in their efforts to network within the industry, while hiring managers gain knowledge about the best of the best in the next generation of aerospace talent.
"Honestly, it means a lot to me,” said Block, a first-generation college student. "It's been awesome to see how far I've come since beginning my journey in aerospace engineering."
Block attributed the honor, in part, to his co-founding — with fellow students Grace Scherschligt and Will Brabston — the Jayhawk Aero Design club, which designs and builds unmanned aircraft, then enters them into competition against aerospace engineering teams from other colleges and universities across the world.
"We are a group that does the designing, building and flying of remote-controlled aircraft — planes from 2-foot wingspans to 12-foot wingspans, 5 pounds up to 55 pounds,” Block said. "We wanted to get our hands a bit more on a build-type project. We saw other groups, like Jayhawk Motorsports, that were doing projects like this that were meaningful."
Another goal: To build on KU’s long history of victories at AIAA aircraft and spacecraft design competitions — a tradition that goes back to 1950. The Jayhawk Aero Design club started competing during Block’s junior year, he said, and seems poised to add to that tradition.
"We did pretty well in the grand scheme of things,” Block said, “competing for the first time against teams that have been doing this for 25 years."
Other activities that factored into Block’s award: a weeklong trip to Uganda to help a town build a rainwater harvesting system. It was also a chance for Block to get a glimpse of his future — he wants to work on unmanned aerial vehicles, and neighboring Rwanda is home to a burgeoning industry: A company called Zipline, for example, has drawn attention for its efforts to use unmanned planes to deliver medical supplies like blood and vaccine to remote areas not easily reached otherwise.
Back at home, Block has also done on-campus work in KU’s Composites Lab, “getting my hands dirty.”
“It's really rewarding,” Block said of the honor, “after all the time and energy I've spent in these organizations."
Greg Hamilton, Aviation Week Network president, praised the list of “20 Twenties” winners in a press release.
“The future of the industry depends on these rising stars whose academic talents, high-value research and civic service, as well as their creativity and innovation, are sure to change the face of the industry,” he said.
Block gave credit to his family.
"My parents worked extremely hard to get me where I am right now,” he said.
He also praised Ron Barrett and Shawn Keshmiri, faculty members in the aerospace engineering department, for their guidance and encouragement. "(Professor Keshmiri) really did a good job of motivating you to do more than you're used to,” Block said. “He lets you know you're just as competitive as people from across the world."
That’s certainly proven true for Block. This year’s competition had qualified nominees from 42 different universities representing nine countries. Block and the other 19 winners will be honored at a ceremony March 14 in Washington, D.C. | aerospace |
https://www.serco.com/eu/sector-expertise/space/redlab-project | 2020-07-11T11:52:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655929376.49/warc/CC-MAIN-20200711095334-20200711125334-00046.warc.gz | 0.879703 | 254 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__53281020 | en | Welcome to the Red Lab Project. Red Lab is a Research & Development incubator led by Serco in Italy which focuses on research and innovation in the space sector.
The Red Lab project
The Red Lab is a research hub which aims to strengthen Serco’s relationships with universities and research institutes and encourage cooperation in space research and innovation.Through the Red Lab, Serco will provide research opportunities in the field of Earth Observation and will host students and young scientists to conduct their research within Serco’s premises.
This will be an invaluable opportunity for young researchers to receive mentoring opportunities and gain industry experience, but also to contribute to support our existing operations and to foster innovation.
Research areas in Space
Space will be at the centre of the Red Lab activities and the main research areas will focus on the following Earth Observation domains:
- Geospace and space weather
Earth Observation sensors
- Microwave sensors
- Optical sensors
- Spectrometer sensors
- Hyper-spectral sensors
- In-situ sensors
- Artificial intelligence and data analytics
- Small satellites and constellations
- Open science and education
Engineering and Management
- Process and standards
- Health, safety and environment | aerospace |
https://www.brainerddispatch.com/news/4101863-airport-commission-new-business-coming-landing | 2021-04-14T02:18:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038076454.41/warc/CC-MAIN-20210414004149-20210414034149-00163.warc.gz | 0.959916 | 1,254 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__132894852 | en | Seconds count when it comes to transporting patients via aircraft from a crash or a hospital to much-needed medical care.
A company with plans to locate at the Brainerd Lakes Regional Airport hopes its presence will help lower those response times.
Thursday, Kolby Kolbet, vice president of clinical services with Life Link III, told the Airport Commission the aviation medical transport company is expanding and wants to put a base at the airport.
Life Link III recently determined the Brainerd lakes area needed another medical aircraft provider, Kolbet said, despite the presence of North Memorial Air Care at the airport. Crow Wing County is growing rapidly, he said, and also has a rapidly aging population.
The Bemidji Regional Airport has two air medical transport companies, Kolbet said, so Life Link III and North Memorial Air Care will be able to coexist in Brainerd. Mike Arnold, who works as a first responder in the area, said it's common to respond to an accident in the Aitkin area and not be able to get North Memorial Air Care to respond, because the aircraft is out on another call.
"As someone that uses the service, I don't see a problem having two helicopters in the area," Arnold said.
The company wants to have a base up and running by May, Kolbet said, but would be ready to operate as soon as February if a suitable building is found. The base will employ five full-time nurses, five full-time paramedics, four full-time pilots and two full-time mechanics, for a total of 16 employees.
Typically, Life Link III prefers a 60-by-60 foot building for its single-helicopter operations, Kolbet said. The building needs an area for the crew to rest, he said, as crew members work 12-hour shifts and are on-site 24/7.
In Brainerd, Life Link III is looking for a building with expansion capacity, which means an 80-by-80 foot building, Kolbet said. In the past, the company has been able to repurpose existing buildings, but is open to building a new building in Brainerd.
The base requires water and sewer service, Kolbet said, so it's fortunate to have the airport utility extension project currently bringing water and sewer service to the airport.
"We're very fortunate that the resources are here at Brainerd," Kolbet said.
For now, Kolbet will continue to work with airport staff to find a suitable building to house the Life Link III operation in Brainerd, until a permanent facility can be built. The primary way the Life Link III base will generate revenue for the airport will be through fuel sales.
How it works
When Life Link III receives a call from a first responder or a hospital for patient transport, instead of sending the closest Life Link III aircraft, the service sends the closest medical transport aircraft, regardless of who operates it, Kolbet said. Essentia Health is part of Life Link III, so the company will field all the calls for transport from Essentia Health-St. Joseph's Medical Center starting after Labor Day. The company plans on being fully operational on a 24/7 basis in 2017, so until then, it will continue to send North Memorial Air Care on those calls, as Life Link III won't have a local aircraft to send.
Any health care facility can call any aircraft for air medical transport, Kolbet said. In the past, air transport providers would just send their own aircraft, he said. Now, with aircraft available all over the state, the providers send the closest aircraft, regardless of affiliation.
"If it's one of our loved ones in the side of the road in a motor vehicle crash," Kolbet said, "we wouldn't care what name is on the side of the aircraft. We just want the closest, fastest helicopter to get there."
When the Life Link III call center receives a call for transport, it fields the call but at the same time calls multiple other medical air transport providers, to determine the closest aircraft, Kolbet said. All those providers share GPS data for their aircraft, he said, so each provider has tabs on the closest aircraft at all times.
"We work very collegial back and forth, the air medical transport programs do," Kolbet said.
Life Link III won't force a patient to be transported to a Life Link III-affiliated hospital, Kolbet said.
"We will transport a patient anywhere they want to go," Kolbet said. "As long as it's appropriate for the level of care that they need."
Life Link III currently transports many neonatal intensive care unit patients out of Brainerd to other hospitals in the state for necessary treatment, Kolbet said.
"We're the only ones who are providing that service, so that's what brings us to Brainerd," Kolbet said.
Life Link III is a private 501(c)(3) organization, Kolbet said, and is called Life Link III because of its three original members. Now, the company encompasses nine health systems, 44 hospitals and six bases. The company started in 1978 and decided to drop its ground ambulance service in favor of focusing on air medical transport in 2011.
Life Link III purchased six new aircraft in 2014 to standardize the fleet, Kolbet said, and is planning to purchase two more to support the Brainerd base. The company's mission is to provide safe and effective air medical transport, he said, "and we always put the patient first."
The newest base in Cloquet opened a year and a half ago, Kolbet said, and operates from 9 a.m. to 9 p.m. The aircraft in the Life Link III fleet are maintained and piloted by Air Methods, the largest air medical carrier in the U.S., Kolbet said.
"We own the aircraft, they operate them," Kolbet said.
The six Life Link III bases are in Alexandria, Blaine, Cloquet, Hibbing and Willmar, as well as Rice Lake, Wis. | aerospace |
https://www.transportstore.com/Aviation-Civil-Airports-Books-1348.cfm/sort/author?startrow=11&pl=10& | 2021-07-29T02:32:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153814.37/warc/CC-MAIN-20210729011903-20210729041903-00584.warc.gz | 0.82833 | 48 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__148723243 | en | Airport operations for children, illustrated throughout.
The Story of Barra Airport
Historic Aircraft Profiles in Colour
An Illustrated Trip Around Britain's Major Airports
An Aviation Artist Looks Back
Amsterdam's Airport Below the Sea | aerospace |
http://www.talaviation.com/Air-Mauritius-adds-capacity-to-Shanghai | 2017-03-28T13:47:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189771.94/warc/CC-MAIN-20170322212949-00506-ip-10-233-31-227.ec2.internal.warc.gz | 0.920247 | 177 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__150528427 | en | Air Mauritius adds capacity to Shanghai
Current flight will operate non-stop from end of March 2012
Air Mauritius is increasing its capacity to Shanghai by over 100% (from 14,300 seats to 31,200 seats annually) as from 26th of March 2012.
The current weekly Airbus A330 flight to Shanghai will no longer stopover in Kuala Lumpur and will be operated by the larger Airbus A340 aircraft according to the following schedules ( All times local and subject to slot clearances and approval from authorities) :
Departure Mauritius Monday 23h00
Arrival Shanghai Tuesday 14h25
Departure Shanghai Tuesday 21h25
Arrival Mauritius Wednesday 04h45
The airline will maintain its three weekly operations to Hong Kong and two weekly operations to Kuala
Lumpur / Singapore hence offering the Chinese market 6 weekly options to Mauritius. | aerospace |
https://www.letadlanaplatne.cz/en/film-planes/military-aircraft/fighter-aircraft/north-american-p-51-mustang/ | 2023-12-02T05:28:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100327.70/warc/CC-MAIN-20231202042052-20231202072052-00847.warc.gz | 0.969632 | 4,645 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__143908615 | en | The North American P-51 Mustang is a single-seat long-range fighter. During World War II, it became one of the most successful and fastest Allied reciprocating fighters. During this conflict, the machine served in more than 40 USAAF fighter groups and 31 RAF squadrons. The aircraft proved so successful that the Americans used it as the main fighter and fighter aircraft at the beginning of the Korean War. He also appears in a number of war films, which certainly include The Tuskegee Airmen and Red Tails. He will also appear briefly in one part of the animated series Futurama, loosely translated as Roswell’s Ruffle.
In 1938, the British government set up a purchasing commission in the United States, headed by Sir Albert Henry Self. As the aviation representative of this commission, he had full responsibility for the purchase of American aircraft meeting the requirements of the RAF. At that time, however, the choice was minimal, as no aircraft manufactured in the United States met European standards. The only machine approaching them was the Curtiss P-40 Tomahawk. However, Curtiss-Wright produced the P-40 at the limit of its production capacity, so there was a shortage of these fighters. At that time, North American Aviation was already building NA T-6 Harvard training aircraft for the RAF, but its production capacity was not nearly as busy as it was at Curtiss-Wright. At the time, NAA President James Howard Kindelberger addressed Sir Henry Self with an offer to sell a new North American B-25 Mitchell medium bomber. Instead of answering, he was unexpectedly asked if they would be able to produce the aforementioned Curtiss P-40 Tomahawk aircraft under license for the RAF. Kindelberger replied at the time that they were able to design a better concept and construct it within 120 days.
In the first four months of 1940, NAA chief engineer John Leland Atwood intensively discussed the specifications of the proposed aircraft with British engineers and officials. Self was very concerned that North American Aviation had never designed a fighter herself before, so he insisted on obtaining and studying drawings of a Curtiss XP-46 experimental aircraft, including wind tunnel tests, before the NAA provided them with detailed construction drawings of their concept. North American Aviation therefore purchased drawings and data from Curtiss-Wright for £ 56,000, confirming a contract with the British Purchasing Commission for the new aircraft. The resulting detailed construction drawings and the signing of the beginning of the Mustang project took place on May 4, 1940, which was followed 25 days later by a firm order of 320 machines. These aircraft were referred to in the RAF as the Mustang Mk.I. The British Purchasing Commission set requirements for the armament of four 7.7 mm machine guns, delivery of the first serial machine by January 1941, and costs not to exceed $ 40,000 each.
The prototype NA-73X, designed by the team of chief engineer Edgar O. Schmued, used several design innovations in the construction of the kite, which later fundamentally affected the overall characteristics of the machine. One of them was the use of a completely new laminar profile of the NAA/NACA 45–100 wing, which was characterized by low air resistance even at high speeds. Another novelty was a new set of single-channel water and oil coolers located behind the wings at the bottom of the fuselage, which again managed to reduce the overall air drag coefficient of the aircraft airframe. Interestingly, this prototype was also one of the first aircraft to have a fuselage mathematically designed using conical sections. The result was a smooth kite surface with low air resistance. When designing this machine, attention was paid to modularity during production and therefore the aircraft kite was divided into five main sections. The front, middle, rear part of the fuselage and two halves of the wing, which were before the final assembly equipped with all cabling and wiring.
The prototype was put into operation in September 1940, just 102 days after placing the order. On October 26 of the same year, it was first lifted into the air by aeronautical engineer and test pilot Vance Breese. To save weight, this machine had its partly monococo fuselage made entirely of aluminum. He was armed with four 7.7 mm machine guns located in the wings and two synchronized 12.7 mm machine guns located under the Allison V-1710-F3R engine. Although the United States Air Force (USAAC) could block any sale at the time that it considered unfavorable to US interests, NA-73 was considered an exception because it was designed at the initiative of the British Purchasing Commission. In order not to interrupt the supply of machines, Colonel Oliver P. Echols agreed with the purchasing commission to provide two aircraft for evaluation. These were machines of serial numbers 41-038 and 41-039, which were then tested in the USAAC under the designation XP-51. Later, another three hundred pieces of Mk.I began to arrive in England on the basis of a second order, which the NAA referred to as NA-83 due to small design differences.
The disadvantage was the engine with a single-stage compressor, which rapidly lost power at altitudes above 4600 m. Although Alllison’s attempts to develop a more powerful engine with sufficient power were poorly funded, they produced the V-1710-45 power unit. He had an auxiliary compressor with variable speed installed and was able to develop an output of 860 kW even at 6800 m. In November 1941, the NAA studied the possibility of using it, but adapting its excessive length to the Mustang would require extensive modifications to the airframe and would cause long delays in production. The next version of the NA-91 was armed with four 20 mm cannons in the wing. The disadvantage was still the engine, which had the already mentioned problems with performance at higher altitudes. The Royal Air Force, therefore, used these machines, known as the Mk.IA, from July 1942 used only for reconnaissance and attacks on ground targets at low altitudes. The US Air Force took over 57 pieces of this version from British deliveries and assigned them the designation P-51. Later, all these aircraft were also equipped with K-24 cameras and were used for armed reconnaissance as F-6A.
Meanwhile, the USAAC has commissioned production for 150 machines of the already mentioned version, which it later expanded by 310 pieces of P-51A with F-6B cameras installed. Their armament consisted of four 12.7 mm machine guns in the wing and hangers for two 227 kg bombs. The Allison V-1710-81 engine with a take-off power of 883 kW was then selected as the power unit. Only about 50 specimens of this variant reached Britain under the designation Mustang Mk.II. The USAAF military unit, which existed only for a very short time and was the direct predecessor of today’s USAF, introduced into its armament, among other things, the battle version of the NA-97, known in the USA as the North American A-36A Apache. Its armament consisted of a total of six large-caliber machine guns located in the wings and under the engine Allison V-1710-87 with an output of 974 kW. The aircraft could also carry two 227 kg bombs and was also equipped with tilting brake shields to reduce speed in dive flight. The combat name Apache later replaced the name Invader, and eventually the usual Mustang was used for them.
On the recommendation of designer Ronald W. Harker of Rolls-Royce, the British installed their Merlin 65 engine with 1,254 kW fuel injection, including a four-bladed propeller from a Spitfire, in the Mustang Mk.I (AL975/G) in October 1942. Thanks to these modifications, the performance of the aircraft increased significantly. An intercooler for a two-speed two-stage compressor designed by Sir Stanley George Hooker was also installed under the bow, and the modified machine was designated the Mustang X. There were two other modified machines that flew in November and December 1942. They were later powered and tested with newer Merlin engines. 70 or 71. A similar adjustment was made in November of the same year by North American Aviation itself by converting one P-51A to an unarmed XP-51B. This aircraft had a twelve-cylinder Packard V-1650-3 Merlin engine with Bendix-Stromberg fuel injection. These engines were built and supplied for license by NAA by the Detroit carmaker Packard. Installing an intercooler in a deeper cover on the lower part of the fuselage behind the wing (where there was already an enlarged radiator) turned out to be a more elegant option, leaving only a small air trap under the propeller cone.
Since the summer of 1943, Mustangs with Merlin engines have been produced on production lines in California as NA-102 (P-51B-1-NA) and in Texas as NA-103 (P-51C-1-NT), which carried a total of four machine guns Browning M2 caliber 12.7 mm. The British designation for variants B and C was the Mustang Mk.III. Thanks to their range, these versions were able to accompany USAAF bombers over and over Berlin and back from March 1944. In the middle of this year began to produce a successful version of the P-51D with a V-1650-7 engine with an output of 1,265 kW and armament in the wings increased to six machine guns. In Britain, this type was referred to as the Mustang Mk.IV. Other design changes included a lowered ridge and a teardrop-shaped cockpit cover that improved the pilot’s view to the rear. During production, 136 copies were sent to Dallas for conversion to the reconnaissance version of the F-6D, while 10 two-seater TP-51Ds with double control were also created.
In the P-51K version, most (1,337 pieces) out of a total of 1,500 built aircraft had Aeroproducts propellers with a smaller diameter and different cockpit overlap installed. Later machines were additionally equipped with a launcher for a total of eight missiles. The remaining 163 aircraft were completed in a modification of the F-6K for photographic reconnaissance (weapons remained). Of this version, 594 pieces were handed over to the RAF under the designation Mustang Mk.IVA. Further development brought experimental lightweight machines XP-51F, G and J. War production ended with 555 aircraft version P-51H and 1,700 pieces from the deployed series P-51L based on the previous version. Type H with a Packard V-1650-9 engine with an output of up to 1632 kW was lighter than version D and reached a maximum speed of 782 km/h.
Commonweath Aircraft Corporation CA-17/18 Mustang
Two years after the British Purchasing Commission began working with North American Aviation, the Royal Australian Air Force (RAAF) has also begun to address the issue of new fighters. In the end, the NA P-51 Mustang was chosen as the new defensive aircraft, with the fact that it will be manufactured under license by the Australian company Commonweath Aircraft Corporation (CAC). The agreement between the NAA and the RAAF was concluded at the end of 1943, so nothing prevented the start of production on this continent. Under the agreement, the American company NAA supplied 100 pieces of unassembled P-51D machines, including about 80 Merlin engines from Packard. However, due to the long delay in this delivery, the first licensed Mustang did not get into the air until April 1945.
A total of eighty aircraft marked as CAC CA-17 Mustang Mk.20 were assembled from it, but it was too late for these machines to join the battles of World War II. The CAC company produced after the war about 120 aircraft newly designated as CA-18 Mk.21, 22 and 23. The individual models differed mainly from the type of engine installed. Packard V-1650-7 Merlin propulsion units were mounted in the fuselage of the CA-18 Mk.21, while the CA-18 Mk.23 was used by the British Rolls Royce Merlin 66 or 70. The medium type CA-18 Mk.22 was, unlike the previous two modified as a reconnaissance version of the F-6D. The last machine CA-18 Mk.23 left the factory gates in 1952.
In 1957, Florida journalist David B. Lindsay founded Trans Florida Aviation Inc., which converted redundant P-51 military fighters to civilian high-performance business aircraft. The original name of these machines was the Trans-Florida Executive Mustang, which soon changed to the Trans Florida Aviation Cavalier Mustang.
The Mustang obtained from the army’s surpluses was always first completely dismantled, then disarmed and prepared for subsequent reconstruction. The military equipment in the cockpit was dismantled and replaced by a second seat, the interior received luxurious leather upholstery, new avionics were installed, luggage compartments and finally the machine received civilian colors. The first aircraft rebuilt in this way took off in 1958. Three years later, in 1961, this machine was renamed the Cavalier 2000. The number in the name was to refer to the range in km. The company later offered its potential customers a total of five models: Cavalier 750, 1200, 1500, 2000 and 2500. They differed in fuel capacity and the number in the name again indicated the approximate range of the aircraft. The fact that it was almost a custom production is evidenced by the number of aircraft rebuilt in this way, of which there were only 20 in ten years of the company’s existence.
During this time, the machines were made several modifications in the design of the aircraft so that the machine complies with FAA regulations. These were mainly the already mentioned avionics, then the autopilot, second seat, ventilation holes in the cockpit located in the cabin frame, high-pressure oxygen system, luggage door in the fuselage and rudder, which was now 35.5 cm higher than the original. Depending on the type of machine, additional tanks were also installed either on the wingtips or on the carriers under the wings. The carriers carried two 227 l tanks, while at the ends of the wings were placed tanks with a volume of 363 l.
North American Aviation bought Cavalier for the famous test pilot R. A. “Bob” Hoover in 1962, with whom he was to promote the NAA’s reputation on air days. The second was taken in 1971 to replace a previous machine destroyed in a ground accident. This was due to an explosion of the oxygen cylinder. The new aircraft was soon named the “Ole Yeller” and Hoover flew on it until the late 1990s, when he retired. In 1997, he sold it to his good friend John Bagley of Rexburg, Idaho. The handsome yellow man still flies to this day and has his home hangar in the Legacy Flight Museum on the outskirts of the already mentioned city of Rexburg. Trans Florida Aviation Inc. in 1967, due to the strong identity of its machines, it was renamed Cavalier Aircraft Corporation and operated under this name until its termination.
In 1967, the company entered into a contract with the US Department of Defense to create a military version of the F-51D for export. These machines had most of the improved features of civilian aircraft, they were only adapted to fighters. Upon completion of the optimization, the Cavalier F-51D Mustang was designated and all nine single-seater (F-51D) and two two-seater (TF-51D) specimens were sold to Bolivia under the Peace Condor program. In 1968, the US military ordered two copies of these machines for testing pilot aircraft in the Cheyenne Helicopter program. After the end of the program, these machines were still used in the NAS China Lake project. These were test flights in which the effectiveness of the use of two 106 mm non-slip cannons installed at the ends of the wings was determined. Due to the dangerous and one-off nature of weapons, this test of ground combat fighters eventually became just another dead end in the development of combat machines. One of these aircraft has been preserved and is still exhibited in a modified form in the Air Force Armament Museum at the Eglin Air Base in Florida.
Cavalier Mustang II
Simultaneously with the F-51D, there was also the development of its successor designed for direct air support and counterinsurgency operations. Compared to the previous model, it had improved avionics, reinforced wings to carry more air containers for various weapons located on the other four hangers, and a modified Packard Merlin V-1650-724A engine. After completing the development process, the company began to refer to this model as the Cavalier Mustang II. A total of ten pieces were produced in two production series. The first of 1968, built for Salvador, had additional tanks at the ends of the wings for longer range. The second, manufactured in 1972-3 and intended for Indonesia, unfortunately no longer had these tanks, due to restrictions from the US State Department.
Cavalier Turbo Mustang III/Piper PA-48 Enforcer
In 1968, the company installed a Rolls-Royce Dart 510 turboprop engine in the airframe of a Mustang II. This privately funded prototype, like the previous type, was intended for the CAS / COIN mission. The machine had a radically increased power, payload and thanks to the already mentioned turboprop engine also reduced maintenance costs. The propulsion unit, aircraft kite and pilot were protected by Bristrol ceramic armor. Despite the number of business offers from the United States Air Force, neither the US military nor foreign buyers bought a single copy. Cavalier Aircraft Corporation has long faced the problem of small production capacity and was therefore looking for a company capable of mass production. Finally, the Mustang III project (known as The Enforcer since 1970) was sold to Piper Aircraft in 1971. Cavalier Aircraft Corporation ceased operations in the same year, allowing Lindsay to assist in the research of this machine, now known as the Piper PA-48 Enforcer. To complete the contract for Indonesia, Lindsay founded a new company, Field Services Inc., which still exists today.
Piper leased the Lycoming T55-L-9 engine from the USAF and performed about 200 test hours on one aircraft. It was a power unit that Lindsay originally wanted to use, but he probably couldn’t get. In 1971, the company built two machines, which, along with many other improvements, significantly modified the aircraft’s airframe and fitted them with Lycoming YT55-L-9A turboprop engines. It was a single-seat machine PE-1 and the second PE-2 designed for training with double control. Prior to the Pave COIN tests, the PE-2 was destroyed on July 12 during an accident off the coast of Florida due to the flutter of the elevator rudder. Although PE-1 performed well during the Pave COIN tests, Piper was unable to secure a contract with the USAF.
After eight years of demanding lobbying by Lindsay and Piper in Congress, they finally managed to persuade the Air Force to reconsider its view of these aircraft. In 1979, Congress finally allocated $ 12 million to produce two new prototypes so that the Air Force could conduct further aviation tests. The aircraft, newly designated the PA-48, were tested by the USAF in 1983-4 at Eglin (Florida) and Edwards (California) air bases, and were piloted exclusively by Piper factory pilots. Although the result of the Pave COIN tests was the same as in 1971 and the aircraft work well in their intended role, the Air Force again decided not to enter into a contract with Piper.
Red Tails in Moravia
On returning from the second raid of the Allied Forces, which took place on August 27, 1944, about fifteen machines belonging to the 332nd Fighter Group were released from the escort fighter. After Captain Squadron commander. Melvin T. Jackson spotted an airplane flying from the airport in Prostějov, pilots attacking idle aircraft. Although the anti-aircraft defense immediately triggered the fire, they managed to destroy a total of fourteen Ju-52s, four Ju-87s and four He 111s at this and neighboring airport in Kostelec na Hané. In addition, another Ju-52, four Ju-87s, one He 111 and even one six-engined Me 323 Giant. However, according to witnesses, they managed to damage not just one, but two machines Me 323 Giant. This event also refers to the Red Tails scene, but unlike the fact, only two pilots take part in the action.
- NA-83 (Mk.I)
- NA-91 (Mk.IA)
- P-51A (Mk.II)
- NA-97 (NA A-36A)
- Rolls-Royce Mustang Mk.X
- P-51B (Mk.III)
- P-51D (Mk.IV)
- P-51K (Mk.IVA)
- Cavalier 750
- Cavalier 1200
- Cavalier 1500
- Cavalier 2000
- Cavalier 2500
- CAC CA-17 Mk.20
- CAC CA-18 Mk.21
- CAC CA-18 Mk.22
- CAC CA-18 Mk.23
- Cavalier F-51D
- Cavalier Mustang II
- Cavalier Mustang III
- Piper PA-48 Enforcer
- Cameron Grand 51 Mustang
- Papa 51 Thunder Mustang
- ScaleWings SW51 Mustang
- Stewart S-51D Mustang
- Titan T-51 Mustang
North American P-51D Mustang
|Manufacturer||North American Aviation|
|Airplane type||Low wing|
|Engine power||1 265 kW|
|Wing area||21,67 m²|
|Available||12 771 m|
|Conventional weapons||6 x machine gun M2 Browning|
|Capacity of bombs||maximum 408 kg**|
|Capacity of missiles||6 x HVAR|
*with additional tanks
**two 45 kg bombs, two 113 kg bombs on hangers under the wings or one 227 kg bomb | aerospace |
https://www.dailyreleased.com/business/iran-eyes-boeing-plane-purchases-as-sanctions-end/ | 2023-12-04T07:04:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100525.55/warc/CC-MAIN-20231204052342-20231204082342-00183.warc.gz | 0.968494 | 300 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__172848174 | en | Iran is considering buying planes from US manufacturer Boeing as it moves to upgrade its fleet following the removal of UN sanctions.
Iran’s deputy transport minister Asghar Fakhrieh Kashan told Reuters that Iran is interested in buying 100 aircraft.
UN sanctions were lifted a week ago, allowing Airbus to negotiate a deal to sell 114 aircraft to Iran.
US trade sanctions on Iran remain in place, but Boeing could apply for a special waiver.
However, last week Boeing said there are “many steps” before it decides to sell aircraft to Iran.
The Airbus deal will have an official signing when Iranian President Hassan Rouhani visits Paris on Wednesday, according to Iranian media.
The average age of Iran’s commercial airliners is is almost 27 years, according to airfleets.net.
European regulators have banned all but 12 of Iran Air’s fleet from using European Union airspace, because the airline has failed to show that its aircraft meet international safety standards.
Iran Air’s website says it has a fleet of 43 jets. The company also runs a cargo operation and a low-cost carrier.
Iran’s transport minister Abbas Akhoundi was quoted by Iranian media as saying that only 150 planes are operational out of a total of 250.
He also said that 400 medium-to-long range planes are needed and 100 short-range jets and he expects the first batch of new Airbus jets to arrive by late March. | aerospace |
https://www.khou.com/article/sports/nfl/superbowl/super-bowl-inspiration-spaceflight/507-67ec048d-8100-41bf-9ae1-cdb87a350069 | 2023-09-24T01:46:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506539.13/warc/CC-MAIN-20230923231031-20230924021031-00021.warc.gz | 0.963615 | 537 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__14625440 | en | It's going where no Super Bowl ad has gone before. Fans watching the game Sunday learned how they can win a trip into orbit aboard the first all-civilian spaceflight later this year.
The ad for Inspiration4, a SpaceX supported mission that will launch in late 2021, aired during the first quarter of the game between the Kansas City Chiefs and Tampa Bay Buccaneers.
The commercial shows shots of the SpaceX astronaut uniform in space to the tune of “Twinkle, Twinkle, Little Star" (sung by British-Jamaican singer Celeste) and is directed by Bryce Dallas Howard who has recently directed episodes of the Disney+ Star Wars series "The Mandalorian."
“To me, this was an undeniable opportunity to present the ultimate Golden Ticket," Howard said "This mission represents just how much humanity has to offer, and it was essential to capture that in everything from the photography of the SpaceX suit to Celeste’s beautiful soundtrack."
The crew will fly aboard the Crew Dragon spacecraft, launched via that Falcon 9 reusable rocket -- the same vehicle that is now taking NASA astronauts to the International Space Station from U.S. soil. The mission, aimed at raising money and awareness for St. Jude Children's Research Hospital, will see the spacecraft remain in low-Earth orbit as the crew conducts experiments.
The free trip is courtesy of payment processor Shift4 Payments, whose CEO, Jared Isaacman, will command the mission. Isaacman is billed as an "accomplished pilot, philanthropist and adventurer." He has committed to giving $100 million to St. Jude and is hoping to raise $200 million or more.
The mission says it has four pillars -- Leadership, Hope, Generosity and Prosperity. Each crew member will represent one of those.
Isaacman, as commander, is the leader. The Hope seat goes to, "A St. Jude ambassador with direct ties to the mission who exemplifies the pillar of Hope as well as the courageous vision upon which St. Jude was founded — compassion, unity, equality and inclusion," according to the mission website.
The Generosity seat will go to someone who has supported the St. Jude mission through their donations. There will be a place on the website where people can donate. More than $1 million was raised for St. Jude in the first 90 minutes after the commercial aired, according to a spokesman.
The Prosperity seat goes to, "An inspirational entrepreneur who has used the power of Shift4Shop to launch their dream business."
Submissions to join the crew will be taken through Feb. 28, with the crew announced in March. | aerospace |
https://www.nationwideaviationaccidentlawfirm.com/mt-bin/mt-search.cgi?IncludeBlogs=16233&tag=Aircraft%20Design%20Defects | 2018-05-22T19:47:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864872.17/warc/CC-MAIN-20180522190147-20180522210147-00597.warc.gz | 0.959816 | 670 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__216420825 | en | New York aviation accidents are rare for multiple reasons. For example, government organizations maintain strict oversight over aircraft builders, and these manufacturers are held responsible when they lapse in their duties to keep you safe during flights or provide you with clear warning communications.
The recent helicopter tragedy over New York's East River raised a multitude of questions about helicopter and flight safety, and the Federal Aviation Administration has enacted a new ban on "doors off" helicopter flights in its aftermath. At Kreindler & Kreindler LLP, we understand the risks raised by these and other dangerous and defective aircraft components, and we have helped many victims and family members of helicopter and plane crash victims seek appropriate recourse following accidents.
New York residents may remember when a small plane crashed on the way to Florida in September of 2014. Last November, the U.S. News & World Report covered the release of the National Transportation and Safety Board's accident report for that crash. The report revealed the cause to be a design flaw that allowed an overheat switch to activate and cut off the air supply to the plane's cabin. Two occupants died in the accident.
As with any heavy machinery, an airplane is not designed to last forever, but how do New York airlines decide when a plane is no longer safe to fly? The lifespan of an airplane, according to Prime Industries Inc., is not a cut and dry thing. It requires many factors to be considered before an airplane is deemed too old to fly.
When a plane crashes, there is an immediate rush to figure out why it crashed. Authorities want to know what went wrong. They use the information gathered to help prevent the same thing from happening in the future. While this is a great thing and authorities in New York do a good job of assessing issues, sometimes the real problem is overlooked.
Air travel is pretty safe in general. Whether you fly out of New York or into it, you are relying on many people's hard work to ensure your flight goes smoothly and that you get from one place to the other safely. However, as with any mode of transportation, things can sometimes go wrong. Someone drops the ball, and it leads to a plane crash.
Like many people, you may not enjoy sitting in the middle seat when you fly out of New York. However, a new seating design could make this seat more comfortable.
Automation is in increasing feature in many areas of life, including personal transportation. In a recent post on this blog, we noted that one of the safety improvements made in the aviation industry over the years has been to ensure pilots are trained in manual operation of airplanes so as to avoid accidents arising from overreliance on automation.
Readers are accustomed to hearing, from time to time, about small plane and large airline accidents in the news, particularly those involving large crowds of people. Such accidents, particularly small plane accidents, occur with relative frequency. Hot air balloon accidents, on the other hand, do not occur as often.
One of the growing trends right now in manufacturing is the so-called Zero Defect movement. In addition to automotive manufacturing, another area where the trend is growing is aircraft manufacturing. The idea, boiled down, is that high quality control needs to be provided on the front end of manufacturing rather than left for post-manufacturing repair and maintenance. | aerospace |
https://www.aero.sharif.edu/fa/w/dr-kazem-hejranfar-was-appointed-as-the-new-department-chair-1?redirect=%2F | 2024-03-02T09:09:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475806.52/warc/CC-MAIN-20240302084508-20240302114508-00180.warc.gz | 0.899485 | 446 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__95879513 | en | The Department of Aerospace Engineering invites applications for a tenure-track faculty position at the Assistant or Associate Professor rank starting January (or September) 2024.
Job Description: Spacecraft Design and Space Systems Engineering
Department: Aerospace Engineering (AE). https://ae.sharif.edu
University: Sharif University of Technology (SUT), https://en.sharif.edu.
Location: SUT main campus, Tehran, Iran.
The successful candidate will join one of the most prestigious and growing aerospace departments in the country that is internationally recognized for engineering education and research around the world. The successful candidate is expected to teach and perform research focused on the following areas:
- Spacecraft design and Space system engineering,
- Capstone courses such as satellite system design and integration,
- Spacecraft dynamics and control,
- Space guidance, navigation and launch system design,
- Remote sensing and its applications,
- Space missions, technologies and standards,
- Principles of project design & management,
- Development of space engineering fundamentals laboratory
Particular requirements are:
- A PhD degree related to satellite and space system engineering from a reputable international university. Candidates with solid backgrounds (BA and MS) in aerospace engineering are preferred,
- Working knowledge in spacecraft design and space systems engineering,
- Working knowledge in satellite bus and subsystems design,
- Familiarity with new emerging trends such as utility of small satellites for deep space missions and exploration,
- Experienced in cooperation with research institutes and industry is desirable. Familiarity with private sectors is highly appreciated,
- Capability to get funded research and industrial project and management,
- Good publications track record in internationally recognized scientific journals,
- Working familiarity and skills with satellite design and simulation toolkits.
- Positive teaching experience in design related courses.
- Language proficiency in Farsi and English.
- Iranian citizen only.
Interested applicants are requested to send their curriculum vitae or specialized resume (accompanied with a cover letter) to Professor Masoud Darbandi (the deputy to the Employment Scientific Evaluation Committee of the Aerospace Engineering Department) at firstname.lastname@example.org | aerospace |
https://www.oseiagyemang.com/ibom-air-has-successfully-launched-its-operations-in-ghana/ | 2024-02-28T05:15:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474697.2/warc/CC-MAIN-20240228044414-20240228074414-00831.warc.gz | 0.953312 | 367 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__4194746 | en | Ibom Airline has successfully launched operations in Ghana. The debut flight landed at Kotoka International Airport on October 17, 2023.
The inaugural flight was a demonstration of the confidence in Ghana’s flying industry and the extraordinary steps made such a long ways in positioning Ghana as the Preferred Aviation Hub and Leader in Airport Business in West Africa.
Ibom Airline’s services will without a doubt, offer the traveling public with additional choices for connectivity between Ghana and Nigeria.
Operators and Managers of Kotoka International Airport (KIA), and GACL are focused on giving smooth support to empower airlines to reliably accomplish high on-time departure and arrival execution.
Administrators of KIA says this is in accordance with its main goal of giving a topnotch air terminal facilities and services to help partners.
Ibom Air would thus give excellent customer support to travelers so together they could make going through KIA an important and an incredible experience.
Meanwhile, Mr George Uriesi, Executive Director and Chief Operating Officer of Ibom Air also stated that they are very excited to begin their regional operations, with the inaugural flight between Lagos and Accra.
As per Mr Uriesi, it was a huge step for Ibom Airline to grow its organization out of Nigeria and into the African continent. The airline is set to deliver exceptional services to passengers and extended an invitation to travellers between Nigeria and Ghana to choose Ibom Air and experience the best of service.
This strategic expansion aligns with Ibom Air’s vision to be a world-class African Regional Airline by offering passengers an industry-leading travel experience that encompasses schedule reliability, on-time departures, and excellent service.
Meanwhile, Ibom Air plans to operate five frequencies in the future. | aerospace |
https://sureanot.com/flurry-of-north-korean-launches-demonstrates-complexity-of-missile-defences/ | 2023-09-27T18:26:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510319.87/warc/CC-MAIN-20230927171156-20230927201156-00655.warc.gz | 0.965015 | 435 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__48973885 | en | SEOUL: North Korea’s barrage of missiles this week was a vivid illustration of how tracking and intercepting waves of missiles at different altitudes and trajectories is a complex task – even in peacetime.
The challenge was evident in conflicting and sometime contradictory details released by South Korea and Japan about the launches. Early Thursday (Nov 3), the Japanese government said a North Korean missile had flown over its territory, but hours later said it had not.
A former senior US defence official who served in Korea cautioned that the confusion was not a reflection on missile defence capabilities.
“What is happening is both Korea and Japan want to get as much information out as soon as possible, oftentimes sacrificing accuracy for speed in reporting an event,” he told Reuters on condition of anonymity to discuss sensitive matters.
There is a difference between providing the public with a rundown of a missile’s flight, and real-time data the military uses for missile defence, the former official said.
“Full analysis requires a little time to compute, recheck and analyse,” he said. “That is not what happens in our air and missile defence operations centres.”
South Korea and Japan also don’t have the “highly reliable and desirable” space-based infrared sensors available to the United States that promptly detect missile stages as they ignite, said Ankit Panda, a missile expert at the Carnegie Endowment for International Peace.
“The US will always have a better view of these events than Seoul or Tokyo, who rely on a range of surface and sea-based sensors to track missiles,” he said of missile tests.
The sheer number of missiles tested this week highlights North Korea’s efforts to mass produce small but manoeuvrable weapons aimed at evading and overwhelming defences, he added.
“In a conflict, North Korea would be simultaneously salvo launching multiple ballistic missiles; Seoul and Tokyo may be able to employ missile defence systems successfully against a few incoming targets to limit damage, but overall, missile defence will still be a tall task,” Panda said. | aerospace |
https://www.advancehelicopters.com/product/30-minute-helicopter-experience-r22/ | 2024-02-22T09:59:17 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473738.92/warc/CC-MAIN-20240222093910-20240222123910-00598.warc.gz | 0.946042 | 139 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__34571474 | en | Have a wonderful half hour flight in a helicopter and get to have a go at flying the aircraft.
All our helicopter experiences arrive as a Gift Voucher with the recipient’s name on. The voucher is in a presentation envelope along with information about the experience, how to book the flight and our location. Ideal as a fantastic present for that special someone.
Please note: There is a weight limit for people wishing to do an R22 helicopter experience. This is 16st (102 KG). This is unfortunately due to limits that the helicopter manufacturer imposes. Don’t worry if you are over this weight, you can still fly in our Robinson R44 Cadet. | aerospace |
http://pouguide.org/1936-magasine-life | 2017-04-24T11:19:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119356.19/warc/CC-MAIN-20170423031159-00407-ip-10-145-167-34.ec2.internal.warc.gz | 0.820428 | 182 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__21127524 | en | 1936 magasine LIFE
13th August 1936 : A Flying Flea aeroplane is tested in the wind tunnel at the Royal Aircraft Establishment at South Farnborough, the man at the control panel determines both the speed of the plane and the wind speed.
31st January 1936 : Mr Wilkins a garage propietor of Colchester, Essex who has no previous experience of aircraft is building a 'Flying Flea' in his spare time. The tiny aircraft will cost under L100. Jan 31, 1936
A Flying Bicycle
25th July 1935 : A flying bicycle, nicknamed the 'Flying Flea', taxi-ing across Heston airport. Jul 25, 1935
Photos : magasine Life
Mise en ligne : Thibaut CAMMERMANS
Pour toute question, correctif, mise au point, ajout : contacter le webmaster | aerospace |
https://en.indir.com/news/toyotasfuturistic-vehicles-will-soon-appear-on-the-moon | 2024-02-23T17:17:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474440.42/warc/CC-MAIN-20240223153350-20240223183350-00423.warc.gz | 0.956075 | 417 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__122682846 | en | Category : Technology
We celebrate the 50th anniversary of the people on the Silver Globe, so it's the best time for the latest information about the progress of work on the return to this mysterious object and eventually stay there permanently.
The Land of the Rising Sun was just the first in the history of mankind to bombard the asteroid, which potentially threatens the Earth, and is already intensely preparing for flights to the moon and its exploration in a very spectacular style, because of phenomenal-looking vehicles.
The Japanese Space Agency (JAXA) has commissioned the Toyota to design and build a large lunar vehicle that astronauts will be able to travel long distances in their surface exploration. Designers and engineers took sharply to work and created the concept of not just a vehicle, but a large base on wheels.
The six-wheeled vehicle will have a range of up to 10,000 kilometers. It will be able to take four astronauts on board and provide them with conditions similar to those prevailing on the surface of our planet. This means that they will be able to travel without space suits. Available for the first colonizers is 13 square meters of living space, as well as the most advanced life support systems.
The mobile base on wheels is to be powered by fuel cells and solar panels. It must be emphasized here that Toyota is a world pioneer in the development and popularization of such technologies, which have been improved for several years. Now you will find applications in space, where hydrogen and sunlight are not lacking. The Japanese want to appear on the moon in the late 1920s. Then we will see them traveling on the surface in such futuristic vehicles.
In plans to explore the Moon and Mars, not much is said about Japan, but it will have an invaluable contribution to it. JAXA is developing cosmic mining technologies, protecting our planet against cosmic rocks, future bases and space vehicles, and will be involved in the construction of the Moon Space Port that will enable fast, cheap and safe exploration of the Silver Globe and will be the gateway to the conquest of Mars. | aerospace |
https://congress.nsc.org/nsc2018/public/SpeakerDetails.aspx?FromPage=Speakers.aspx&ContactID=32296 | 2019-09-23T11:54:52 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514576355.92/warc/CC-MAIN-20190923105314-20190923131314-00123.warc.gz | 0.914084 | 205 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__69428121 | en | Leonard “Dr. Love” Jones is the United States Air Force Risk Management Program Manager, Air Force Safety Center, Kirtland Air Force Base, N.M. He is charged with designing, managing, and providing senior advice and counsel regarding USAF Risk Management (RM) and associated operational and occupational mishap prevention that apply to all missions, activities, and personnel within the Air Force.
In addition, Mr. Jones chairs the USAF RM Working Group, and conducts RM process staff assistance visits at the MAJCOM level ensuring compliance, standardization, and functional application of RM processes as related to AF RM policy/guidance. He also ensures inputs are provided to Air Education and Training Command (AETC), Air University (AU), and the United States Air Force Academy (USAFA) for RM related course development, integration, and sustainment.
Previously Mr. Jones served as program manager for the Air Force Combined Mishap Reduction System (AFCMRS) safety culture survey program. | aerospace |
https://www.agefotostock.com/age/en/details-photo/at-the-cosmonaut-hotel-crew-quarters-in-baikonur-kazakhstan-the-expedition-50-51-prime-and-backup-crewmembers-pose-for-pictures-nov/GXC-JMH-JF-143910 | 2022-05-29T00:17:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663021405.92/warc/CC-MAIN-20220528220030-20220529010030-00665.warc.gz | 0.84895 | 290 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__23540719 | en | Stock Photo - At the Cosmonaut Hotel crew quarters in Baikonur, Kazakhstan, the Expedition 50-51 prime and backup crewmembers pose for pictures Nov. 10 during their prelaunch activities. From left to right are prime crewmembers Peggy Whitson of NASA, Oleg Novitskiy of the Russian Federal Space Agency (Roscosmos) and Thomas Pesquet of the European Space Agency and backup crewmembers Paolo Nespoli of the European Space Agency, Fyodor Yurchikhin of Roscosmos and Jack Fischer of NASA. Novitskiy, Whitson and Pesquet will launch Nov. 18, Baikonur time, on the Soyuz MS-03 spacecraft for a six-month mission on the International Space Station.
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You may use this image, for up to 30 days following download (Evaluation Period), for your internal review and evaluation only (layouts and comps) in order to determine if it meets the necessary requirements for the intended use.This authorization does not allow you to make any use in final materials or products or make it available to third parties for use or distribution by any means. If at the end of the Evaluation Period you do not contract a license for its use, you must stop using the image and destroy / delete any copy of it. | aerospace |
https://rhk111smilitaryandarmspage.wordpress.com/2015/09/13/the-tc-90-for-the-philippine-air-force/ | 2020-06-05T00:04:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348492295.88/warc/CC-MAIN-20200604223445-20200605013445-00530.warc.gz | 0.957006 | 1,604 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__6253614 | en | Just when I thought that the acquisition of the P-3C was final, Japan turns around and offers the simpler TC-90 aircraft to us in its place. Japan is reportedly concerned about our Armed Forces’ ability to operate effectively the P-3C and is thus offering these TC-90s as a way for us to slowly gain experience in using more sophisticated Maritime Patrol Aircraft (MPA) first. Although the plans to provide these TC-90s are not solid yet, let’s take a quick look at it and at the same time see how it fits into the Armed Forces of the Philippines’ (AFP) inventory of MPAs.
The TC-90 is based on the commercial, twin-turboprop engine, straight wing C90 utility aircraft made by the American company Beechcraft. The C90 belongs to the Model 90 Series of aircraft with an official name of King Air. It first flew in 1963, and since then over 3,000 of it and its derivatives has been produced and served with various Air Forces and Airlines all over the world. The TC-90 is the designation given to the Training Aircraft used by the Japan Maritime Self Defense Force (JMSF) with unique locally made avionics.
Below is the performance characteristics of the TC-90 compared to the MPA that our Philippine Navy operates, the Britten Norman BN-2T Islander aircraft. I have also included in the comparison table the MPA that our Air Force operates, the Fokker 27 Friendship, and also the P-3C for further reference.
As we can see, the F-27 and the TC-90 have very similar Performances, and both have around 50% faster Cruising Speed and have twice the range of the BN-2. The faster Cruising Speed allows the TC-90 and F-27 to reach Patrol areas faster and also cover more search area for the same amount of time, while their longer range allows a longer search time or reach further areas as necessary. But of course, the P-3C is way out there when it comes to Speed and Range performance compared to the other three aircraft.
’Cost Per Flight Hour Issues’
One good thing about the TC-90 though is that while it has around the same Speed and Range as the F-27, it is a smaller and lighter aircraft using less powerful engines which translates to lower Operating Cost, which I think is very important to our Armed Forces as it is probably one of the main reasons why the BN-2 is still very active up to now while the F-27 is not. The BN-2 has been very visible, whether it is dropping supplies to our troops in Ayungin Shoal, or participating in Naval War Exercises. On the other hand, the F-27 is a lot less visible, reportedly only very few are still in service, with the last report about it was when the nose gear of one aircraft collapsed during landing a couple of months ago.
The “Conklin and de Decker (CdD)” website does not provide direct information on the Cost Per Flight Hour (CPFH) for the F-27, but they does so for its successor and improved version, the F-50 which they put at USD 2.56k. The same website cites the CPFH for the BN-2 at only USD 849, and assuming that the CPFH of the F-27 is the same as that of the F-50 then this means that it costs only a THIRD to operate the BN-2 compared to that of the F-27. This low CPFH is probably why we are able to keep our BN-2s flying but not so much our F-27s.
The CPFH of the TC-90 is estimated by the CdD website to be at USD 1.38k, which puts it roughly in between the F-27 and the BN-2. With the TC-90, we get the performance of the F-27, but at a much reduced Operating Cost which hopefully means we will be able to do a better job of keeping them in the air than we did with the F-27s.
This does however, pose an important question for us: If we really had trouble maintaining the F-27 because of its cost, then how much more a bigger and more sophisticated aircraft like the P-3C whose operating cost is estimated to be at least THREE times that of the F-27 at USD 8k per hour?
While the TC-90 has a relatively low Operating Cost, unfortunately the downside is that it also has a much LOWER capability than the P-3C. For one, the TC-90 is not armed, so we won’t be able to conduct any sort of warfare with it. It may be possible to arm the TC-90, but it will have to go thru a lengthy and expensive process of Evaluation, Testing and Qualifications, and even then it won’t be able to carry anywhere near as much weapons as the P-3C.
The JMSDF only talked about putting Air and Surveillance Radars on it, so meaning practically NO Submarine detection capability and it will just be able to surveil Aircraft and Surface Ships. No news also of which specific models of radars they are going to put into them, so we won’t be able to estimate their capability for now. Hopefully they will have a respectable detection range, like, say, at least 100 km for a mid-sized ship with a Radar Cross Section of 30,000 m^2.
The good news though is that with less sophisticated sensors, Japan will be able to provide their own designed and manufactured equipment instead of relying on American made equipment, hence there will be no need for the additional complicated process of getting approval from the US Congress for the transfer of equipment. This means we should be able to get these aircraft very fast, much faster and easier than getting the P-3Cs with all of their American designed and/or manufactured equipment intact.
A good compromise would probably be just to get the TC-90s while at the same time proceed with the P-3C acquisition (if we still want to get them) knowing that the transfer will take some time. That way we will have better Surveillance capability while the P-3C transfer is taking place, and by the time the transfer is complete, then we will have enough training and experience to operate them effectively.
The TC-90s will give us a more affordable aircraft to use than the P-3Cs, but also at much less capability and less performance. Compared to the P-3C, it is slower and has less range, and we won’t be able to conduct warfare with it, we would only be reduced to monitoring Ships and Aircraft but not Submarines. HOWEVER, they are still better than what we have right now wherein we are using a lower performance aircraft like the BN-2 with only the Mark 1 Eyeball as Sensors, hence I think we should go for it. Hopefully with its lower operating cost compared to the F-27s we will be able to keep these TC-90 flying in the air like we did with our BN-2 Islanders …
^ Japan may give planes to Manila for South China Sea patrols: sources,
^ Islander, The World’s Most Versatile Aircraft,
^ PH Navy airdrops supplies for Ayungin troops,
^ Japan, Philippines hail second day of joint drills in South China Sea,
^ Air Force light plane nosedives in Legazpi Airport; no one hurt,
^ Aircraft Cost Evaluator,
^ Review of Maritime Patrol Requirements, | aerospace |
https://www.jetartaviation.co.uk/about-us | 2024-02-26T00:19:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474649.44/warc/CC-MAIN-20240225234904-20240226024904-00433.warc.gz | 0.94423 | 326 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__195976183 | en | A Royal Air Force engineering background including a 2 year tour with the Red Arrows, combined with a passion for military aviation gave Chris the impetus to start Jet Art with co-founder Melanie in 2005.
The initial building of bespoke aviation inspired furniture, quickly evolved into the supply of collectibles, cockpits and engines. 2007 saw the leap to the first full size aircraft with the acquisition of a Sea Harrier. By 2008 the partnership had grown into an accomplished Limited Company.
Over the next decade Jet Art Aviation further diversified into large scale restorations, aircraft logistics, movie props and supplying training aids to major UK and International companies.
Today the talented and experienced team of people below make Jet Art Aviation Ltd the company it is today.
Meet The Team
Son of the Bosses - Has to work here...
"No take only throw"
Head of Critter Relations
Total Laidback Dude
Eyes on being the Head of Critter Relations
Harley Quinn, Stevie & Tabs
The New Recruits...roles to be decided
The Cat Story and why so many...
The Jet Art Cats are all feral kittens that have found their way in to our yard over the last 3 years. We have taken them in, had them neutered and then released them. However, they have all stayed around the site (probably due to the amount of fuss, treats and attention they get from all the staff here) and have become Mel and Chris's family pets.
Mel would like to add she is not a crazy cat lady - Chris is as much to blame.... | aerospace |
https://jac.cooper.edu/club/218 | 2019-03-23T21:01:57 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203021.14/warc/CC-MAIN-20190323201804-20190323223804-00331.warc.gz | 0.929484 | 134 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__51611 | en | Purpose:The purpose of AIAA would be to provide a network for the students to interact with and learn about aerospace engineering. Because cooper does not have a dedicated major for aerospace, we want to help provide resources and opportunities to students who are interested in aerospace engineering.
Contribution:Members of the club are expected to join the AIAA National Professional Society.
We will bring in guest speakers who work in the aerospace industry to speak about their experience and possible opportunities in the work field.
Provide a network for Cooper Union students who are interested in aerospace to interact with each other and alumni who work in the aerospace industry.
Current Club Officers: | aerospace |
https://www.usni.org/search?search_api_fulltext=&sort_by=search_api_relevance&sort_order=DESC&f%5B0%5D=bundle_type%3Abook&f%5B1%5D=date_year%3A1994&f%5B2%5D=usni_author%3AA%20Navy%20Lieutenant&f%5B3%5D=usni_author%3ABenjamin%20Franklin%20Cooling&f%5B4%5D=usni_author%3ABryan%20Perrett&f%5B5%5D=usni_author%3AC%20P%20O%20Bartlett%20Edited%20by%20Nick%20Bartlett&f%5B6%5D=usni_author%3ACaptain%20Bruce%20R%20Linder%20USN&f%5B7%5D=usni_author%3ACaptain%20Peter%20Huchthausen%20USN%20Ret&f%5B8%5D=usni_author%3AEdited%20by%20Harvey%20C%20Neese%20and%20John%20ODonnell%20Foreword%20by%20Richard%20Holebrooke&f%5B9%5D=usni_author%3AHarlan%20Ullman&f%5B10%5D=usni_author%3AJohn%20H%20Bryant%20and%20Harold%20N%20Cones&f%5B11%5D=usni_author%3AJohn%20Walter&f%5B12%5D=usni_author%3ALieutenant%20Commander%20Thomas%20J%20Cutler%20US%20Navy%20Retired | 2024-04-14T16:33:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.19/warc/CC-MAIN-20240414161724-20240414191724-00683.warc.gz | 0.92633 | 86 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__45724615 | en | The dawning of aerial warfare is fully recounted in this dramatic memoir of the first bomber squadron mission of the Royal Navy Air Service over the Western Front. The author recounts his own extraordinary 101 missions, including the operation that very nearly decided the war.
Displaying 1 - 1 of 1
In the Teeth of the Wind
Memoir of the Royal Naval Air Service in the First World War
Available Formats: Hardcover | aerospace |
https://apps.natsci.colostate.edu/scholarships/viewScholarship.cfm?id=130 | 2020-07-10T22:42:48 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655912255.54/warc/CC-MAIN-20200710210528-20200711000528-00297.warc.gz | 0.817768 | 105 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__241689186 | en | STEM for Space/Association of Space Explorers Scholarship
The STEM for Space Scholarships is an initiative of the partnership of the Association of Space Explorers, the US Space & Rocket Center, and the STEM for Space Foundation. This scholarship supports undergraduate students enrolled in science, technology, engineering and mathematics (STEM) disciplines.
The recipient(s) shall be pursuing a degree in a STEM discipline within the College of Natural Sciences or the College of Engineering which includes science, technology, engineering or mathematics.
- Computer Science | aerospace |
http://www.ecoseed.org/renewables/hydrogen-fuel-cells/16200-boeing-s-hydrogen-fueled-phantom-eye-completes-second-test-flight | 2014-07-22T09:18:21 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1405997857714.64/warc/CC-MAIN-20140722025737-00081-ip-10-33-131-23.ec2.internal.warc.gz | 0.929257 | 495 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__164516159 | en | Hydrogen & Fuel Cells
- Category: Hydrogen & Fuel Cells
- 28 Feb 2013
- Published on Thursday, 28 February 2013 09:01
- Hits (1732)
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The Phantom Eye can maintain altitude without refueling for up to four days while carrying a 450-pound payload. Typical payloads could include multiple sensor packages for monitoring, tracking and communications operations. When properly equipped, the Phantom Eye can relay information across its 400-nautical-mile line of sight horizon.I did some surgery about practices having the phentolamine and their subject to have a effective style world. viagra kaufen Their season of dysfunction is indeed by paralysing treatments, which allows the medicine insight to artificially remove or expel the invading indication.
This latest test flight took place at NASA’s Dryden Flight Research Center at Edwards Air Force Base in California.
The Phantom Eye flew for 66 minutes, reaching an altitude of more than 8,000 feet and a speed of 62 knots. This exceeds its performance in the first test flight in 2012 when it few for 28 minutes at an altitude of 4,080 feet.
"This flight, in a more demanding high-altitude flight envelope, successfully demonstrated Phantom Eye's maneuverability, endurance and landing capabilities," said Drew Mallow, Phantom Eye program manager.
Boeing is self-funding the development of the Phantom Eye which it believes can be of use in military and telecommunications operations. The aerospace company is also looking into larger versions that could stay aloft for a week or longer, and carry payloads of more than 2,000 pounds. – EcoSeed Staff | aerospace |
https://www.sotonuav.uk/platforms/2seas-20/ | 2021-09-28T06:30:44 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060538.11/warc/CC-MAIN-20210928062408-20210928092408-00118.warc.gz | 0.943697 | 286 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__53029958 | en | - Wingspan: 3.74 m
- Empty weight: 19.2 kg
- Maximum take-off weight: 28.7 kg
- Power plant: 2 x 3W 28iCS (two 2-stroke petrol engines)
- Endurance: 3 hrs
- Developed into the Spotter Light UAS
2Seas-20 is an unmanned aerial vehicle, developed by the University of Southampton as part of the 2Seas-3i European Interreg project. It is a twin engine, 4m wing span, fixed-wing aircraft which has been designed to perform long-endurance, all-weather patrol missions in coastal and maritime environments. Reliability and safety have been among the strongest design drivers of this project; 2Seas-20 is able to survive the failure of one engine and of any single control surface. A modular approach has been adopted for the payload unit in order to allow the users to rapidly interchange the sensors required to perform different missions.
One of the most innovative aspects of 2Seas-20 is the extensive use of the Selective Laser Sintering (SLS) technology (also known as 3D printing) for many of the components of its airframe. By eliminating tooling and manual labour, the 3D printing technology allows the designer to produce complex and high-performance structures at a relatively low cost and within hours of the completion of the design. | aerospace |
https://content.iospress.com/articles/space-communications/sc320 | 2020-07-09T21:29:04 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655901509.58/warc/CC-MAIN-20200709193741-20200709223741-00087.warc.gz | 0.860427 | 391 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__237348050 | en | Affiliations: Wireless Communications Department, National Institute of Information and Communications Technology, 4-2-1 Nukui-kita, Koganei, Tokyo 184-8795, Japan E-mail: nisinaga,y-ogawa @nict.go.jp | Office of Space Applications, Japan Aerospace Exploration Agency, 1-1, Sengen 2chome, Tsukuba-city, Ibaraki 305-8505, Japan E-mail: takayama.yoshihisa,[email protected] | Kashima Space Research Center, National Institute of Information and Communications Technology, 893-1 Hirai, Kashima, Ibaraki 314-0012, Japan E-mail: tkubooka,[email protected]
Abstract: It is generally impossible to exchange, repair, or upgrade onboard equipment in orbit, and communications satellites are designed for fifteen or more years of life. Consequently, orbiting communications satellites cannot follow unforeseen changes in terrestrial communications. Moreover, because of long lead times and high costs of satellite development, it is difficult to implement the latest technology at launch. And even if the latest communications technology were implemented at the time of launch, the configuration on orbit has limited capability for configuration change to parallel the endless evolution in terrestrial communications technology. In this paper, we propose a reconfigurable communication satellite system based on formation flying and inter-satellite communications technology. The satellite is composed of a group of satellites. The functions implemented by each satellite are defined by the OSI (Open Systems Interconnection) reference model. The discussion centers on a three satellite constellation or cluster having relatively close spacing; but the concept may be applied to larger clusters and spacings. Satellites implementing higher OSI layers are small and also on a size reducing trend. Replacing or adding small satellite elements might enable the cluster as a whole to keep pace with frequent paradigm shifts of terrestrial networks. | aerospace |
http://legacy.wrightflyer.org/News/NHK.html | 2022-08-15T21:37:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572212.96/warc/CC-MAIN-20220815205848-20220815235848-00658.warc.gz | 0.963506 | 107 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__156409537 | en | “By making the Wright Flyer in the same way the
brothers did, we are amazed at how the brothers’ techniques and ideas
were strokes of genuine geniuses.
Humans have had desire to fly in the sky like birds since the
ancient times, and they were the first ones to achieve that dream. We would like to challenge the
(Mr. Jack Cherne,
the leader of the Wright Flyer Project) | aerospace |
http://avfacts.com.au/editorial/driftclimb/index.asp | 2022-08-13T11:33:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571950.76/warc/CC-MAIN-20220813111851-20220813141851-00552.warc.gz | 0.878801 | 513 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__156969063 | en | Aircraft Flight Planning Topic 9.
This procedure is often preferred to the step climb type, provided other air traffic is not a problem.
The flightcrew could plan a drift climb, which means holding the same cruise Mach number but de-coupling the altitude hold autopilot function. This allows the aircraft to drift climb, typically at 100-200 ft/min as the aircraft weight reduces due to fuel burn off.
The crew would watch the groundspeed readout during the drift climb, and request whichever level gave them the highest groundspeed. Assuming no traffic separation problem exists, ATC would normally allow that level, even non-hemispherically if necessary.
Drift climb technique is particularly useful on long sectors, such as trans-Pacific, or trans Atlantic.
For our ATPL purposes we will assume we will cruise hemispherically.
A B727 is tracking from Curtin (Western Australia) to Brisbane via ERC H1 routes A576, T11, G326.
Position at 2127 UTC:
Overhead Alice Springs VOR FL330 Mach 0.80 Wind by INS 330M/85 kt TAT -22
Aircraft GW 72, 700 kg.
FL370 wind/temp reported as 270M/100 kt/ISA
If a drift climb to FL370 is begun overhead Alice Springs, how many miles from Alice Springs would the aircraft reach FL370 ?
Step 1. From B727 manual page 2-14 find max arrival GW FL370/M 0.80/ISA is 69, 400 kg.
Step 2. Find FBO required to reach FL370 by subtracting FL370 GW from fix GW at Alice Springs.
Step 3. Find EMZW during climb.
Step 4. Calculate TAS,GS, FF,SGR at FL350
Step 5. Divide climb FBO of 3, 300 kg by SGR to get miles to TopC.
3, 300 kg divided by 7.543 kg/gnm = 438 gnm. Answer !
This training editorial is a sample taken from the remote learning Flight Planning course developed by Rob Avery. It is available in “Full Course” or “Limited Edition” formats, with delivery by paper copy, or internet delivery. Package prices start at Aust $53.90 incl GST (Postagage/Handling Extra). Click here for more information. | aerospace |
https://powersourcecountry.com/qa/question-what-happens-to-the-parts-of-a-rocket-that-fall-off.html | 2020-09-20T17:36:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400198287.23/warc/CC-MAIN-20200920161009-20200920191009-00353.warc.gz | 0.93477 | 1,229 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__197319941 | en | - Does NASA reuse the solid rocket boosters?
- Does SpaceX recover the second stage?
- Will the SpaceX rocket return to Earth?
- What does NASA say before takeoff?
- What falls off a rocket during launch?
- What happens to second stage rocket?
- What fuel do rockets use?
- Why do rocket boosters fall off?
- Does SpaceX deorbit second stage?
- What happens to the first stage of a rocket?
- How does a rocket return to Earth?
- What happens to rocket boosters after they fall off?
- What happens to the stages of a rocket?
- How fast does a rocket go?
- What was the largest rocket ever made?
Does NASA reuse the solid rocket boosters?
Out of 270 SRBs launched over the Shuttle program, all but four were recovered – those from STS-4 (due to a parachute malfunction) and STS-51-L (Challenger disaster).
Over 5,000 parts were refurbished for reuse after each flight..
Does SpaceX recover the second stage?
Nowadays, reusing a rocket’s first stage is a common occurrence for SpaceX. Fairing recovery also seems to be close to being solved, but second stage reusability is a tough nut to crack even for SpaceX, because of its velocity being much higher than that of the first stage.
Will the SpaceX rocket return to Earth?
SpaceX’s Crew Dragon spaceship is scheduled to return to Earth on Sunday, August 2, the final step of the private company’s first crewed mission. Elon Musk has said that returning NASA astronauts Bob Behnken and Doug Hurley to Earth is his biggest concern.
What does NASA say before takeoff?
NASA commonly employs the terms “L-minus” and “T-minus” during the preparation for and anticipation of a rocket launch, and even “E-minus” for events that involve spacecraft that are already in space, where the “T” could stand for “Test” or “Time”, and the “E” stands for “Encounter”, as with a comet or some other space …
What falls off a rocket during launch?
The humidity at the launch site condenses on the cold outer surface of the rocket and freezes creating a shell of ice. At launch, the vibration and acceleration cause the ice to shed and fall (hopefully away) from the launch vehicle.
What happens to second stage rocket?
The second stage is programmed to shut itself off once the rocket and spacecraft are in orbit around Earth. The rocket and spacecraft orbit Earth until it arrives at just the right spot that lines up on the correct path to depart for Mars. Once the spacecraft is at the right angle, the second stage engine re-fires.
What fuel do rockets use?
Since space has no atmosphere, rockets have to carry both their own fuel and their own oxidizers. The most common fuel in solid fuel rockets is aluminum. In order to make the aluminum burn, these solid fuel rockets use ammonium perchlorate as the oxidizer, or to make the aluminum burn.
Why do rocket boosters fall off?
All the engines ignite at launch and the strapped-on boosters fall away when their propellant is spent. The sustainer keeps burning to put the payload into orbit. With the shuttle, solid rocket boosters are the stages that fall away from the main sustainer, the external tank that fed the main engines.
Does SpaceX deorbit second stage?
In a Falcon 9 launch, the second stage looks like it achieves orbit along with the payload. … The stage is in a suborbital trajectory and will come down on the first orbit. The stage achieves orbit and is left there until its orbit decays. The stage achieves orbit and there’s a deorbit burn.
What happens to the first stage of a rocket?
A rocket’s first stage gets the rocket out of the lower atmosphere, sometimes with the help of extra side boosters. Because the first stage must lift the entire rocket, its cargo (or payload), and any unused fuel, it’s the biggest and most powerful section.
How does a rocket return to Earth?
For a successful return to Earth and landing, dozens of things have to go just right. Once the orbiter is tail first, the crew fires the OMS engines to slow the orbiter down and fall back to Earth; it will take about 25 minutes before the shuttle reaches the upper atmosphere. …
What happens to rocket boosters after they fall off?
The solid rocket boosters detach at about 45 km and keep rising to about 67 km before falling back to earth. They deploy parachutes once back in the atmosphere and drop into the ocean roughly 200 km from the launch site, where they’re recovered by two NASA recovery ships.
What happens to the stages of a rocket?
The first stage is ignited at launch and burns through the powered ascent until its propellants are exhausted. The first stage engine is then extinguished, the second stage separates from the first stage, and the second stage engine is ignited. The payload is carried atop the second stage into orbit.
How fast does a rocket go?
7.9 kilometers per secondIf a rocket is launched from the surface of the Earth, it needs to reach a speed of at least 7.9 kilometers per second (4.9 miles per second) in order to reach space. This speed of 7.9 kilometers per second is known as the orbital velocity, it corresponds to more than 20 times the speed of sound.
What was the largest rocket ever made?
Saturn VNASA’s Mighty Saturn V It stood 363 feet (110 meters) high and remains the most powerful rocket ever built, even though the last one flew in 1973. The rocket could launch payloads of up to 45 tons to the moon, or 120 tons into Earth orbit. | aerospace |
https://wattsupwiththat.com/2018/06/04/caught-on-video-small-asteroid-hits-earth-with-force-of-500-tons-of-tnt/ | 2023-09-28T04:06:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510358.68/warc/CC-MAIN-20230928031105-20230928061105-00719.warc.gz | 0.948882 | 1,339 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__239765393 | en | A small asteroid hit Earth on Saturday, June 2nd, exploding in the atmosphere over Botswana before it could reach the ground. The Catalina Sky Survey in Arizona had discovered the space rock only hours earlier as it hurtled toward our planet from inside the orbit of the Moon. Sensors used to monitor rogue nuclear explosions detected the asteroid and estimated its yield near ~500 tons of TNT.
The Catalina Sky Survey in Arizona discovered a small asteroid (2018 LA) near the orbit of the Moon. Hours later, it hit Earth.
The boulder-sized space rock entered the atmosphere traveling 38,000 mph (17 km/s) and exploded over Botswana at 6:44 p.m. local time. A video camera at a farm near Ottosda, South Africa, recorded the explosion. It was impressively bright even at a distance:
The explosion sent waves of low-frequency sound (infrasound) rippling through the atmosphere, and it was detected by an infrasound monitor in South Africa, deployed as part of the International Monitoring System of the Comprehensive Nuclear-Test-Ban Treaty. Meteor expert Peter Brown of the University of Western Ontario analyzed the signals and came to these conclusions about the explosion:
“The yield was in the range 0.3 to 0.5 kilotons of TNT,” he says. “That corresponds to a 2 meter diameter asteroid.”
As asteroids go, that’s very small. It posed no significant danger to objects on the ground as it disintegrated almost wholly in the atmosphere. Fragments may yet be found on the ground and recovered for sale or scientific study.
The real significance of this event is that it highlights the growing capability of modern sky surveys to discover asteroids targeting Earth. Even small faint space rocks are being caught in the net. Boulder-sized impactors have been discovered hurtling toward Earth three times in the past 10 years: 2008 TC3 exploded over northern Sudan on Oct. 7, 2008; 2014 AA burned up above the Atlantic Ocean on Jan. 1, 2014; and now 2018 LA. In each case, the warning was less than a day. Larger asteroids may be seen at a greater distance, however, allowing for more lead time. Learn more about the latest impact from NASA.
Although there was not enough tracking data to make precise predictions ahead of time, a swath of possible locations was calculated stretching from Southern Africa, across the Indian Ocean, and onto New Guinea. Reports of a bright fireball above Botswana, Africa, early Saturday evening match up with the predicted trajectory for the asteroid. The asteroid entered Earth’s atmosphere at the high speed of 10 miles per second (38,000 mph, or 17 kilometers per second) at about 16:44 UTC (9:44 a.m. PDT, 12:44 p.m. EDT,6:44 p.m. local Botswana time) and disintegrated several miles above the surface, creating a bright fireball that lit up the evening sky.
When it was first detected, the asteroid was nearly as far away as the Moon’s orbit, although that was not initially known. The asteroid appeared as a streak in the series of time-exposure images taken by the Catalina telescope . As is the case for all asteroid-hunting projects, the data were quickly sent to the Minor Planet Center in Cambridge, Massachusetts, which calculated a preliminary trajectory indicating the possibility of an Earth impact. The data were in turn sent to the Center for Near-Earth Object Studies (CNEOS) at NASA’s Jet Propulsion Laboratory in Pasadena, California, where the automated Scout system also found a high probability that the asteroid was on an impact trajectory. Automated alerts were sent out to the community of asteroid observers to obtain further observations, and to the Planetary Defense Coordination Office at NASA Headquarters in Washington. However, since the asteroid was determined to be so small and therefore harmless, no further impact alerts were issued by NASA.
“This was a much smaller object than we are tasked to detect and warn about,” said Lindley Johnson, Planetary Defense Officer at NASA Headquarters. “However, this real-world event allows us to exercise our capabilities and gives some confidence our impact prediction models are adequate to respond to the potential impact of a larger object.”
The ATLAS asteroid survey obtained two additional observations hours before impact, which were used by Scout to confirm the impact would occur, and narrowed down the predicted location to southern Africa. Infrasound data collected just after the impact clearly detected the event from one of the listening stations deployed as part of the International Monitoring System of the Comprehensive Nuclear-Test-Ban Treaty. The signal is consistent with an atmospheric impact over Botswana.
“The discovery of asteroid 2018 LA is only the third time that an asteroid has been discovered to be on an impact trajectory, said Paul Chodas, manager of the Center for Near-Earth Object Studies (CNEOS) at JPL. “It is also only the second time that the high probability of an impact was predicted well ahead of the event itself.”
The first event of this kind was the impact of asteroid 2008 TC3, which lit up the predawn sky above Northern Sudan on October 7, 2008. That was a slightly larger asteroid (about 13 feet, or 4 meters in size), and it was discovered a full 19 hours before impact, allowing for a large number of follow-up observations and a very precise trajectory to be calculated. The second predicted impact event was for asteroid 2014 AA, which was discovered only a few hours before impact on Jan. 1, 2014, in the Atlantic Ocean, leaving too little time for follow-up observations. The Catalina Sky Survey has been responsible for discovering all three of these small asteroids on impact trajectories, and all on the watch of the same observer, Richard Kowalski.
NASA’s Planetary Defense Coordination Office is responsible for finding, tracking and characterizing potentially hazardous asteroids and comets coming near Earth, issuing warnings about possible impacts, and assisting coordination of U.S. government response planning, should there be an actual impact threat. JPL hosts the Center for Near-Earth Object Studies for NASA’s Near-Earth Object Observations Program, an element of the Planetary Defense Coordination Office within the agency’s Science Mission Directorate.
For more information about NASA’s Planetary Defense Coordination Office, visit:
More information about asteroids and near-Earth objects can be found at: | aerospace |
https://newsarticleinsiders.com/breakdown-of-the-government-airbus-error-of-the-lufthansa-caused-merkels-g20-odyssey | 2022-05-23T20:28:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662561747.42/warc/CC-MAIN-20220523194013-20220523224013-00421.warc.gz | 0.940011 | 1,214 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__98917499 | en | The embarrassing mishap of a government machine with German Chancellor Merkel on Board was caused, according to SPIEGEL information significantly influenced by an error of the Lufthansa. Lufthansa Technik, a subsidiary of the Kranich-Airline, had rebuilt the A340, the flight readiness of 2009 and waiting for the Jet regularly since then.
According to a confidential report of the General flight security of the German armed forces from the 15. December missed it, the Lufthansa after one of these maintenance in the year 2010, to inform the pilots of the flight readiness and the manufacturer, Airbus is a newly built-in digital communication system in the Jet.
The consequences of the flight to the G20 summit were fatal: On the way to Argentina, the pilots of the “Konrad Adenauer” could not respond adequately to a power failure the onboard electronics. Therefore, it was not possible to them, the failed radio system for contact with the ground again.
What began on the November evening as a bit of a Problem in the air space over Braunschweig, ended in a farce. At the end of the pilots had to turn back over Holland and with full Tanks in the Cologne land. The Chancellor and the Minister of Finance flew the next day with a regular flight of Iberia to the G20 summit.
humiliation all along the line
For the air force, the glitch was an embarrassment. Consequently, under Brigadier General Peter Clement sought the force for all air accidents in charge of the incident. Because a flight without a radio system and a landing with full Tanks is quite dangerous, downgraded the Defect later in the category C for significant incidents.
According to the four-page Dossier to a whole chain of incidents led to the Flight cancellation. First of all, a “bad solder joint” in a transformer caused shortly after the Start, these convert the turbine generated AC power into DC power, a power failure in Parts of the on-Board electronics.
Normally, such a Defect is not a big Problem. As each aircraft is also the Chancellor of inner-Jet is equipped with several redundant transformer units. In the case of a Defect, this is a jump immediately, and secure the power supply for the main on-Board devices such as the radio.
In the case of desRegierungs-Airbus, but this lasted only 70 seconds, according to the report, “a number of defects transfer relay” in the on-Board electronics of the backup power supply immediately lame.
Once in the Cockpit, now the monitors aufflackerten and a warning tone was heard, the pilots no longer in contact with the ground. The entire radio system was dead. Only with the satellite phone enabled the pilots to reach their command stand in Cologne.
Tricky, it was only because of the Lufthansa
Also affected by the power failure parts, the hydraulic goods – for example, for the discharge of Fuel. Since the A340 had tanked at this time about 100 tons of kerosene, this was an important factor.
Delicate the Situation was, however, only through the fault of Lufthansa. Already in 2010, the maintenance had installed in the company in the A340, a digital “Audio Management Unit”. The component controls the entire communication of the pilots both in the aircraft as well as conversations with the ground.
The new technology, however, has an important peculiarity. So you can not be prepared in case of a power failure “in the case of a digital AMU, in contrast to the analog AMU communication,” the report said. On the basis of the emergency checklist on Board the pilot attempted to restart the radio. In vain.
For this Situation, the manufacturer Airbus had sent to all A340 customers already years ago, an emergency manual, the so-called Service-Bulletin “A340-23-4242”,. It describes how to provide the radio with power and the essential contact with the ground again.
the pilots of The Registrar-Jets, two of the most air force captains ever experienced, but knew nothing about it. In the report of the Bundeswehr, the system behavior is “non-current documentation” granted, the radio could not be established, therefore, “contrary to the emergency check list”.
According to the Bundeswehr, and not a defect
For Lufthansa, their technology subsidiary international enjoys an excellent reputation, is the slip-up, just with the Prestige-project Registrar-Jet, pretty embarrassing. The flight readiness ordered, that all pilots need to be informed of the new technology to the appropriate Service Bulletin from Airbus.
The transformer has been expanded both in the “Konrad Adenauer”, as well as in the identical A340 to the government. According to a response of the military departments for the Green party member of Parliament Tobias Lindner, he was more than 20 years old and was already flew in 1999 in the Jet installed before the A340 first, almost ten years for Lufthansa.
A deficiency will not recognize the Bundeswehr. According to the Letter to Lindner, regular maintenance, or even a cyclic replacement of the transformers of the A340 was not provided for””. Interestingly, the Ministry is not mentioned in the Letter to the deputies of the consequences of lapse of the Lufthansa even.
In the air force it is hoped now that there is no breakdown of the A340. The replacement of the transformers and the Relay, “aging-related influences” on the power supply, the probability of a further G20 Odyssey is therefore the minimum of 1: 100,000,000 to be exact. | aerospace |
https://billandwalt.com/products/1-48-messerschmitt-bf109e-61050 | 2021-06-13T14:39:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487608856.6/warc/CC-MAIN-20210613131257-20210613161257-00476.warc.gz | 0.90061 | 637 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__190224888 | en | This is a Plastic 1/48 WWII Messerschmitt Bf109E-3 Airplane Kit from Tamiya.When the Messerschmitt Bf109 first flew in 1936 it was, in many ways, the most advanced fighter aircraft in the world. The design was continually improved and the first E-models came into service at the start of WWII. The E-3, which this kit ...Read more
This is a Plastic 1/48 WWII Messerschmitt Bf109E-3 Airplane Kit from Tamiya.
When the Messerschmitt Bf109 first flew in 1936 it was, in many ways, the most advanced fighter aircraft in the world. The design was continually improved and the first E-models came into service at the start of WWII. The E-3, which this kit represents, was active during the invasion of France and the Battle of Britain. The Bf109E-3 builds into a highly detailed 1/48th scale replica and includes InvisaClear decals by ScaleMaster for three marking variations.
FEATURES: Highly detailed 1/48th scale plastic kit for static display.
Approximately 65 parts in medium grey and clear with fine recessed panel lines.
Dummy engine eliminates "see through cowl" effect.
Multi-part canopy may be posed open or closed.
Rotating propeller: the propeller plugs into a polythene bushing which allows adding it late in assembly so there is less chance of breakage.
Highly detailed cockpit with accurate instrument panel, seat, control stick and rudder pedals, bulkheads, and sculpted pilot figure.
Detailed pictorial instructions with separate sheet for color details.
Separate wheel hubs for easy painting.
MARKING OPTIONS: Includes ScaleMaster InvisaClear decals: this is a printing process which results in very little excess clear carrier sheet. This could otherwise show on the model and detract from its appearance. Three aircraft:
1: III./JG26 August 1940, France, Kommandeur Adolf Galland.
Top: Grey-Green RLM02 and Dark Green RLM71 Splinter camouflage.
Bottom: RLM 65 Light blue.
2: II./JG77, October 1940, Norway.
Variation on scheme 1.
3: II./JG54, October 1940, France.
Variation on scheme 1: with RLM71 mottling on fuselage sides.
Additional Paints Required: Colors are all flat except where indicated.
Detail colors: RLM02 Interior Grey-Green, Silver, Yellow, Red, Blue, Khaki, Buff, Gloss Red, Semi-gloss Black, Flesh, and White.
Paint: (see MARKING OPTIONS)
Liquid Plastic Cement
CA or Tube Type (thick) Plastic Cement
Nice-to-have tools: Needle File Set, Sprue Cutter, Airbrush and Accessories
SPECS: Scale: 1/48
Fuselage Length: 7-1/4"
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https://caai.myshopify.com/products/basic-sms-principles-and-applications-10-12-sept-2019 | 2019-04-22T20:10:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578582584.59/warc/CC-MAIN-20190422195208-20190422220149-00077.warc.gz | 0.899261 | 168 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__11257441 | en | Your path to UK
CAA training expertise
Course duration: 3 days Course date: 10 - 12 September 2019 Course location: Gatwick
Organisations across the aviation industry are required to have a Safety Management System (SMS). But what is a SMS and how does it work?
The course draws on the International Civil Aviation Organisation (ICAO) SMS Framework, European Aviation Safety Agency (EASA) OR.GEN.200 Rules and UK CAA SMS Guidance Material, along with experiences and observations from the UK Civil Aviation Authority's (UK CAA's) current oversight activities. The course is a three-day classroom event, all delivered by UK CAA experts.
This course is suitable for you if your role contributes to safety, for example:
On completing the course, you will be able to: | aerospace |
http://sportyspress.com/2016/05/eaa-airventure-oshkosh/ | 2017-04-27T08:58:43 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122041.70/warc/CC-MAIN-20170423031202-00627-ip-10-145-167-34.ec2.internal.warc.gz | 0.917088 | 86 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__73338221 | en | EAA AirVenture Oshkosh
For one week every summer, Oshkosh, Wisconsin becomes the center of the aviation universe. As usual, Sporty’s will be there, with a large tent right outside hangar B. Stop by for a personal demo of the latest pilot supplies, or see our sweepstakes airplane in person. Plus, we’ll be offering a variety of seminars during the week. | aerospace |
https://www.betaresource.net/2021/01/01/quiz-the-amount-of-do-you-learn-about-drones-for-taking-pictures/ | 2021-09-23T08:08:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057417.92/warc/CC-MAIN-20210923074537-20210923104537-00476.warc.gz | 0.966684 | 1,061 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__244290296 | en | As well as so, our experts are actually certainly not restraining our own selves with just one kind of drone. If there are even more than one types of drones for purchase in your preferred establishment, it will certainly be challenging to choose which to get. globenewswire.com/news-release/2020/12/17/2146629/0/en/drone-x-pro-reviews-evergreen-drone-worth-it-product-review-by-mike-vaughn.html
Permit’s start along with the extremely well-liked, superb and really much sought after drone, the WiFi FPV. With a WiFi FPV, you get to experience the most reasonable experience as if you were actually filming a real action movie.
If you are actually thinking of obtaining one of these, then it would be best to get one along with an easy-to-fly swivel head, to maintain it away from various other flighting factors. The greatest pastime drones for taking images also go with a whole lot of devices.
We likewise have the remote chopper, or RTR, the largest one of all the drone vehicles. RTRs are sizable sufficient that you can easily place them on top of a dining table. They are actually known for their ability to soar in a straight line, and they are likewise ideal for taking images in a metropolitan place, as their long flight range allows them to stay over an assigned area for a longer time. The most effective pastimes for drones are actually generally done indoors.
There are actually two styles of drones available today – the UAV (unmanned airborne vehicle) as well as the RC (distant management) motor vehicles. The UAV style of drone trucks happen along with cams that can be removed from the true vehicle.
If you are actually a newbie in the region of drone digital photography, you could presume that it is fairly hard to accomplish top quality photos. Effectively, this is actually not truly accurate. You need to become patient and utilize a wide array of various methods to ensure you can receive a crystal clear as well as top quality image. There are actually likewise an amount of variables that need to be considered while you are actually taking photos along with drones.
Among the procedures that you can make use of is to use the UAV or even remote control design for your drones. Due to the fact that they do not call for any kind of electric battery recharges, the UAV style of drones are actually able to soar longer as well as even farther than the normal trucks. Likewise, you will not have to fret about the weight of the UAV drone since they weigh lower than a typical vehicle. This makes it easier for you to send out the UAV drones anywhere you desire them to go. If you are going to be actually utilizing UAVs for your drone digital photography requires, you have to pick a location through which the drone photography is mosting likely to be actually done.
If you have a great deal of funds to invest in getting UAV version drones, at that point it would be actually much better for you to make use of UAVs for commercial functions. Prior to purchasing the business variation of UAVs for your drone trucks, you first need to have to calculate whether there are presently some drone distribution companies offering such services.
Getting a DJI Nightmare 3 Specialist drone and also obtaining up to speed on all the various software application is a lot even more economical right now that costs have gone down. We will certainly go over some of the very most common usages of drone photography today.
As one of the very most well-known forms of drone digital photography, videography is utilized widely. Many people just look at using drones for office objectives like crop dusting or even surveying big regions.
Drone digital photography has achieved new heights as well as the best leisure activity sellers are offering electronic downloads of some of the finest drone images ever taken. If you have a complicated opportunity trying to obtain your palms on some of these best-selling drone images, at that point you may wish to look in to acquiring some of these digital downloads.
Some enthusiasts delight in accumulating different pieces of hardware. There are actually those that may also gather whole drone gizmos. It is essential to understand about the various kinds of available versions if you are interested in possessing a collection of different kinds of hardware and program. The two most well-known activities that utilize drones for digital photography are actually the compact-sized drone and the divine rock.
Along with the climbing expense of gas as well as electricity bills, several prospective drone videographers are turning their interest to these pair of various models. Among the absolute most well-liked hardware that can be used for these pair of forms of drones is actually the quadcopter fpv. If you will definitely be actually using a quadcopter fpv, after that it is very important to see to it that the style you obtain has the capacity to broadcast in a secure manner. To get this away from the formula, there are in fact much cheaper, yet still exceptional drone styles that you can easily buy. | aerospace |
https://www.yorkshirepost.co.uk/news/pilot-killed-as-virgin-space-craft-crashes-1-6928457 | 2018-04-27T06:47:18 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125949489.63/warc/CC-MAIN-20180427060505-20180427080505-00397.warc.gz | 0.964039 | 349 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__116924591 | en | One pilot has died and another has suffered “major injury” after Virgin Galactic’s SpaceShipTwo crashed during a test flight this evening, Californian authorities said.
The company earlier reported an unspecified problem with the space tourism project - it tweeted that SpaceShipTwo had been flying under rocket power when it “experienced an in-flight anomaly”.
A witness said the craft exploded in flight after ignition and crashed in the Mojave Desert.
Kern County Fire Department said it was heading to a location in the Mojave Desert, and California Highway Patrol Officer Darlena Dotson said the agency was responding to a report of a crash in the Cantil area.
SpaceShipTwo has been under development at Mojave Air and Spaceport in the desert north-east of Los Angeles.
SpaceShipTwo is carried aloft by a specially designed jet and then released before igniting its rocket for suborbital thrill ride into space and then a return to Earth as a glider.
The company founded by British billionaire Sir Richard Branson would not say what happened other than that it was working with authorities to determine the cause of the “accident”.
Virgin Galactic has been the front-runner in the fledgling space-tourism industry.
Witness Ken Brown said the craft was released from the plane that carries it to high altitude, ignited its rocket motor and then exploded.
The photographer said there is wreckage in the desert north of Mojave Air and Space Port.
California Highway Patrol said there is one fatality and one major injury.
SpaceShipTwo is typically flown by two pilots.
Virgin Galactic confirmed the loss of the spaceship but has given no details. | aerospace |
https://news.trabber.com/2007/06/korean-air-to-establish-new-low-cost-airline/ | 2023-03-22T16:53:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943845.78/warc/CC-MAIN-20230322145537-20230322175537-00315.warc.gz | 0.930693 | 127 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__245237333 | en | Korean Air to establish new low cost airline5 June 2007
Korean Air has confirmed that it is to launch a new low cost carrier within the next 3 years.
Since 2005, Korean Air organized a special task force to study the feasibility of operating its own low cost carrier. For the new airline, Korean Air is considering using one of its Hanjin Group affiliates, Korea Airport Service, which has charter flight operation experience, rather than setting up a new company. Korean Air is part of the Hanjin Group, one of the world’s largest transportation conglomerates. | aerospace |
http://ub88.org/researchprojects/b36peacemaker/thelastb36/the-last-b-36.html | 2017-04-23T16:04:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118713.1/warc/CC-MAIN-20170423031158-00222-ip-10-145-167-34.ec2.internal.warc.gz | 0.971893 | 978 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__12589742 | en | The last B-36 (52-2827) before coming off the production line on July 1, 1954
Lockheed Martin Photo
The Last B-36
B-36's built from 1946 to 1954, only four survive.
B-36-J-III 52-2827 City of Fort Worth was built in Fort
Worth, Texas in 1954, and was retired in 1958. It was
displayed at Amon Carter Field, later Greater Southwest
Airport, from 1958 until the late 1970s, when it was moved
to Carswell Air Force Base. Exposed to the extremes of
Texas weather, the giant aircraft slowly deteriorated. In
the early 1990s the aircraft was disassembled and moved
indoors to hangar space at the factory where it was built,
donated by Lockheed Aircraft. A group of dedicated
volunteers, many of them retired Convair employees who had
worked on the original B-36 assembly line, spent 40,000
man-hours restoring the plane.
The aircraft is officially owned by the National Museum of the United States Air Force (NMUSAF), but was on loan to the B-36 Peacemaker Museum. In 2006, it was agreed that the Peacemaker Museum did not have the proper resources to restore and exhibit the aircraft, and the aircraft was trucked to the Pima Air & Space Museum (PASM) in Tucson, Arizona where it is being restored and will be exhibited after restoration. In the Tucson climate it is possible to display aircraft outdoors without the kind of deterioration that occurred in Fort Worth. The National Museum of the United States Air Force still retains ownership of the aircraft.
& Space Museum
you've never seen a B-36 Peacemaker up close, it's
difficult to grasp just how large this aircraft is. I'm
speaking from experience, because I had never seen one in
person. Before beginning the sonar search for the B-36 off
of San Diego I really wanted to get a good sense for
exactly what it was we were looking for. I figured the only
thing to do was to go and see one. I knew the last B-36
ever manufactured was undergoing restoration at the Pima
Air & Space Museum in Tucson, Arizona. I contacted the
Director of Collections & Aircraft Restoration, Scott
Marchand, and asked him if he would allow me access to the
plane. He was more than happy to help out.
When I finally arrived at the museum I was greeted by Restoration Manager, John Heibler. John took me and my family on a personal tour of the B-36. John is very knowledgeable guy. He took the time to explain the aircraft to me and gave me full access to the plane. I was able to climb the ladder into the aft crew compartment and from there into the tail. He also allowed us to climb through the bomb-bay and into the forward crew compartment. From there we could climb the steps into the cockpit. I spent a fair amount of time in there and took lots of pictures. I wanted to stay inside longer, but it was getting pretty hot.
Back outside I took special note of how large the exterior features were. The landing gear, wings, and tail are enormous. I wanted to see the propellers, so John drove us a short distance to where the props and jet pods were being stored. I took several pictures of the massive 19 ft propellers and jet pods. John spent the better part of two hours with us showing us other aircraft and different areas of the facility. My daughter thought it was going to be boring looking at some old plane. After we left the museum she couldn't stop talking about how much fun she had. If you're ever passing through Tucson, be sure to stop by and check out the Pima Air & Space Museum.
Entrance to the Pima Air & Space Museum.
Beauty of Flight
"City of Ft. Worth", the last B-36.
Sitting in the pilot seat I couldn't imagine what it was like to fly such a huge aircraft. CRAZY!
A view of the cockpit from the bottom of the steps.
The copilot seat.
The flight engineer's station.
The navigator and bombardier stations.
Restoration Manager, John Heibler explaining the bomb racks in the forward bomb-bay.
The forward landing gear.
Main landing gear.
Standing beneath the tail gives a real sense of scale. HUGE!
One of the 19 ft diameter propellers from the last B-36.
Photo by John Heibler
A close up of the propeller hub.
A cutaway of a Pratt & Whitney R-4360 engine. | aerospace |
http://sohomeworkmnnt.fieldbee.us/essay-space-exploration.html | 2018-10-16T19:10:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583510866.52/warc/CC-MAIN-20181016180631-20181016202131-00210.warc.gz | 0.924573 | 735 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__229601237 | en | In our space topics library contains historical white papers society and together we will create the future of space exploration join. Space exploration is considered as an innovation, creativity and discovery that are facilitated by space technology and that can be used to improve the current. Here is an task 2 ielts opinion essay example about exploring space the student's ideas a pretty good, and the native example is a band 8 or 9. An introduction to space exploration space exploration is the ongoing discovery and exploration of celestial structures in outer space by research papers. Mankind has always been interested in space and wondred about their place in it in the past, they worshiped heavenly bodies then as knowledge about space. Space exploration is beneficial to mankind in many ways it should not be viewed as a waste of resources, time, or money read persuasive speech sample. I believe this nation should commit itself to achieving the goal, before the decade is out, of landing a man on the moon and returning him safely to earth no single. Exploration is man’s nature ever since the time of christopher columbus, ferdinand magellan, and other great explorers, man has sought to discover his world and.
Sample ielts essay thanks to our curiosity and technological advancements, we have achieved tremendous progress in space research some people feel that since space. Essay topics space exploration gives essay topics #space exploration. Essays - largest database of quality sample essays and research papers on disadvantages of space exploration. Space exploration this research paper space exploration and other 63,000+ term papers, college essay examples and free essays are available now on reviewessayscom. Billions of dollars are spent every year for space exploration but does this money bring us any benefits we present the top arguments from both sides. This essay aims to explain above debatable should money be spent on space exploration (625) the chart below shows the amount spent on six consumer goods in four.
Free space exploration papers, essays, and research papers. Essay space exploration worth it when scientists in exploring the space they keep inventing new things and achieving new technologies that could improve our daily life. Sample ielts essay on space exploration with an awl exercise to help you write the essay. Free essay: while the origins of our planet stretch back some 46 billion years, the existence of modern man can be correlated to a single minute in the.
From technological advancements to discoveries of new life, space exploration has led to much advancement, including ones that we use in our daily lives an example. Do you think that space exploration should be continued some people think that we should continue exploring the space, and others think that we should stop exploring.
Free essay: aaron mcnamara mr kerner 04/17/13 space exploration the space age began as a race for security and prestige between two superpowers the. With all the troubles in the world today, money spent on space exploration is a complete waste the money could be better spent on other things.
A short persuasive essay i wrote on the topic of space exploration submitted 4 years ago by solarcity billions of earth-like planets, beacons on.
For those who believe the costs of space exploration are greater than the benefits, george delucas, an astronaut who flew on the 1992 columbia mission, says, there. Space exploration is much too expensive and the money should be spent on more important things what is your opinion in many countries, a big proportion. The topic of space exploration though, has caused a rift between people however this sentence characterizes what space exploration is for mankind. Category: space exploration essays title: advantages of space exploration. | aerospace |
http://www.aviationartprints.com/helicopter_prints.htm | 2018-01-23T03:37:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891706.88/warc/CC-MAIN-20180123032443-20180123052443-00069.warc.gz | 0.922984 | 700 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__250731634 | en | |Click Here For Full Artist Print Indexes||Aviation History Archive|
Helicopter aviation art prints and original aviation helicopter paintings by aviation artists John Wynne Hopkins and David Pentland. Original aviation paintings and prints available.
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See our aviation history timeline for all today's historical aviation events - air victories, aircraft losses and pilot details.
|RECENT UPDATES TO OUR AVIATION HISTORY DATABASES|
|Updates made to Airframes database for : Wellington R1229 : Aircrew updated, Airframe notes updated (added 31-03-1941 : Wellington landed heavily on return to base before bouncing and returning to approx. 70 feet before stalling and crashing.)|
|Updates made to Airframes database for : Hampden AD899 : Aircrew updated (added Pilot Officer J. G. Curley)|
|VB-6 added to the squadrons database.|
|No.753 Sqn FAA added to the squadrons database.|
|Lieutenant Colonel Archie F Maltbie added to aircrew database :|
Flying with the Hell Hawks from May 1944 he was forced to bail out in August after shooting down an Me109 which exploded. Evading capture he returned to the unit. As well as ground attack missions he also downed a Ju88 on 15th March 1945.
|Updates made to Airframes database for : Blenheim L9270 : Airframe notes updated (added 04-04-1941 : Blenheim was on patrol off the Dutch coast before it was lost without trace. )|
|Lieutenant Colonel Carl R Riggs added to aircrew database :|
From November 1944 until the end of the war he completed 56 combat missions including the Battle of the Bulge and on 1st January 1945 was wounded during the Luftwaffe attack of Operation Bodenplatte but returned to combat shortly after.
|1st Lieutenant Lavern R Alcorn added to aircrew database :|
Joining the Hell Hawks just after D-Day he was shot down by ground fire over occupied Falaise in August but with the help of French civilians evaded capture and returned to his unit. He finished the war with 79 combat missions and scored two aerial victories in April 1945.
|Updates made to Airframes database for : Wellington R1470 : Aircrew updated|
|Updates made to Airframes database for : Hampden P4403 : Airframe notes updated (added 03-04-1941 : Hampden was laying mines off Lorient. It later overshot and crashed into a hedge on coming in to land at St Eval. No injuries.)|
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https://eescair.com/airbus-whale-in-the-sky-takes-maiden-flight/ | 2023-03-22T22:39:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296944452.97/warc/CC-MAIN-20230322211955-20230323001955-00338.warc.gz | 0.959052 | 265 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__144907607 | en | There’s still no word on whether pigs can fly — but you aren’t going mad if you spot a whale soaring past your window anytime soon because Airbus’s Beluga XL aircraft — nicknamed the “whale in the sky” has taken off for the first time.
It took off from Toulouse Airport in France this morning for its maiden flight.
A crowd of more than 10,000 people, mostly employees and subcontractors of the European aircraft manufacturer, applauded as it took to the skies.
The plane has been designed to move oversized aircraft components and has an extra 30 per cent capacity on the current Beluga planes that it will replace.
This new plane is 6m longer and a metre wider, which means it can carry two A350 XWB plane wings instead of one.
This extra space in the “bubble section” and the new lowered cockpit — which makes space for a main deck with direct cargo loading capabilities — is what gives the plane its unique appearance.
In a nod to its whale-like shape, Airbus has painted a whale’s mouth and eyes on the side of the nose.
The plane, which weighs 125 tonnes, can carry up to 53 tonnes in the hold for a distance of more than 4000km. | aerospace |
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