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https://www.researchprofessionalnews.com/rr-news-usa-2011-11-administration-still-under-fire-for-collaborations-with-china/ | 2023-11-29T19:32:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00439.warc.gz | 0.960338 | 667 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__52932328 | en | Republican lawmakers continued to attack the Obama administration for scientific collaborations with China during a 3 November hearing of the House Foreign Affairs Committee’s oversight and investigations subcommittee.
“I have been very troubled by this administration’s apparent eagerness to work with China on its space programme and willingness to share other sensitive technologies,” stated Rep. Frank Wolf, R-VA, who chairs the House appropriations subcommittee that funds the White House Office of Science and Technology Policy (OSTP) and NASA.
The 3 November hearing was convened by Rep. Dana Rohrabacher, R-CA, in response to a legal opinion by the congressional Government Accounting Office in October, which concluded that although language in the fiscal year 2011 appropriations banned OSTP and NASA from funding collaborations and meetings with Chinese officials, OSTP did so anyway.
Rohrbacher called China “the world’s single largest human rights abuser.” He warned that “any effort on our part to reach out to the Chinese Communists, to engage them on matters of technology is, quite frankly, not just naïve … it is dangerous.”
But OSTP’s director, John Holdren, testified that the overall benefits of “properly managed” S&T cooperation with China outweighed the risks. He cited the way the ongoing US-China Dialogue on Innovation Policy had led the Chinese government to roll back aspects of its policies that discriminate against US businesses active in Chinese markets.
In addition, Holdren said cooperation with China in the public health arena had enhanced the US’ capacity to deal with invasive species that originated in China.
NASA Administrator Charles Bolden testified that his agency has had “very limited” bilateral cooperation with Chinese entities over the last decade, due to US law and policy.
He said NASA had signed only one agreement with the Chinese Academy of Sciences (CAS), for the exchange of data for geodynamics research related to natural hazards prediction, monitoring and response.
He also noted that joint working groups on Earth and space science were established in 2007, and there had been reciprocal visits of NASA and Chinese government officials to facilities.
But in response to the appropriations language in question, Bolden said NASA immediately suspended all activities under NASA’s agreement with CAS, which precludes NASA from directly receiving global navigation satellite system, satellite laser ranging, and very long baseline interferometry data from stations in China.
However, given NASA’s open data policy, Bolden pointed out, the international community—including China—continued to have access to the data that NASA was providing directly to CAS under this agreement.
Bolden stated that NASA had suspended all activities of the NASA-China Earth Science and Space Science Working Groups, and the agency had cancelled all plans for a reciprocal visit to NASA facilities by senior Chinese officials following his delegation’s visit to China in October 2010.
All requests for potential bilateral activities between NASA employees and Chinese entities—whether funded by NASA or other US government agencies—had been denied, and all proposed travel to China by NASA employees or NASA-sponsored contractors that could be interpreted as initiating, pursuing, or implementing bilateral cooperation or other bilateral activities with Chinese entities had been cancelled, Bolden added. | aerospace |
https://bloga350.blogspot.com/2013/12/general-electric-is-not-supplying.html | 2023-06-02T18:23:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648850.88/warc/CC-MAIN-20230602172755-20230602202755-00512.warc.gz | 0.944944 | 291 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__65151869 | en | When the Airbus A350 is progressing on the flight test campaign, much attention is focused on the Rolls-RoyceTrent XWB powerplants. But while the Trent XWB is the only engine available for the new big twin, R-R's arch rival GE is still onboard.
GE's aviation division is a significant aerostructures supplier and its UK facility at Hamble-le-Rice, Southampton, supplies Airbus with fixed trailing edge components for the A350 wing.
That package - for 3,000 components, including structural composite panels and complex machined assemblies - is the largest production contract awarded to Hamble in its 75-year history. The deal, under which GE is a risk-sharing partner, extends to all A350 variants, including the -800, -900 and -1000.
GE bought the Hamble facility in 2007 as part of a package of businesses it acquired from Smiths, transforming what was at that time a build-to-print supplier into a full-function design and manufacturing partner today.
Hamble is due to see a $50 million composites facility investment dedicated to A350 and running in time to meet aircraft production ramp-up requirements. Work has already started, and the facility should be ready near the end of 2014.
Based on the article “GE takes flight on A350 wing” published in Flight International.
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https://mascontext.com/issues/repetition/claude-are-you-dreaming-or-is-this-really-happening | 2023-12-10T09:32:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101779.95/warc/CC-MAIN-20231210092457-20231210122457-00555.warc.gz | 0.978947 | 5,743 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__226234138 | en | IG: You were a part of four Space Shuttle missions during the 1990s. Can you tell us about your process to become an astronaut?
CN: To become an astronaut, you go through a selection. I went through the first ESA selection in 1977. At that point we were astronaut candidates, not astronauts, because you need to prove for the next year or so of basic training and advanced training that you really can become an astronaut. So you are nominated astronaut just about one year after you are selected. It is the same process for NASA. The reason why Europe started to recruit astronauts was because they were invited by the US in the late 1970s to develop a scientific laboratory for the Space Shuttle. The Shuttle was unique for being able to take something to space and bring something back from space: take people, a space probe, recover something, or repair the Hubble Space Telescope, like we did a few years later. In order to use the Space Shuttle as a real scientific laboratory, we needed some additional space and accommodation for experiments. And that was the mandate of Europe to do that. At the same time that the agreement was made between ESA and NASA to work on the Space Shuttle, NASA invited the Europeans to provide astronauts. This was the first opportunity for Europeans to become astronauts. The first selection was in 1978, with three astronaut candidates: Ulf Merbold from Germany, Wubbo Ockels from the Netherlands, and me.
IG: What was the training process and simulations that you completed before your first shuttle mission?
CN: When astronaut candidates are selected, they go through a so-called basic training for about one year, where they learn about computer science, space science, spacecraft technology, and orbital mechanics. They also train in simulators of the spacecraft they will use. For me it was the Shuttle. The Shuttle was really complex. It obviously had a structure, a propulsion system, a power generation/distribution system, a system of attitude control with small rockets, and many computers.! At the end of the basic training, there was a ceremony where we were nominated astronauts. Then we went through advanced training for another year to a year and a half. At that point we became eligible for assignment to a mission. When that happened, we were gathered with the selected crew¬—for the Shuttle it was generally seven people—the commander, pilot, and five so-called mission specialists. Mission specific training was about a year to year and a half duration. This means that we went into space at the earliest about four years after selection as an astronaut candidate within an agency, NASA, ESA, or the Russian Space Agency.
Of course, things change a lot. Sometimes people are assigned early, others are assigned late. There is not a standard pattern. For me, it was much longer than four years; it was twelve years. The reason was that my first flight was scheduled in 1986, but after the Challenger accident, it was considerably delayed. The other constraint I had was that I was the first non-American to be integrated into the NASA astronaut corps. My other two colleagues, Merbold and Ockels, stayed in Europe for the first mission. And NASA said, “Okay we can train a European to the same level as a NASA astronaut to fly on the Shuttle, but the constraint is he can only fly if there is an important European payload on board.” And there were not so many. The first opportunity for me to fly was in 1991-1992. So I spent quite a lot of time in Houston!
IG: That is a lot of time waiting.
CN: In a way, it wasn’t waiting, because NASA has all kinds of jobs for us. As an astronaut you are either training for space, or you are in space, or you are in the post-flight debriefing period, or you have a job, assigned by NASA. One of my first jobs was Shuttle navigation, and the experts group included an astronaut. It was an interesting job, I liked it, but it kept me really busy. I was never demotivated and just waiting for my mission. I was doing my job and learning a lot of interesting things. I knew spaceflight for me was going to come at some point.
IG: Once you were assigned the first mission, I assume there was a really specific training required for the different aspects of the mission.
CN: The difference in the mission training versus the basic and advanced training that I talked about was that it is specific to the mission. During the first mission, we were going to deploy a scientific platform called EURECA (European Retrievable Carrier). It was a spacecraft to be installed in orbit and then recovered about a year later by another crew on another Shuttle flight. We had to train for the specifics of the mission. EURECA had solar arrays and antennas, and they had to be deployed at a certain attitude held with the robotic arm, and the deployment had to be very precise. We also tested the so-called Tethered Satellite, a small spacecraft at the end of an electrically conducting cable, to do scientific investigations about ways to generate electricity in space without solar panels. During that year of mission specific training we mainly used the Space Shuttle simulator, but there was also classroom training or discussions with experts. Most of the time the crew would train together, playing sections of the mission, but sometimes I would train for robotics without all of my colleagues being there. In those simulations, there were failures continuously injected by our instructors, which was really good! We got spun up in dealing with the failures to such a point that during the mission we were really surprised that things went so well, unlike in the simulator where there was never more than five minutes without a problem introduced by our instructors. I remember thinking, during the mission: “Wow, we had ten minutes without a problem, so a problem is going to come soon!” [laughs] We took things very seriously, but we didn’t take ourselves seriously in this preparation for flight. There was a good, relaxed, but very professional training environment.
IG: How long did it take between the moment you were assigned to a mission and when you actually went to space?
CN: About a year to a year and a half. This was typical for all Shuttle missions.
IG: As far as simulation, you have to simulate both the tasks that you have to do and the conditions in which you have to do those tasks.
CN: Whenever we can, yes, but we cannot easily simulate the absence of gravity. Spacewalking training is done in a water pool, as a good simulation of weightlessness, but for all of the operations inside the spacecraft—whether it is flying the spacecraft, doing robotic operations, managing the trajectory, or performing experiments—you train in a 1g environment. Zero gravity doesn’t really matter in this case. As long as you are in the cabin, and you are in light clothing, the absence of gravity is not a big factor influencing the way you do things. It’s only when you go out in this heavy and bulky space suit which really limits your mobility and visibility that you need to train in an environment that mimics the weightlessness of space.
When we were training in water for spacewalking, there was a model of the Hubble Telescope which was very much like the real instrument; not only one to one in size, but all the details, the circuit breakers, and the connectors were exactly the same. This is very important for an astronaut in training. It means that you train in such a high-fidelity environment that when you are in space and you meet a new instrument, like the real Hubble, you know it very well. It is exactly the same. The goal of fidelity in simulation is to reduce the surprise factor. I remember when I did my spacewalk, I came out of the airlock and moved to Hubble, and what I saw in front of me was something that I knew quite well. I rapidly became very confident and this was a very positive feeling. We had two tasks to accomplish, to replace a pointing camera and exchange the main computer on Hubble. I thought, “Claude, you can do it! You know all the details, you have seen it many times!”
IG: What went through your mind at the moment when the airlock opened?
CN: It’s a great moment because of the stunning beauty of what you see. From inside the cabin, you see everything through thick windows. When you go out, you have this wide view, and very good optical quality of the helmet visors, and the view is spectacular! The reality is that a few centimeters away from your nose is a vacuum that is totally hostile to life. But you are protected by your suit, which is like your personal spaceship—it provides you with oxygen, it has a radio, a battery, a caution warning system, and a cooling system for your body to eliminate the body heat. It is interesting because you always hear this electric motor [woo, woo, woo, woo] that circulates the pure oxygen in the suit. This circulation is what maintains life. If the oxygen stops circulating, very rapidly you have carbon dioxide accumulating and, if that happens, you have to eliminate the carbon dioxide by opening a valve but that gets rid of the oxygen also! You don’t want to do this [laughs]. This electric motor is like hearing your heart beat. It’s the reassuring noise of life. The view is stunning while spacewalking, but you cannot focus too much on the beauty. You need to do your job, because spacewalks are always limited in time and there is much to do. The Shuttle crew and Mission Control Center personnel were monitoring our progress to be sure that we were working enough and not resting. [laughs] If you were five minutes behind the timeline it was not a big deal. Ten minutes, people would start to worry. Fifteen minutes, they would really start to worry more, and a half an hour was like a disaster. The pressure of having things done was quite high. I must say that sometimes I enjoyed a glimpse of planet earth for thirty seconds or so–“Wow! We are coming over Egypt, that’s the Red Sea, that’s the Gulf of Aqaba, and of Suez, that’s Israel…” It was really beautiful, but a short time view of our planet.
IG: What happens if you were delayed? Would they take you back to the spacecraft?
CN: We always had reserve. Normally spacewalks were planned to take 7 hours, but we had oxygen and electrical power for 8.5 hours. We need oxygen for life, and electrical power mainly for circulating the oxygen, and for the radio. After 8.5 to 9 hours, oxygen and electrical power were essentially gone. For my second Hubble visit, we had to install one pointing camera, but we couldn’t get it in because there was too much friction during the insertion into Hubble. We had done it in the pool many times, but now we had to figure out another method to get it in. In the end, we got it in but we lost an hour so our space walk lasted about 8 hours and 10 minutes. In those types of cases, you get some help, but people become nervous.
IG: To train for the Hubble missions, you had an exact replica of the Hubble Telescope built in the swimming pool. But when you are in space, you also have to take into account the extreme contrasts between light and darkness of day and night. How does that affect the work you have to perform, and how do you simulate that?
CN: We didn’t recreate varying lighting conditions during training because we had floodlights on both sides of our helmets and we always worked with a properly illuminated worksite. We were going around the Earth in an hour and a half, or sixteen times per day. So we had sixteen sunrises and sixteen sunsets per terrestrial day. In an hour and a half, the day lasts one hour, and the night is a half an hour. We always had a one-minute warning before the sunset, because it is bright by day and within ten seconds it is night. The sun sets very rapidly, and you want to have an advance warning about this to avoid a big surprise.
IG: Were there any specific aspects that impressed you out of your four missions?
CN: Yes, many aspects! In my four missions there were two types of operation. The first and the third mission were scientific missions that included test of a Tethered Satellite, or a satellite on an electrically conducting leach 20 km in length. We had a major failure in the first Tethered Satellite mission, so we tried to repeat the same operation on my third flight with the failure eliminated. Seeing a small satellite at the end of such a long tether deployed vertically above us was really spectacular. The other two missions were visits to Hubble. Those were different in nature, and we didn’t do any science, we were repairing an instrument. For me, the Hubble missions were spectacular. The idea of finding the Telescope in space, getting it into the payload bay, and doing major repair work on it in the space environment was really exciting. The Telescope initially suffered from a severe optical problem for three years until we repaired it in December 1993. From that point on it started to work properly and became a very productive scientific instrument.
It was very gratifying to come back from a mission in which we were able to fix a two billion dollar instrument in space. For me, as I am an astronomer, being a part of two missions to Hubble as a crew member, to fix a very valuable instrument for astronomy, was wonderful. The missions to the Hubble were special because they meant a lot for me. In a way, the satisfaction and pleasure that you derive from a mission is certainly the spectacular view, the weightlessness, and the spirit of the mission, but it also is accomplishing something that you believe in. And obviously working on the Hubble was something that was very dear to my heart. We were really serving the scientific community, and the public.
IG: What do you think is the value of space exploration?
CN: Human beings are explorers. They try to go where they can; they look at what is behind the horizon. In the history of humankind, exploring has always had long-term benefits for people. Exploring the high mountains and the depth of the ocean, we learn about the Earth, we learn about ourselves, we learn about the atmosphere, and about life in the deep ocean. It is a matter of learning and discovering new things. Space exploration goes along the same lines. Only in the 1950s did we have the rockets that allowed us to go into space, although we knew the physics and the principles of space travel since Newton! Rocketry is what made space exploration possible.
There are huge benefits from space exploration: for communication, for precise navigation, and for optimizing the exploitation of the resources of planet Earth. There are also military aspects, which I won’t talk about because that is not my business. When you think about GPS and equivalent systems, it is an amazing technology that we have thanks to our access to space, and a lot of smart science and engineering. Those are the practical aspects, which are all very valuable, but the other value of space is in exploration. Whenever we have the technical ability to do something, to go somewhere, we do it. We have to be careful, because it is often dangerous, but we go. It’s our nature.
IG: How do you think the presence of private funding affect space exploration? Do the goals change in any way?
CN: I don’t think the goals of space exploration have fundamentally changed. The means have changed. There is a rise of commercial space, often in partnership with institutional or government controlled space activities. This is not really a competition for NASA, because NASA wanted to support commercial companies in their efforts to access space. This will continue.
There is also a plan for a human fly-by of Mars in 2018 by a private company–the project is called “Inspiration Mars.” It should be done in a spacecraft with two people on board, with a total mission time of 501 days. It’s not totally funded yet, but it is in the definition and planning stage. There is another project called “Mars One.” It is a oneway mission to Mars for four people planned for 2024. These are private ventures, and I think it is good to have private companies involved in space travel. The goals are not fundamentally different, this is exploration, sometimes to the limit, and the funding source is different.
IG: What are the limits to continuing space exploration? Are they defined by money, politics, or strategic developments?
CN: There is a little bit of all of that. The political component is highly important. Apollo was a spectacular achievement. There was a very strong political will by the US to beat the Soviet Union and to be the first on the Moon. The Soviet Union had the first successes in space: Sputnik 1, Gagarin, the first woman in space, Valentina Tereschkova, the first spacewalker Leonov… The US response to these early Soviet successes was very dramatic and successful. The Apollo program was primarily political, it was not scientific, and it was not commercial. But in retrospect, we learned a lot about the Moon through Apollo.
Future space exploration, like the establishment of human colonies on the Moon, will see a mix of private and institutional ventures. The Apollo Program, as you know, did cost about 20 billion, and the space station about 100 billion, and the cost for a NASA led human mission to Mars is going to be tens of billions of dollars. It would be difficult to raise money privately to do that. At the same time, there is a rise of companies that are planning to do bold things in space exploration. There is more freedom in private ventures. NASA probably can’t send a crew one-way to Mars on public money. But a private company can do that. I think it is interesting because the rise of commercial companies and projects gives a new dimension to space exploration. Private companies can do “crazy” things, and can do them relatively fast. On the other hand, NASA does things more slowly, establishing solid roots, having safety margins that are quite high, with a high likelihood of success but generally high costs. It is interesting to see these two approaches of space exploration run in parallel.
IG: Which boundaries would you like to see broken?
CN: I’d like to have real colonies on other celestial bodies. What I mean by real colonies is colonies with babies. And what I mean by babies is people who live there, who reproduce there, and live long-term there. Because, as long as we bring adult people and they come back (or they don’t), that is not a real colony. Even in the project of Mars One, there would be four people who would die there. Before they die, there would be four others that would be brought a few years later. It could look like a colony, but would be bringing people, over and over, and they would die there, after hopefully running happy and productive lives. The day we can have people on the surface of another celestial body, who really can live there long-term, including having hospitals and babies, with good life quality, this will be an enormous breakthrough.
IG: What on Earth have you experienced that rivals what you experienced in space?
CN: For me, one of the things that struck me in my space travels was the unbelievable beauty of what I saw. I have not seen anything here on earth that would come close to that. It was to the point of crying, or pinching myself. I said, “Claude, are you dreaming, or is this really happening?” The view down and up from space is unbelievably beautiful. I remember looking at the sky and the constellations moving sixteen times faster than you see the constellations moving in the sky from planet Earth—amazing! For somebody who has affection for starry nights, to see the whole sky in a half an hour–the spring, summer, fall, and winter constellations–was unbelievably beautiful. I have not had the experience before my flights or after my flights of anything so beautiful here on Earth.
IG: Let’s talk about the Solar Impulse, where you are currently the Head of Flight Test. How is that project comparable to your experience in preparing as an astronaut, and what are the challenges you are facing?
CN: In addition to astronomy—I was a professional astronomer for a few years before I became an astronaut—I have always been a pilot. I was a pilot in the Air Force of Switzerland, and I went to Test Pilot School in England after the Challenger accident. I was much later proposed the position of Lead Flight Test for Solar Impulse. It’s interesting because the Solar Impulse airplane, very slow and using the sun’s radiation as the only source of power for propulsion, is exactly at the other end of the Space Shuttle in the spectrum of flying machines. The Space Shuttle is the fastest winged machine to ever fly, up to 26 times the speed of sound, and the Solar Impulse is one of the slowest, with 23 knots of cruise speed.
In 2004, I was approached by the founders of the project Solar Impulse, André Borschberg and Bertrand Piccard, to be involved in the flight test of this airplane. I know André Borschberg quite well because I flew Hawker Hunter fighter bombers in the Military. I immediately said yes because, for me, it was a new and really interesting dimension in aviation. To use the sun as the only source of power for propulsion of a piloted airplane was very ambitious, but it worked! To use solar energy, distributed over a 24-hour period, means that you collect during the day what you need for the night, in batteries. The goal of the project is to go around the world in 2015 without using propellant. The ecological message is to exclusively use a renewable source of energy to go around the world. I totally subscribe to this goal, although my focus is more on the aeronautical aspect of the project. Solar Impulse will go around the world in several steps. It doesn’t have the performance to take more than one pilot, so it would be impossible to take two months to go around the world in a very slow piloted solar airplane.
The prototype of Solar Impulse had a number of problems. For example, we had to correct the geometry of the airplane to make it stable. For me, it was an honor and a privilege to be a part of that process, and technically really interesting. It is such a new kind of airplane that we have to be very careful, and approach each of the flight testing steps with caution. We did low-speed taxi tests and high-speed taxi tests. We went on the runway just with the velocity to get airborne and then landed immediately afterwards. We only took small steps in testing, to be sure that we were not going to break anything, nor injure anyone. And it worked fine. We will adopt the same philosophy with flight-testing the final airplane, which will go around the world in 2015. Flight-testing will start around this May 2014 and will last until July.
IG: So the new model of the plane will be ready in May?
CN: Yes, we will start with the taxi tests at the end of April or beginning of May. The airplane has been designed and built near Zürich. It is being disassembled now, and brought to the Payerne Air Force Base, in a countryside area north of Lausanne, Switzerland to perform all of the flight-tests. The airplane will begin its flight around the world in early 2015, from a location that is still to be determined.
IG: Is the goal to apply these lessons to commercial airplanes?
CN: Not really. This is a symbolic airplane. It’s a symbol that demonstrates that we can do bold things, like go around the world without using one drop of fossil fuel. There will never be any airliners propelled by the sun. The amount of power that you would need for an airliner to take off, or even in cruise, is too much. A jet engine for an airplane requires about 20,000 watts. Each of the four electric motors of Solar Impulse has a maximum power of about 10 watts, and we have a huge surface of solar panels. On an airliner you could cover the upper surface with solar panels and you would only generate a very small fraction of the energy needed to move that airplane from A to B, and you could only go on a sunny day. Imagine that you had a flight from New York to San Francisco, and they say, “Well, we can’t go today because it is overcast!”
IG: That wouldn’t be good. [laughs]
CN: I am convinced that solar energy will never be used for the propulsion of commercial, transport type airplanes, but it could be fine for some form of private aviation. Maybe someday people will be able to go on a sunny Sunday afternoon, with a small solar plane, for a pleasure ride, and with no bad feelings about CO2 emissions. Solar Impulse is considered a very positive and strong symbol related to high technologies and the use of renewable energies in new machines.
IG: As a pilot and an aviation expert, do you think will there be any other Concorde in the future?
CN: As long as we use fossil fuels for aviation, I don’t think there will be another Concorde. It could happen the day we can propel a plane with liquid hydrogen, which is a fuel of the future. Unfortunately, the negative feature of hydrogen is that has very little energy per unit volume, much less so than gasoline. That is why the external tank of the Space Shuttle was so big! The airplanes of the future might be a little fat to accommodate all of this hydrogen. [laughs]
With fossil fuels I think it would be unwise to have another supersonic transport airplane. They are so demanding in fuel that it would be irresponsible to do this now with high CO2 emissions and considering the limited reserve of fossil fuels that remains. The problem would not be technical, because it would be doable, but would it be wise to do? I do not think so.
IG: I am still amazed by its design. A machine that was so advanced for its time.
CN: It was a huge achievement from an aerodynamic point of view; to have a big airplane that was reaching Mach 2, two times the speed of sound, was absolutely remarkable. I am very impressed with the performance of the designers and engineers who worked on the Concorde. There is no doubt about that. I think improving the comforts of the subsonic airplanes is the way to go. Keeping the cost reasonably low and increasing the comfort. And someday we might go from point A to point B on a suborbital trajectory. Among others, there is a company in Switzerland working on that, it is called S3 (Swiss Space Systems) and they develop possible ways of flying from one point to another on planet Earth via a suborbital arc. It would be interesting to do London to Sydney in 45 minutes.
IG: I’d love to see that. Thank you very much for this great conversation and best of luck with the upcoming tests with Solar Impulse.
CN: Thank you. | aerospace |
https://soulstringreport.com/in-memoriam-thomas-mattingly-the-man-who/ | 2023-12-09T20:44:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100972.58/warc/CC-MAIN-20231209202131-20231209232131-00899.warc.gz | 0.956393 | 640 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__250962310 | en | Apollo 13 Hero, Astronaut Thomas Mattingly, Remembered for Extraordinary Contributions
Renowned astronaut (Thomas Mattingly) Thomas Kenneth Mattingly II, celebrated for his pivotal role in ensuring the safe return of the Apollo 13 mission to Earth after an unexpected explosion, has passed away at the age of 87, as confirmed by NASA.
Mattingly’s legacy in the Apollo Program is nothing short of legendary, and his remarkable personality will forever be etched in history, according to NASA Administrator Bill Nelson, who hailed Mattingly as “one of our country’s heroes.”
Mattingly’s demise occurred on Tuesday, though the specific cause of his passing has not been disclosed.
Born in Chicago on March 17, 1936, Mattingly went on to graduate from high school in Miami, eventually earning an Aeronautical Engineering degree from Auburn University in 1958, a feat highlighted in his NASA biography.
Commencing his career with the US Navy, Mattingly, known affectionately as Ken and TK, later joined the Air Force Aerospace Research Pilot School as a student before being selected by NASA as part of the 1966 astronaut class, as detailed in the official statement.
Arguably, Mattingly’s most heroic role at NASA unfolded when he was exposed to rubella just before the scheduled launch of Apollo 13. In an act of extraordinary courage and dedication, he chose to remain behind, offering crucial real-time decisions that ultimately ensured the safe return of the stricken spacecraft and its valiant crew, comprised of NASA astronauts James Lovell, Jack Swigert, and Fred Haise.
Notably, Mattingly’s heroism was later immortalized on the silver screen when acclaimed actor Gary Sinise portrayed him in the movie “Apollo 13.” Sinise, paying tribute, expressed that it was an “honor” to bring Mattingly’s story to life, commemorating the 53rd anniversary of the Apollo 13 mission.
Mattingly’s extraordinary prowess as a pilot was a cornerstone of his career, as emphasized by Nelson. He served as a command module pilot for Apollo 16 and a spacecraft commander for space shuttle missions STS-4 and STS 51-C. His unwavering commitment to innovation and resilience in the face of adversity made him a distinguished figure in representing our nation’s mission and garnering our nation’s admiration.
Mattingly’s substantial contributions extended far beyond the realm of space exploration, facilitating advances in our understanding of the universe. According to Nelson, Mattingly once shared his moments in space, saying “I had this very palpable fear that if I saw too much, I couldn’t remember. It was just so impressive.” He regarded the boundless cosmos as an infinite wellspring of potential. As a trailblazer in exploratory missions, TK Mattingly will be forever remembered for his audacious forays into the unknown, all in the pursuit of our country’s future.
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http://etihadvirtual.weebly.com/join-us.html | 2019-05-21T13:35:30 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256381.7/warc/CC-MAIN-20190521122503-20190521144503-00247.warc.gz | 0.889365 | 293 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__153056630 | en | ATTENTION: ETIHAD VIRTUAL AIRWAYS IS SWITCHING TO phpVMS. ALL ACCEPTED PILOTS WILL BE TRANSFERRED TO THE NEW SYSTEM TAKING EFFECT ON JULY 28, 2013. IN ADDITION, THE NEW WEBSITE IS NOW WWW.ETIHADVIRTUAL.COMZE.COM.
How would you like to fly with us?
At ETIHAD Virtual Airways, we understand and we know that we all fly for fun! That is why we keep a good balance of fun realism, and most importantly professionalism. With that thought, please keep in mind that your first flight must be flown within 14 days of your application being accepted. Also, we require a minimum of 5 (five) hours to be flown a month per pilot.
Step 1. You must be at least the age of 13 to join.
Step 2. You must be able to type and speak the English language, the language of aviation.
Step 3. You must own a copy of any of the following flight simulators supported by VAFS.
Step 4. You must be able to fly ETIHAD Virtual Airways at least every 30 days.*
Step 5. You must complete your first flight with us within 14 days of being accepted .
*unless you file a leave of absence by emailing a staff member.
"The Experience Starts When YOU Fly!" | aerospace |
https://100best.app/games/simulation/android?price=paid | 2021-08-04T16:34:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154878.27/warc/CC-MAIN-20210804142918-20210804172918-00515.warc.gz | 0.784602 | 153 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__164848330 | en | Play on ANY CITY in the world!
The most advanced Flight Simulator and Carrier Landing System ever created
The most advanced mobile flight simulator
Take full control and handle the most critical flight conditions known to man.
Multiplayer Flight Simulator with ATC
Become in space tycoon! Manage your scv mine, planets and your idle profit!
A casual city building game. Become the mayor and create your own metropolis!
🎮 Replay gaming history - The hit tycoon game, now on Android 💚
Explore, collect, craft, sell, upgrade, gain ranks and grow your business.
Ishwald series work by "dog and cat"! Raise, raise and sell, a relaxing farming game! Free trial version available | aerospace |
https://newsroom.unsw.edu.au/news/science-tech/unsw-collaboration-qantaslink-gives-student-pilots-flying-start | 2023-12-11T19:42:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679516047.98/warc/CC-MAIN-20231211174901-20231211204901-00256.warc.gz | 0.947568 | 950 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__35101453 | en | QantasLink and UNSW Australia’s School of Aviation have announced a new collaboration that will give student pilots a flying start in their career.
UNSW Aviation students can now apply to become ‘QantasLink Approved’ during their degree, which means their progress will be observed by the airline throughout their studies, they will be mentored by experienced QantasLink pilots and, if successful, will be considered for employment by QantasLink straight after graduation.
QantasLink Chief Executive Officer John Gissing said the collaboration, a first for both QantasLink and UNSW, provides benefits for students they won’t get from any other training program.
“These students will not only benefit from the opportunity to fast-track their career by joining Australia’s premium regional airline, but will also learn from the wisdom and experience of our qualified QantasLink pilots,” Mr Gissing said.
“From my own experience as a pilot I know how high the standards are for pilots learning to fly, and with UNSW now using our training materials to teach their students in the university’s world-class facilities, we’ll be raising the standards even higher for the next generation of Australian pilots.
“QantasLink has a long history of working with UNSW Aviation so it’s exciting to formalise this relationship and officially bring the skills and expertise of our two iconic brands together,” Mr Gissing said.
To further set up student pilots for success, UNSW Aviation will offer a new Graduate Diploma in Advanced Flying program. Diploma students will learn multi-crew coordination, meaning they learn how to operate as part of an airline crew, and advanced systems and navigation training specifically for the Bombardier Dash-8 Q400 passenger aircraft and be ready to walk into a job with QantasLink. These courses are not offered by any other Australian university.
Head of UNSW’s School of Aviation Professor Jason Middleton said the university’s new state-of-the-art flight simulators at its Bankstown Airport campus also support this collaboration.
“It’s really exciting for us to be able to offer this new program to our students and, along with our amazing new training facilities, we know we’re setting our graduates up for successful careers with QantasLink,” Professor Middleton said.
New pilots are usually only considered for employment with a commercial airline after completing a minimum of 1000 hours of flying, which is most often gained by flying single-pilot charter aircraft or by seeking employment outside of Australia.
Once employed by QantasLink, graduates will complete their training under the supervision of QantasLink’s experienced training team and go on to become qualified as First Officers flying the airline’s 74-seat Q400s.
Applications to become QantasLink Approved and complete UNSW Aviation’s Graduate Diploma in Advanced Flying are now open.
QantasLink’s Bombardier Dash-8 Q400 is the fastest turboprop passenger aircraft in the world and provides passengers a quiet and comfortable jet-like travel experience.
As Australia’s largest regional airline, QantasLink currently employs more than 480 pilots and operates a network of 57 metropolitan and regional destinations across Australia as well as to Port Moresby in Papua New Guinea.
UNSW Australia School of Aviation
UNSW Aviation is a School of the Faculty of Science at UNSW Australia. The School offers the Bachelor of Aviation (flying and management streams), postgraduate programs in aviation management and flying, and the research degrees of MSc and PhD.
Flying training and aerial survey is based at the School’s Flying Operations Unit at Bankstown Airport, where flying students undertake training on a full-time basis in UNSW aeroplanes supervised by UNSW instructors under CASA certification.
The School also operates Frasca and Pacific Simulators 4.5 flight training devices and an Aerosim Dash-8 systems trainer in support of its programs.
The Frasca is configured to simulate the operation of single and twin-engined light aircraft fitted with the Garmin G1000 Primary Flight Display and Multi- Function Display, while the Pacific Simulators 4.5 is configured physically as a Boeing 737 NG cockpit on a static base suitable for Multi-Crew Training.
The Aerosim Dash- 8 systems trainer is a flat panel systems trainer for the Q400, designed to train students to understand and operate all systems in normal and abnormal situations. | aerospace |
http://www.helicoptersnw.com/instrument-pilot-program.html | 2021-05-15T20:51:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991378.52/warc/CC-MAIN-20210515192444-20210515222444-00273.warc.gz | 0.937599 | 188 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__64843461 | en | Full instrument training is not required by the FAA for you to fly in most “private pilot” applications, but some instrument training is necessary to qualify for a commercial certificate. It is also an excellent way for pilots to learn more about the aviation environment and thereby increase the safety of all their flights. Having instrument certification enables a pilot to fly under instrument conditions, making that pilot more attractive to prospective employers. At Helicopters Northwest, we have an instrument training helicopter available, and an excellent training environment due to our proximity to several airports with instrument landing capabilities. *Flight Training is available at all three locations. Please contact the office you are willing to receive training from!
Course Approximate Costs:
Robinson R22 Rate 40 Hours dual instruction@ $280/hr $11,200 Ground Instruction 20 Hours@$40/hr $800 Written Test $100 Oral and Flight Exam $450 Books and Supplies $100 | aerospace |
https://ivanconinx.be/2017/06/02/wow-air-flight-brussels-airport/ | 2023-09-23T10:14:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506480.7/warc/CC-MAIN-20230923094750-20230923124750-00428.warc.gz | 0.887487 | 292 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__306884165 | en | On Friday 2 June 2017, the very first scheduled WOW Air flight landed at Brussels Airport. After Cobalt, WOW Air is the second new airline to offer new scheduled services to the capital of Europe.
Flight WW462 was operated with one of WOW Air’s newest A320 neo’s, Airbus A320-251N TF-NEO. The aircraft left Reykjavik (KEF) at 06:15 GMT and made a safe landing on Brussels Airport (BRU) RWY 25L at 11:22 CEST.
WOW Air will fly an Airbus A320 aircraft four times a week (Monday, Wednesday, Friday & Sunday) between Brussels and Reykjavik, where connecting flights to various USA destinations will be available.
WW462 KEF-BRU (days: 1357): 06h15 – 11h35 A320
WW463 BRU-KEF (days: 1357): 12h25 – 13h50 A320
The Icelandic low cost airline WOW Air will offer cheap flights to North America from Brussels via Reykjavik, from June 2017. With a one-way ticket of 149 euros to New York or 179 euros to Los Angeles, the Nordics are revolutionising the transatlantic flights. But behind these attractive prices, many supplements are hidden and and there is a mandatory stopover in Iceland.
Hi-res versions are available here. | aerospace |
https://www.deltadisplays.com/delta-case-study/delta-led-display-lights-up-space-shuttle-atlantis-at-kennedy-space-center-visitor-complex-2/ | 2023-11-28T23:47:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00745.warc.gz | 0.918889 | 851 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__78630868 | en | Gurgaon, Haryana – Delta Displays, a leading provider of display technologies, is proud to announce that it has completed the LED display installation for the Space Shuttle Atlantis attraction at NASA’s Kennedy Space Center Visitor Complex in Cape Canaveral, Florida. The 20-foot high, 110-foot wide LED display (6.2m × 34.1m) is also one of the largest indoor LED displays in a continuous array in the United States.
Delta’s LED display provides a spectacular backdrop to Space Shuttle Atlantis and creates a visual simulation of the space shuttle orbiting Earth. The 20-foot high, 110-foot wide 8mm indoor LED display consists of over 800 I-8 LED tiles for a total resolution of nearly 3 megapixels. Delta’s use of the finest LED diodes and components allows for perfect uniformity with consistent color and superior contrast. Its wide viewing angles insure that every visitor will have an amazing view, regardless of their location inside the exhibit hall.
“Delta’s massive LED display adds a feeling of motion to an absolutely spectacular Space Shuttle experience,” stated Sat Narayanan, Vice President, Delta Displays Americas. “The display is a great fit for the space and the design and installation was perfectly executed by Electrosonic. We couldn’t be more proud of the results!”
“The level of support and cooperation that we received from Delta was outstanding. They were always available and very informative and thorough with all aspects of the system they provided. Extremely professional group and very solution oriented in their approach,” said Electrosonic Project Manager Gary Barnes.
Space Shuttle Atlantis Exhibit, which opened on June 29, 2013, is the newest attraction at the visitor complex dedicated to NASA’s 30-year Space Shuttle Program. Tilted at a 43-degree angle, Space Shuttle Atlantis seems to float in space and can be seen from multiple viewpoints.
Delta Displays provides a complete offering of display solutions including: high-resolution indoor LED displays, all-weather outdoor LED displays, rear projection DLP video walls with LED light engines, narrow bezel LCD video walls, wide extreme megapixel displays, an embedded video wall control system and a network based multi-source video distribution solution. Delta Displays is part of the $7.1 billion Delta Group.
More information about Delta Displays can be found at www.deltadisplays.com
Delta Group, founded in 1971, is the global leader in power and thermal management solutions. Our mission statement, “To provide innovative, clean and energy-efficient solutions for a better tomorrow,” focuses our role in addressing key environmental issues such as global climate change. As an energy-saving solutions provider, Delta’s businesses encompass power electronics, energy management, and smart green life. Delta has sales offices worldwide and manufacturing facilities in Taiwan, China, USA, Europe, Thailand, Japan, India, Mexico, and Brazil.
Throughout Delta Group’s history we have received many global awards and recognition for our business, technology, and corporate social responsibility. In 2012 Delta was selected for two of the prestigious Dow Jones Sustainability Indexes—the DJSI World Index and the DJSI Asia/ Pacific Index—for the 2nd consecutive year. Delta was also ranked first among the 29 leading companies in the Electronic Equipment sector and named as “Sector Leader” for the first time.
For detailed information on Delta Group, please visit: www.deltaww.com.
Electrosonic is an international audio-visual company that creates tailored, state-of-the-art solutions for a wide range of markets including theme parks, museums, control rooms, and corporate meeting rooms. Since its founding in 1964, Electrosonic has built a strong reputation for working on complex projects, both large and small, and has developed lasting partnerships with customers and suppliers. Beyond complete integrated systems, Electrosonic provides a comprehensive scope of services including technical design, projector lamp sales, maintenance and operational support.
Learn more about Electrosonic : www.electrosonic.com | aerospace |
https://www.notonthehighstreet.com/littlebabycompany/product/astronaut-single-bed-set | 2017-10-23T00:32:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187825497.18/warc/CC-MAIN-20171023001732-20171023021732-00444.warc.gz | 0.826029 | 166 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__234419702 | en | A fun and inspiring duvet cover and pillowcase bed set featuring an astronaut.
Let the countdown begin. Underneath these sheets you will dream far beyond the stars, because the astronaut suit that’s on there, is real (ish). It’s not from the costume shop around the corner, but from the Space Expo Museum. So lie down, close your eyes and feel gravity decrease instantly. Houston, we have lift off!
This is great for boys' and girls’ rooms, or for any budding little astronaut out there!
100% high quality soft cotton. Machine washable at 40 degrees celsius, tumble dry and iron on low.
Duvet cover: 140 cm x 200 cm (fits standard single bed), pillowcase 50 cm x 70 cm (standard housewife pillowcase). | aerospace |
http://naijanewsrave.com/v4gl2p9g2.html | 2019-08-23T15:58:00 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027318894.83/warc/CC-MAIN-20190823150804-20190823172804-00341.warc.gz | 0.81576 | 432 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__160832511 | en | in this supplement, consult the basic FAA Approved Rotorcraft Flight Manual. FAA APPROVED: Manager, Flight Test Branch, ANM160L Federal Aviation Administration Los Angeles Aircraft Certification Office Transport Airplane Directorate FAA DATE: EC 135 T2 FLIGHT MANUAL REVISIONS STATUS EASA CERTIFICATION This manual must contain the normal revison (RN) and rush revisions (RR) listed under the relevant issue (EDIT FLIGHT MANUAL SECTION REVISION DATE Normal Revision 12.
2 Apr. 19, 2016 Page 11. AIRBUS HELICOPTERS. EC 135 Technical Data. 01. E 1 This document is the property of EUROCOPTER; limitations, reference must be made to the approved flight manual and all appropriate documents. EC 135 Technical Data. 01. E 4 FLIGHT MANUAL EC 135 P2 General 1 3 EASA APPROVED Rev. 0 1. 3 GENERAL DESCRIPTION OF THE HELICOPTER The EC 135 is a light twinengined multipurpose helicopter with five seats in For performance data and operating limitations, reference must be made to the approved flight manual and all appropriate documents.
tificate Data Sheet EASA R. 009 Issue 03 as the variants EC135 T2 and EC135 P2. The Maximum Certified Mass is 2, 910 kg. Figure 2 and 3 shows the principal dimensions of the EC 135. EC 135 Training Manual General 00 9 July 2002 For training and information only u NOTE No. 1 flight is always the latest flight. EC 135 Training Manual General 00 97 July 2002 For training and information only Certification for Training Mode (dual engine) EC 135 T2 (TM Flight Manual EC135 P1(CDS), firstly LBA approved on, or later LBA EASA approved revision, including the supplements for Special Operations FMS 9.
1 and Optional If looking for a ebook Flight manual ec135 in pdf form, in that case you come on to loyal site. We furnish the utter edition of this ebook in txt, ePub, PDF, DjVu, doc forms. | aerospace |
https://www.plantours.com.np/ultralight-aircraft-adventure-in-the-himalayan-kingdom-of-nepal | 2023-06-03T20:54:59 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649343.34/warc/CC-MAIN-20230603201228-20230603231228-00183.warc.gz | 0.940672 | 471 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__134287794 | en | Ultralight Aircraft Adventure in The Himalayan Kingdom of Nepal
Ultra Light Aircraft is the way to fulfill one's imagination by flying in the cloud just like a bird. It is a form of free flight which gives you the rewarding experience of flying that one rarely gets the chance to do. It is a quiet and peaceful experience without fear, floating comfortably in the clouds. Ultra Light Aircraft offers you scenic views and the ability to enjoy the freedom of towering above the earth and gliding through the sky with a bird's eye view. You will fly above the twisty rivers, breathtaking valleys, ancient, culturally, rich and diverse villages and dense forests, all backed by the Himalayan mountain range.
Ultra Light Aircraft is a small light weight airplane with an engine. Once launched in to the air, this aircraft, in the right conditions can switch off its engine and glide through the air almost like a hang-glider. The cockpit can be either enclosed or open depending on the aircraft. It gets its name for its light weight frame and was originally designed to be a cheap way for the armature air sport recreationalist to get air borne.
During an Ultra light flight, you can have the experience of free flight without the danger or risk associate with complete free flight. You have the engine to help in landing and takeoff and should weather conditions change. In the early days, the status of these aircraft used to be poor due to fragile and unstable design. Nowadays with proper building and registration methods, the ultra light is a unique, safe and fun way to fly. There is just enough room in the cockpit for you and your pilot, the bubble dome like window allows you spectacular views without being exposed to the weather elements. So you can sit back in comfort and enjoy your moment in the clouds. And of course, your pilot is full trained and registered to make sure your flight is safe and enjoyable.
In Nepal you can go on a flight from Pokhara. The ultra light seasons extends from September to June and flights depart daily form Pokhara airport, weather conditions permitting. The best time to fly is early in the morning. An ultra light allows you to get up to heights of 5000m and it allows you more control and direction to cover greater distance that paragliding or hot air ballooning.
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http://www.saguaroair.com/ | 2022-08-12T13:06:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571692.3/warc/CC-MAIN-20220812105810-20220812135810-00748.warc.gz | 0.938038 | 247 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__42401489 | en | The Best in Aviation
Fly with us, Fly Sharp.
Focused on the Future
We choose our Aircraft based on Longevity and Reliability.
CESSNA CITATION CJ4
Our top of the line CITATION jet redefines versatility for a light jet. The CJ4 aircraft has added speed, range and cabin size over its predecessor getting you and your team of executives where they need to go Quickly, and Efficiently.
Our Large fleet of ATR-600’s are ready and waiting with 78 Seats and the ability to land at even the smallest Airports, We will get you there.
Our Large fleet of Cargo only ATR-600F’s are capable of carrying over 19,000lbs of Cargo to where you need it to go!
What we do
Saguaro Air operates a large fleet of regional jets and turboprop aircraft. Providing our customers with end to end services including Loading and Unloading, Aircraft Crew, and Maintenance staffing, as well as Providing Fuel Services at all 6 of our Major Hubs. | aerospace |
http://namct.com/2016/11/01/arrestor-beds-help-prevent-disaster-on-pences-campaign-jet/ | 2019-08-23T13:46:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027318421.65/warc/CC-MAIN-20190823130046-20190823152046-00274.warc.gz | 0.978454 | 449 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__55648730 | en | The Indiana governor's return trip to NY had initially been delayed due to inclement weather. The material called Emergency Material Arresting System is created to stop a plane going up to 80 miles per hour, like the sand in a runaway-truck lane along a highway.
The Boeing 737 was coming in for a landing and went off the runway at about 7:40 p.m. local time (2340 GMT).
The FAA says that through January the system had stopped 10 overrunning aircraft, with a combined 245 passengers and crew members on board.
The rough landing was worsened by the smell of burning rubber, according to one report. Reporters sitting at the back of the plane once joked they were busy pre-writing the "Pence Plane Skids Off the Runway" story.
The craft made a hard landing, but continued to hurtle down the tarmac even as the pilot slammed on the brakes, Pence said.
All air traffic was briefly suspended.
Humanitarian pause in Aleppo extended by 1 day
The Syrian Observatory for Human Rights warned that if the ceasefire broke down, there was the risk of even greater bloodshed. Before the pause, Aleppo's besieged districts were subjected to relentless Syrian and Russian airstrikes for weeks.
FAA has been installing EMAS at many U.S. airports, with more than 100 equipped. We have an emergency in the airport...
The jet came to rest amid the arrestor beds at LaGuardia's Runway 22. The arrestor bed is created to do precisely what it did.
Kevin Quan, vice president of sales and marketing, said the company - a subsidiary of Zodiac Aerospace - has been manufacturing arresting gear equipment for military aircraft for more than 70 years.
The FAA began researching this problem in the 1990s.
"We all feel that way - that all of us are involved in the political process", he said.
Yemen's Shiite rebels and their allies fired a ballistic missile deep into Saudi Arabia, an overnight strike that they said on Friday had targeted an worldwide airport while the kingdom claimed that it flew toward. There is a major highway on the other side of the fence. That's where the arrestor beds come into play. | aerospace |
http://binscorner.com/pages/1/10-disasters-thatll-happen-if-the-earth-.html | 2017-10-22T22:58:07 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187825473.61/warc/CC-MAIN-20171022222745-20171023002745-00505.warc.gz | 0.946936 | 715 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__86270584 | en | 1. We would go for one heck of a rollercoaster ride
Gravity keeps us firmly rooted to the planet’s surface, especially useful considering – if on the equator – Earth’s rotation shoots us through space at 1,040 miles per hour (1,674 kmh). Compare this to a transoceanic Boeing 777 which can only reach top speeds of 590 miles per hour. Thus, if the Earth stopped spinning, we would be hurtled sideways at 1,040 miles per hour.
2. But we wouldn't fly into space
Some science-fiction films would have us believe if the Earth stopped spinning we would be launched into space. Despite getting hurtled sideways, we would not fly off into space. Since Earth’s escape velocity is 25,020 miles per hour (40,000 kmh), we would not have enough speed – only moving at 1,040 mph – to leave the planet.
3. A global hurricane would destroy countless cities
But, since our atmosphere turns at the same speed, an abrupt stop would create a massively destructive hurricane over nearly our entire planet.
4. A global tsunami would roll in
Remember Newton’s First Law? An object in motion will remain in motion unless acted upon by an external force. Since our oceans are in constant movement as well, the momentum will hurl them around just like us, creating tsunamis that could reach over 17 miles (27.4 km) inland in less than a minute.
5. An earthquake would rock the world
The different forces acting on Earth are so perfectly balanced that we rarely experience or notice a change in them. When we do, natural disasters such as earthquakes happen. If our planet were to stop spinning, the delicate balance would be immediately disrupted and earthquakes would be triggered all over the planet.
6. Fires would ignite everywhere
The rapid change in wind speed and the development of hurricanes mentioned in #23 would create a force so strong fires would spontaneously ignite across the planet. (Think about how friction caused by rubbing two sticks together can cause a fire.)
7. GPS would be thrown off.
Global positioning systems (GPS) use satellites loaded with intricate and elaborate calculations to determine the users’ location on Earth. If our globe stopped rotating, the specific calculations would be thrown off. Though it may not seem like a big deal for your inter-city trip to that fancy new restaurant, planes rely on GPS to get between airports. With GPS’ calculations thrown off, planes will shoot way off course, likely resulting in numerous crashes and fatalities.
8. The sky we see would be more static
If the Earth stopped spinning, most of what we see in the night sky would, too. The stars in the sky would appear to freeze in place, though we would still notice the other planets continuing their orbits.
9. The moon would eventually crash into Earth
The Moon is currently (slowly) drifting away from Earth. With the Earth stopped, the Moon would slowly drift closer to Earth until it impacts the planet many millions of years in the future.
10. One day would be a year long.
Today, one day is equal to 23 hours and 56 minutes. If our planet was to stop spinning, the sun would stay over half of Earth for six months and the other half for six months, killing off most plant and animal life. That means a six-month-long day followed by a six-month-long night. | aerospace |
https://www.mulletbayclinic.com/copy-of-klm-airfrance-doctor | 2023-06-09T22:43:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656833.99/warc/CC-MAIN-20230609201549-20230609231549-00702.warc.gz | 0.888927 | 93 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__185996031 | en | top of page
Airline Medical Director WINAIR
Dr. Deketh is the Airline Medical Director of Windward Islands International Airways (WINAIR) and is an appointed member of the International Airlines Medical Association (IAMA).
Medical Services to WINAIR comprises of Occupational Health of all Landside and Airside Staff, Aviation Physical to the Pilots and Aviation Mechanics, Drug testing after Aviation incidents/accidents and at random screening
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https://www.rainbowtravelonline.com/post/only-direct-flight-from-north-america-to-bangkok-launching-out-of-vancouver-airport | 2024-02-29T09:37:34 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474795.48/warc/CC-MAIN-20240229071243-20240229101243-00367.warc.gz | 0.954298 | 363 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__111770397 | en | Air Canada announced the new service expansion Monday, saying launch of the service, expected in early December, is dependent on final federal approval.
"We are extremely pleased to be launching our first non-stop service to Southeast Asia this winter, the only one between North America and Thailand," said Mark Galardo, senior vice president, network planning and revenue management at Air Canada, in a news release.
The 17-hour flight is expected to be scheduled for departures on Mondays, Wednesdays, Fridays and Saturdays. The flight will depart at 11 p.m. PT and land at Bangkok's Suvarnabhumi Airport just before 6 a.m. local time, two days later.
Heading the other direction, flights will leave from Bangkok on Tuesdays, Wednesdays, Fridays and Sundays at 8:30 a.m. and land in Vancouver at 6:35 a.m.
The service will be offered seasonally, from Dec. 1 to April 14.
"Thailand is a popular leisure destination for Canadians," Galardo said. "For further convenience, our Bangkok flights will connect to our extensive domestic and trans-border network giving customers added seamlessness and choice when travelling."
Other seasonal routes are expected to return or increase later this year.
For those eager to head to Australia or New Zealand, Air Canada's Vancouver to Auckland route will resume on Nov. 10, increasing from three flights per week to five in December. The Vancouver to Brisbane route will also increase to five flights per week in December and the route to Sydney will go up to 10 weekly flights for December and January.
Meanwhile, service to Delhi from Vancouver will return on Oct. 1, though that route includes a technical stop in Dublin for "operational purposes," the airlines says. | aerospace |
https://www.propjet210aviation.com/product-page/1979-cessna-p210n-n4828k | 2022-11-28T22:59:42 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710662.60/warc/CC-MAIN-20221128203656-20221128233656-00321.warc.gz | 0.815376 | 113 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__12140818 | en | 1979 Cessna P210N N4828K
Low time, known iceing conditions, regularly flown P210N. Great custom paint. Very reliable aircraft with multiple redundant systems. New touchscreen GTN 625 GPS/MFD. Bob fields door seals for perfect pressurization. ADS-B in/out with WX-8 weather, backup electric attitude, and radar altimeter.
Airframe total time - 3421.9 hours
Engine time - 1197 hours (624 hours since top overhaul)
Prop time - 965 hours | aerospace |
https://chrdk.ru/english/spacesuits-stratosphere | 2019-08-24T06:35:42 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027319915.98/warc/CC-MAIN-20190824063359-20190824085359-00372.warc.gz | 0.908969 | 154 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__164042223 | en | Spacesuits for flights to the stratosphere will be created in Russia
«The airplane should be capable of standing out unusual conditions such as low temperatures, pressure drops, and solar radiation. But most importantly, these severe conditions which are so unusual for the human should be sustainable for the cabin crew. That is why we take part in this exciting and absolutely non-commercial project. It will be the first flight up to such height with an airplane driven by solar batteries,» - Pozdnyakov said.
Until the end of 2018, it is scheduled to reach the upper level of permanent stratospheric cold (25 thousand meters above the sea level). In the whole history of humanity, it will be the first flight with an airplane working with solar panels. | aerospace |
https://www.newburytoday.co.uk/lifestyle/amateur-thatcham-astronomer-captures-busy-nighttime-sky-on-camera-9187561/ | 2022-08-14T02:50:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571993.68/warc/CC-MAIN-20220814022847-20220814052847-00241.warc.gz | 0.914941 | 234 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__32814425 | en | Amateur Thatcham astronomer captures busy nighttime sky on camera
Array of satellites clearly visible
IT'S not just the International Space Station (ISS) you might see tonight.
We've been sent this amazing photograph taken last night in Thatcham by Tim Burgess.
It shows Russian intelligence satellites as well as The SpaceX Starlink
Starlink is a satellite constellation constructed by American company SpaceX to provide satellite Internet access. The constellation consists of thousands of mass-produced small satellites in low Earth orbit, working in combination with ground transceivers.
Mr Burgess described what he saw on his Instagram account: 'the brightest line across is the International Space station. The light to left is a Russian intelligence satellite. The many streaks are part of The SpaceX Starlink constellation.. normally trains of 60 small satellites'.
He goes on to say SpaceX can sometimes have up to 30,000 satellites at any one time. You can follow Mr Burgess on Instagram at timburgessastro.
Make sure you wrap up warm stand outside in the garden or look out of your window and you may really see an amazing light show tonight at about 9.30pm. | aerospace |
https://cranepoint.org/2021/07/11/opinion-spacewatchgl-raising-the-limits-of-our-current-approach-to-space-debris-collision-risk/ | 2022-11-29T01:23:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710684.84/warc/CC-MAIN-20221128235805-20221129025805-00234.warc.gz | 0.938056 | 1,511 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__46661034 | en | by Romain Buchs, Scientific Assistant at the International Risk Governance Center (IRGC)
The advent of large satellite constellations has drawn attention to the risks associated with increased activity in space. The growth in space traffic and the debris population, which results in more conjunctions, has highlighted the limits of our collision avoidance capabilities and processes. This observation has prompted governments and space actors to focus their attention on developing knowledge of the space situation and space traffic management. While these efforts are necessary to reduce the risk of collision, they are insufficient. Current strategies for dealing with the risk of collisions from space debris need to be strengthened, and there are new strategies that deserve greater consideration.
The risk profile of operational spacecraft is dominated by Lethal Untraceable Debris (LNT), objects too small to be tracked with current technologies, but which can still result in the deactivation of a spacecraft. These objects cannot be dodged by operational spacecraft and outnumber larger objects tracked by radar and optical sensors. The large population of abandoned objects dropped into orbit is clustered at different altitudes, posing a significant risk of generating more LNT debris in collisions. The extent to which these objects pose a greater risk to the space environment than large constellations is debated. It strongly depends on the size and altitude of the constellations finally deployed, as well as the level of mitigation measures implemented by the constellation operators.
Decision making in this area is very difficult. The risk of collision is technically complex, with many interconnections between risk elements, which are difficult to assess, in terms of likelihood of occurrence, severity, economic costs and broader impacts. The space ecosystem in which the risk thrives also presents a complex pattern of interconnections, with many links to other systems on Earth. There is pervasive uncertainty about the current level of risk and the effect of mitigation measures, as well as ambiguity about the current and future behavior of various space actors. Policy makers and space actors find it difficult to assess the severity of the risk and their tolerance to it. The prioritization of intervention strategies is complicated by the uncertainty associated with the cost of damage to satellites and the disruption of the services that depend on them. There is a lack of data needed to perform cost-benefit analyzes of mitigation and remediation approaches.
In this context, the International Center for Risk Governance (IRGC) of EPFL has just published a report entitled “Space Debris Collision Risks: Current State, Challenges and Response Strategies”. The report seeks to provide factual insight into the important technical, regulatory and economic aspects of collision risk, as a basis for much-needed deliberations on policy options in this area.
The current response strategy to ensure both the safety of short-term operations and the long-term stability of the space environment is based on mitigation: procedures and technical requirements for operational spacecraft aimed at reducing the probability of debris creation. Space debris mitigation includes shielding spacecraft, collision avoidance maneuvers, post-mission disposal, and disposal of end-of-life stored energy to limit the likelihood of an accidental explosion. Internationally agreed non-binding guidelines recommend the use of these technical measures and are supplemented by technical standards and industry-led best practices. International space debris mitigation guidelines are often incorporated into the requirements of national authorization procedures.
The current response strategy has a number of limitations. First, it mainly addresses the creation of new pieces of debris, without addressing the legacy of abandoned items. Second, overall compliance with internationally agreed guidelines is low. Third, national policies are not uniform and do not always implement these guidelines. Fourth, national requirements prioritize ex ante measures to minimize the potential creation of space debris from a mission; once in orbit, the policies in place provide little incentive for operators to reduce the risk of debris creation.
These limitations can be overcome by strengthening the current strategy and developing new ones. Strengthening the current strategy would involve:
- Strengthened surveillance and monitoring capabilities through new infrastructure, improved collaboration and new requirements for operators.
- Revise international guidelines with adaptive components to keep pace with scientific and technological developments.
- Design mechanisms to encourage countries to adopt national regulations aligned with internationally agreed standards.
- Adopt more stringent technical requirements than those in force at national level. Large space nations could strengthen their rules and foster change through reciprocity. Market entry conditions can be used to prevent forum shopping.
- Possibly introduce ex post sanctions in the event of non-application of debris reduction plans, which requires the development of effective monitoring systems.
- Develop mechanisms to finance space debris remediation, which aims to reduce risk once the debris has been created, and address cost allocation.
Remediation lacks funding and leadership from major space nations. Different methods have been proposed, such as actively removing abandoned objects from orbit (active debris removal), reducing the likelihood of a predicted collision by affecting the trajectory of one of the two pieces of debris ahead of time. planned collision (just to collision avoidance over time) and upgrading abandoned objects with collision avoidance capabilities (nanotugs). These methods have different risk-risk tradeoffs, are at a different stage of development, and are likely to result in different costs. Effective management of the risk of abandoned objects probably involves funding the development of these three methods.
To encourage space players to commit to their space debris reduction plan and to strengthen compliance with existing guidelines, a number of market-based solutions have been proposed. Some of them would not only incentivize risk reduction behaviors in space, but also provide a fund that could be earmarked for the development and implementation of corrective measures. Insurance is a key example, but given the uncertain legal framework and the remote nature of the space, it is unlikely to effectively reduce risk. Liability insurance premiums are priced according to the risk of loss and not the probability of a collision. As the probability of loss in the event of a collision is currently low, the mechanism for pricing third-party insurance premium rates cannot induce risk reduction behavior. Tradable permits (similar to a greenhouse gas emissions trading system) and regulatory fees (similar to a carbon tax) could be an effective way to reduce risk. Many forms of regulatory charges such as taxes levied at launch, for orbital use or for the generation of debris have been proposed. The mechanisms envisaged include deposit and reimbursement systems and performance guarantees. However, most of the proposals have only been developed at the abstract level and do not provide details on how they would be implemented. In particular, discussions on the unit of responsibility driving the risk, the trigger for the expense liability or its calculation period, and the mechanism for execution are lacking. More research and concrete proposals in this area are needed. While the research can help clarify the trade-offs between different implementations, the acceptable options will likely be determined by stakeholder preferences.
The intensification of space activities and the increased dependence of our economies on space infrastructures require technical and governance regimes more suited to the objectives. This article and the IRGC report have highlighted some of the limitations of the current approach to space debris and the challenges of managing the risk of collision. More concrete policy options that should be pursued will follow in a subsequent guidance note and article.
The EPFL International Risk Governance Center (IRGC) is an interdisciplinary unit dedicated to deepening knowledge about the increasingly complex, uncertain and ambiguous risks that affect society. We develop risk governance strategies that involve all key stakeholder groups, including citizens, governments, businesses and academia. | aerospace |
http://www.rarenewspapers.com/view/637587?list_url=%2Flist%2Ffootball | 2020-07-09T08:15:23 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655899209.48/warc/CC-MAIN-20200709065456-20200709095456-00467.warc.gz | 0.94624 | 272 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__49544454 | en | Show image list »
Wichita State football plane crash...
Item # 637587
October 3, 1970
FITCHBURG SENTINEL, Massachusetts, October 3, 1970
* Wichita State University football team
* Martin 4-0-4 airplane crash (1st report)
* Rocky Mountains
This 12 page newspaper has a three column headline on the front page: "13 Wichita Grid Players Among 29 Killed In Crash". Tells of the Wichita State University football team airplane crash.
Other news of the day. Light browning with minor spine wear, otherwise in good condition.
wikipedia notes: On October 2, 1970 at 1:14 p.m. a Martin 4-0-4 aircraft flown by Golden Eagle Aviation crashed into a mountain eight miles west of Silver Plume, Colorado. The twin-engined propliner carried 36 passengers and a crew of four; 29 were killed at the scene and two later died of their injuries while under medical care. It was one of two planes carrying the Wichita State University football team to Logan, Utah for a game against Utah State University; the second aircraft flew a different route and arrived safely in Utah. Pilot errors, including poor in-flight decisions and inadequate pre-flight planning, were officially reported as leading to the crash.
Category: The 20th Century | aerospace |
https://travelnewsnotes.com/2007/07/i-wanna-fly-on-the-dreamliner-please/ | 2024-04-15T19:09:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817014.15/warc/CC-MAIN-20240415174104-20240415204104-00375.warc.gz | 0.942437 | 321 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__130946373 | en | Sunday was a great day for anyone who flies or who loves airplanes. That’s because Boeing rolled out its newest lightest, most fuel efficient plane ever–the 787 Dreamliner. The Register in the UK had this to say about this plane that has already gotten 677 orders from 47 airlines and will begin flying in August.
The plane uses 20 percent less fuel, and is much quieter than any other plane. The secret is what it’s made of….instead of aircraft aluminum, the plane is mostly composite materials, and instead of 50,000 rivets, it’s made in huge pieces.
Another innovation is that the cabin pressure will be much lower, it will be like flying at an altitude of 6000 instead of 31,000 feet. Usually the cabin pressure is about 7-8000 feet, after a few hours, fatigue and dryness set in. This will make a big difference to passengers.
On the Today Show this morning, one reporter surmised that this plane is more than just fuel efficient and comfy. It might just be a reason to fly a particular airline. Now instead of just flying whatever airline is cheaper, you might want to pick the carrier who has a Dreamliner flying your way. Soon there will be cellphone service and internet in the skies as well.
One last thing–the windows. The Dreamliner’s windows can be lightened or darkened by the touch of a button, no longer will it be ‘shade up or down.’ And they even put a window in the lavatories! | aerospace |
https://paraddix.com/blogs/news/rc-paramotors-paragliders-from-opale-paramodels | 2023-02-01T13:56:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499934.48/warc/CC-MAIN-20230201112816-20230201142816-00582.warc.gz | 0.923689 | 189 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__49741622 | en | When it's simply not possible to fly due to unforseen events, like an injury, you can always get your flying fix with an RC Paramotor or Paraglider. We will soon be carrying the complete line of Opale Paramodels to satisfy your need!
Flying these models from LOS can give you a greater understanding of the effects of rotors, thermals, gusts and other air turbulence on the wing, all without any harm to you, the pilot. Turn it into an FPV model and you will be able to virtually feel like you are the one in the air, flying, while physically staying on the ground. It's really a cool way to fly, without any risks.
There will be a lot of different frames, wings, pilots, motors available to suit your needs.
Keep an eye open for these new serious toys coming in the near future. | aerospace |
https://kavak-adventures.com/nasa-discusses-with-spacex-options-to-rescue-its-crew-on-the-international-space-station/ | 2023-03-28T00:37:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948708.2/warc/CC-MAIN-20230327220742-20230328010742-00244.warc.gz | 0.939014 | 457 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__61534095 | en | NASA has inquired about using the SpaceX Dragon capsule to bring astronauts home from the International Space Station (ISS) after a recent leak aboard a Russian Soyuz capsule, where the MS-22 Soyuz spacecraft suffered a major coolant leak while docked at the International Space Station prior to Planned Russian spacewalk.
According to Space, while the Soyuz does not pose any direct danger to the space station or its crew, it is still not known whether the Soyuz is airworthy; As such, the MS-22 crew no longer had a viable lifeboat in case of an emergency.
NASA and the Russian space agency Roscosmos are conducting a review of available options, which included asking SpaceX about using one of its Dragon capsules as a replacement for Soyuz MS-22, in an effort to secure a replacement lifeboat for Russian cosmonauts Sergey Prokopyev and Dmitry Petlin and NASA astronaut Frank Rubio.
NASA has also reached out to SpaceX about its ability to return additional crew members aboard Dragon if needed in an emergency, though the primary focus is understanding the post-spill capabilities of the Soyuz MS-22 spacecraft.
A NASA blog post revealed that the agency is, in fact, considering using the spacecraft SpaceX Dragon As a lifeboat for the International Space Station.
“We have asked SpaceX some questions regarding its ability to return additional crew members aboard Dragon if needed, but that is not our primary focus at this time,” NASA spokeswoman Sandra Jones said in a statement.
Another option is for Roscosmos to send a replacement Soyuz, but the closest mission to launch would be in February, according to statements made by Sergey Krikalev, head of the Yuri Gagarin Cosmonaut Training Center near Moscow, during a NASA press conference.
It is one of the potential drawbacks to using SpaceX vehicle as a lifeboat are the spacesuits worn by the MS-22 crew; SpaceX capsules were designed to work in conjunction with custom-designed SpaceX spacesuits, while the MS-22 crew launched to the International Space Station wearing Russian Sokol spacesuits.
SpaceX has yet to comment on the possibility of sending a Dragon capsule to the International Space Station to replace Soyuz MS-22. | aerospace |
http://syndicatesquadron.org/viewtopic.php?f=10&t=2368&sid=c65186854d77fe51bbdd73cbd4f5a455 | 2017-04-29T01:45:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123172.42/warc/CC-MAIN-20170423031203-00441-ip-10-145-167-34.ec2.internal.warc.gz | 0.939844 | 97 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__148029508 | en | Any chance there is a place to download these?
We have six to eight flyers who fly dogfight missions as co-ops on Tuesday nights, but we have lost our prime mission builder and the reflying of the same missions are getting long in the tooth.
1. Are the missions available?
2. Are they flyable / enjoyable with smaller groups?
3. Do the hosts or flyers need any special mods loaded to fly?
Appreciate the help! | aerospace |
https://fhithich.wordpress.com/2015/10/09/gisborough-moor/ | 2018-05-27T08:07:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794868132.80/warc/CC-MAIN-20180527072151-20180527092151-00621.warc.gz | 0.982039 | 289 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__58244512 | en | That’s Gisborough without the ‘u’. Sometime in the distant past the moor, hall and lord have lost their ‘u’.
Gisborough Moor may have been the scene of an airship crash in 1921. R34 was a former Royal Navy airship that had recently been converted to civilian use. It was returning from trials over the North Sea in the early hours of 28th January 1921 when it hit high ground at 1200 feet on the moor south of Guisborough. With two propellers out of action the crew managed to fly the airship back to its base at Howden in East Yorkshire but further damage was incurred in docking and R34 was eventually written off.
There is a slight problem in in this history in that Gisborough Moor is only 1061 feet high. You have to travel a good five miles further south to reach land at 1200 feet. There is speculation that the high ground was actually Roseberry Topping but even that is not 1200 feet.
It’s hard to visualise how just how big R34 was. It was 643 feet long, 79 feet in diameter and had a top speed of 62mph. It’s nick-name was “Tiny” and in 1919 it had made the first East-West crossing of the Atlantic just a weeks after the first transatlantic aeroplane flight. | aerospace |
https://www.uavadviser.com/contixo-f20-review/ | 2024-04-20T09:22:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817576.41/warc/CC-MAIN-20240420091126-20240420121126-00326.warc.gz | 0.933984 | 1,768 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__139153453 | en | Introducing the Contixo F20 drone, one of the latest camera drones equipped with GPS crafted for beginners and experienced remote pilots. If you’re looking for a smart camera drone that’s capable of performing aerial footage as well as developing your piloting skill. Then you’re going to want to find out if the Contixo F20 drone is a perfect match for you. In our Contixo F20 review, we’re going through design quality, performance, features, remote controller. At the end of the article, I’ll wrap up with the final remarks.
Most of the drones that are equipped with a GPS module can be found with a price tag of $150 or over. Especially popular drones such as the Mirage Pro, HS700 Ophelia, and of course the Spark drone. For those beginners who want to be able to fly the drone right out of the box. Read the Contixo F20 review to find out more information about it. So, without further ado, let’s get the propellers spinning now.
The Contixo F20 drone features in the jet black coating around its body framework. Combined with a bright green that streaks across its frontal hull. I especially thought it’s a nice color combination choice. Smart color choices from Contixo in an attempt to woo beginners’ attention to this stylish quadcopter. The package comes with a drone, a remote controller, a battery, a set of propellers, a travel case, and of course accessories.
Speaking of the design style, the Contixo F20 drone is equipped with brushless motors. It’s far superior to brushed motor found on toy-grade drones such as the Thunderbolt and SIMREX X300C. Because the brushless motors don’t consume too much power since it doesn’t generate too much friction. It’s done magnetically to achieve greater propulsion force and speed. This is especially important since the Contixo F20 weights more and requires more power to achieve stability.
Furthermore, the Contixo F20 is crafted with durable material called ABS plastic in combination with stainless steel that makes it incredible resilience. This is important for beginners who want to have a quality drone that can withstand damage. But also a quadcopter that is capable of flying both indoor and outdoor. Finally, the Contixo F20 drone comes with a built-in 1080P HD camera that can be adjusted remotely up to 90 degrees. Overall, it’s a quality drone for beginners. So, let’s find out its performance in the next part of the Contixo F20 review.
Related Article: Top 5 Best Drones Like DJI Mavic Air Clones Under $100 for Beginners
The Contixo F20 drone is built to be responsive, fast, and easy to fly for beginners. With flexible speed mode which provides a smooth learning curve so that beginners with no prior flying experience can learn how to learn the basics of flight controls. If you’re one of the beginners, you’re in luck because the Contixo designed the F20 drone to be one of the best beginner-friendly quadcopters. Thanks to complete and simple intuitive controls, you can be well flying masterfully within minutes of takeoff.
But that’s not all about it. Remember I mentioned in the beginning that the Contixo F20 is a GPS drone? The fact that it comes with a GPS module already built-in. This means it gets data from the satellites to generate a precise hovering position for smooth and responsive controls. Also, you won’t have to worry about its location since it’ll be uploaded to your smartphone using the drone app designed for the Contixo F20 quadcopter.
Along with these smart functions, it’s capable of performing intelligent flight modes such as Follow Me and Waypoint mode. You can customize your flight path and produce beautiful aerial footage. Additionally, it has built-in beginner-friendly features such as headless mode, altitude hold function, and smart return-to-home function. This is truly one of the friendly advanced camera drones crafted for beginners to experienced remote pilots. Check out the Contixo F20 review video below:
Related Article: Zeraxa Pro Drone Review: Best Optical Camera Drone for Beginners
The Contixo F20 review isn’t completed without talking about its remote controller. First and foremost, I liked how the transmitter is designed. On initial impression, it might look quite bulky and probably scares off some beginners. But it isn’t that bulky or complex. Contixo made sure that the transmitter included with the F20 drone is simple and easy to use enough for beginners. The levers on the remote controller are used for controlling the drone.
The buttons that are located above the levers are called functions. They come with an inscription on it for easy to understand so that beginners don’t have to figure out what exactly that button does. Plus, it comes with a built-in mount holder that lets you insert your smartphone easily. Which is nice and makes viewing the video in FPV possible. From the look of it, the transmitter for the F20 drone is made to be simple enough. Overall a big thumb up from me.
Related Article: Top 10 Important Tips That All Drone Photographers Should Know
The Contixo F20 drone has an average rating of 4.1 out of 5 in Amazon, with over seven hundred customer ratings. Seventy-seven percent of the reviews are four-star and five-star reviews. Those who are happy with their purchase say that the F20 is a fantastic entry-level GPS drone. The drone was easy to set up as long as the directions were followed. Some users say they bought the drone for it’s Follow-Me and Tracking features, which they say work as expected. They love how this drone is relatively inexpensive but has all the capabilities of more expensive models. It’s easy to use, and the advanced features work well. If you’re looking for one of the best beginner drones, try the Contixo F20 as it delivers all that it says it can do.
Final Verdict of Contixo F20 Review
In the end, we think the Contixo F20 drone is a quality quadcopter built for beginners to experienced remote pilots. It makes a great training drone that will last for a long time. Not only it serves as an entry-level quadcopter, but your piloting and aerial photography skill will also definitely grow over time with the Contixo F20 drone. Thanks to its built-in GPS module that makes adjusting the camera remotely possible. In addition to its capabilities to deliver quality images and videos at 1080P HD resolution.
Even though so, it comes with a powerful battery that provides an average flight time of 18 minutes. We recommend that you purchase additional batteries if you want to extend your flight sessions. That’s far better than the Spark drone crafted by DJI. However, it has a remote control distance of up to 300 meters (or 1,000 feet). Furthermore, if you want to protect your drone, you’ll need to purchase the crash kit separately. Overall, the Contixo F20 drone is one of the popular quadcopters for beginners to experienced remote pilots. We highly recommend this smart camera drone. You can check its price here.
The Contixo F20 drone is built with stylish color and equipped with multitude of beginner-friendly features such as intelligent flight modes, smart return to home and automatic function. Plus it comes with amazing performance functions that makes it incredible useful, stable and responsive for best flight experience. We think the Contixo F20 is a best quality drone that suits all drone pilots regardless of your flying skill.
- Integrated 1080P HD camera that delivers quality images and videos to your smartphone.
- Packed with powerful battery which gives an average flight time of 18 minutes.
- Brushless motors for speed and stable flight performance.
- Built-in GPS module that enhances its stability and precision.
- Easy to use controller with built-in beginner-friendly features.
- Amazing remote control distance that provides plenty of flying room.
- Stylish appearance that looks quite professional, a plus on style point.
- The remote control distance is limited to 300 meters, but that's normal.
- Crash Kit must be brought separately. | aerospace |
https://wearethemighty.rebelmouse.com/articles/us-military-took-incredible-photos-week | 2021-10-17T00:37:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585045.2/warc/CC-MAIN-20211016231019-20211017021019-00055.warc.gz | 0.8912 | 571 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__52356400 | en | The military has very talented photographers in its ranks, and they constantly attempt to capture what life as a service member is like during training and at war. This is the best of what they shot this week:
Sailors spell out #USA with the American flag on the flight deck of the aircraft carrier USS Theodore Roosevelt (CVN 71) in honor of the nation's upcoming Independence Day weekend.
Photo: Mass Communication Specialist 3rd Class Jackie Hart/USN
Sailors run after chocks and chaining an MV-22 Osprey tilt-rotor aircraft assigned to Marine Medium Tiltrotor Squadron (VMM) 265 (Reinforced) on the flight deck of the amphibious dock landing ship USS Ashland (LSD 48).
Photo: Mass Communications 3rd Class David A. Cox/USN
Marines assigned to Force Reconnaissance Platoon, Maritime Raid Force, 26th Marine Expeditionary Unit, prepare to conduct a high altitude high opening (HAHO) jump from a CH-53 Super Stallion during category 3 sustainment training in Louisburg, North Carolina.
Photo: Cpl. Andre Dakis/USMC
Marines with the 24th Marine Expeditionary Unit, watch the sunset as the amphibious assault ship USS Iwo Jima sails through the Suez Canal.
Photo: Lance Cpl. Austin A. Lewis/USMC
An F-22 Raptor from the Hawaii Air National Guard's 199th Fighter Squadron increases altitude shortly after takeoff at Joint Base Pearl Harbor-Hickam, Hawaii.
Photo: Tech. Sgt. Aaron Oelrich/USAF
U.S. Airmen assigned to the 455th Expeditionary Maintenance Squadron Armament Flight perform an inspection on an F-16 Fighting Falcon 20mm Gatlin gun at Bagram Air Field, Afghanistan.
Photo: Tech. Sgt. Joseph Swafford/USAF
Soldiers, assigned to Joint Task Force-Bravo, help load a UH-60 Blackhawk helicopter onto a United States Air Force C-17 at Soto Cano Air Base, Honduras, for transport to Fort Bragg, N.C.
Photo: Staff Sgt. Jessica Condit/US Army
A Soldier, assigned to 709th Military Police Battalion, 18th Military Police Brigade, conducts explosives-detection and bite training with his working dog, Andy, on Bagram Airfield, Afghanistan.
Photo: CW2 Ryan Boas/US Army
Soldiers, assigned to 2nd Brigade Combat Team, 3rd Infantry Division, conduct a patrol during Exercise Marne Focus at Fort Stewart, Ga.
Photo: Sgt. Joshua Laidacker/US Army
OR WATCH: 'America Ninja Warrior' made a course inspired by Navy SEAL training: | aerospace |
https://newsboxindia.in/5g-rollout-in-us-airlines-cancel-some-flights-even-after-att-verizon-scale-back-deployment/ | 2024-04-13T13:50:54 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816734.69/warc/CC-MAIN-20240413114018-20240413144018-00832.warc.gz | 0.966755 | 1,216 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__98238828 | en | Some flights to and from the US were canceled on Wednesday even after AT&T and Verizon scaled back the rollout of high-speed wireless service that could interfere with aircraft technology that measures altitude.
International carriers that rely heavily on the wide-body Boeing 777, and other Boeing aircraft, canceled early flights or switched to different planes following warnings from the Federal Aviation Administration and the Chicago-based plane maker. The 777
Airlines that fly only or mostly Airbus jets, including Air France and Ireland’s Aer Lingus, seemed less affected by the new 5G service.
Airlines had canceled more than 320 flights by Wednesday evening, or a little over 2 percent of the US total, according to FlightAware. That was far less disruptive than during the Christmas and New Year’s travel season, when a peak of 3,200, or 13 percent, of flights were canceled on January 3 due to winter storms and workers out sick with COVID-19.
A trade group for the industry, Airlines for America, said cancellations weren’t as bad as feared because AT&T and Verizon agreed to temporarily reduce the rollout of 5G near dozens of airports while industry and the government work out a longer-term solution.
At O’Hare International Airport in Chicago, Sudeep Bhabad said his father-in-law’s flight to India was cancelled.
“They have to resolve this problem,” Bhabad said. “It would have been a lot better if they had resolved it way before and we knew this in advance, instead of, like, finding out when we are here at the airport.”
Similar mobile networks have been deployed in more than three dozen countries, but there are key differences in how the US networks are designed that raised concern of potential problems for airlines.
The Verizon and AT&T networks use a segment of the radio spectrum that is close to the one used by radio altimeters, devices that measure the height of aircraft above the ground to help pilots land in low visibility. The Federal Communications Commission, which set a buffer between the frequencies used by 5G and altimeters, said the wireless service posed no risk to aviation.
But FAA officials saw a potential problem, and the telecom companies agreed to delay their rollout near more than 80 airports while the agency assesses which aircraft are safe to fly near 5G and which will need new altimeters.
The FAA gave approval Wednesday for more types of planes to land in low visibility near 5G signals, including the Boeing 777. By evening, however, nearly 40 percent of the US airline fleet was still waiting to be cleared. That percentage was expected to shrink as the FAA continued to review other planes and altimeters.
“I assume whatever process they are using could be used to clear the rest,” said Randall Berry, a professor of electrical engineering at Northwestern University.
The FAA says there are several reasons why the 5G rollout has been more of a challenge for airlines in the US than in other countries: Cellular towers use a more powerful signal strength than those elsewhere; the 5G network operates on a frequency closer to the one many altimeters use, and cell tower antennae point up at a higher angle. A telecom industry group, CTIA, disputes the FAA’s claims.
Some experts say poor coordination and cooperation among federal agencies is as much to blame as any technical issues.
“The fights around this from federal agencies have just gotten more and more intense,” said Harold Feld, an expert on telecom policy at the advocacy group Public Knowledge.
The European Union Aviation Safety Agency said it wasn’t aware of any problems on the continent caused by 5G interference. To mitigate airline interference, French telecom providers reduce the strength of their high-speed networks near airports.
Boeing Co. said in a statement it would work with airlines, the FAA and others to ensure that all planes can fly safely as 5G is rolled out.
In the meantime, airlines scrambled to adjust to the new reality.
Emirates, which relies heavily on the 777, halted flights to several American cities on Wednesday, but maintained service to Los Angeles, New York and Washington.
“We hope to resume our US services as soon as possible,” the state-owned airline said.
Tim Clark, president of Emirates, told CNN it was “one of the most delinquent, utterly irresponsible” situations he’d ever seen as it involved a failure by government, science and industry.
Japan’s All Nippon Airways canceled 20 flights to cities such as Chicago, Los Angeles, and New York, while Japan Airlines said eight of its flights were affected Wednesday.
Air India said on Twitter it would cancel flights to Chicago, Newark, New York, and San Francisco because of the 5G issue. But it also said it would try to use other aircraft on US routes — a course several other airlines took.
Korean Air, Hong Kong’s Cathay Pacific, and Austrian Airlines said they substituted different planes for flights that were scheduled to use 777s. Germany’s Lufthansa swapped out one kind of 747 for another on some US-bound flights.
American Airlines Chief Operating Officer David Seymour said in a memo to staff that the carrier canceled four flights while it awaited FAA approval of equipment on its Airbus aircraft.
Choi Jong-yun, a spokeswoman of Asiana Airlines, which uses Airbus planes for flights to the US, said it hadn’t been affected so far.
FCC Chairwoman Jessica Rosenworcel said in a statement that the 5G “deployment can safely co-exist with aviation technologies in the United States, just as it does in other countries around the world.” However, she urged the FAA to conduct its safety checks with “both care and speed.” | aerospace |
https://selangoraviationshow.com/media/press-release/ | 2022-08-07T16:59:10 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570651.49/warc/CC-MAIN-20220807150925-20220807180925-00328.warc.gz | 0.763472 | 107 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__80383507 | en | COVID-19 info: All you need to know about our safety and operational measures
Make the most of your visit to the Selangor Aviation Show 2022 and discover some useful tips in the proximity of SkyPark Regional Aviation Centre Subang, Selangor, Malaysia.
Get The Latest Show Updates
Copyright © Selangor Aviation Show 2022 (SSIC Berhad | Reg. No.: 481741-M) | aerospace |
http://www.marshallnews.com/story/1564563.html | 2016-04-30T03:22:38 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860111592.84/warc/CC-MAIN-20160428161511-00048-ip-10-239-7-51.ec2.internal.warc.gz | 0.973659 | 564 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__6688699 | en | There was, almost without exception, at least one plane in the sky at all times, with the action subsiding for a few reasons, including the arrival of a full-sized airplane on the runway and a mid-air collision between two aircraft, as well as the subsequent search in the cornfield for any parts of the airplanes.
R/C Field of Dreams club representative Don Ronnebaum estimated that more than 500 people came to see the mini-airshow.
Dallas Kirby, 11, of Slater, said he attended last year's event, too.
"I just like the planes," he said.
Mark Trent of St. Peters entertained onlookers with constant barrel rolls of his airplane, a scale replica of the Krill Yak 55-M, a Russian aerobatic airplane. He also hovered his airplane just above the landing strip, nose up, for quite some time, giving the visual impression that it was dangling by a string.
"Hovering's easy," said Trent, who has flown radio-controlled airplanes for 30 years on and off. The rolls are much harder to do, he said, because "you're flying four inputs at the same time."
Jim Lazendorf, a pilot of 12 years, came from St. Louis to fly his 46-percent scale replica of an S2S Bulldog II, the same plane Jim LeRoy flew during his deadly crash in Dayton at the Vectren Dayton Airshow July 28, 2007. The R/C plane even had a figurine of LeRoy seated in the cockpit. Lazendorf said he bases his routine on LeRoy's.
Lazendorf's plane left smoke hanging in the air behind it as it made its way around the landing strip, went into loops and even into a sustained flat spin, leaving a corkscrew-shaped trail of smoke above it.
"Smoke looks good on a day like this," said Lazendorf.
Grain Valley's Dalton Price is only 11, but he said he's been flying radio-controlled airplanes since the age of 3.
He flew an Edge 540, trying one of his favorite moves on the grass, a "touch and go," in which the plane touches only one wheel to the ground before it ascends again into the sky, a move he usually reserves for concrete runways.
Price attended last year's Fun Fly, flying his AT6 Texan with the same three-dimensional style he continues to use.
A Waco Biplane, donated by George Berlekamp, was purchased in an auction by Derick Samson for $575. All funds went to R/C Field of Dreams club.
J.P. Hub of Columbia won an Ultimate Biplane in a raffle. | aerospace |
https://www.competefor.com/blog/mace-complete-exterior-of-new-test-facility/ | 2023-12-01T02:49:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100264.9/warc/CC-MAIN-20231201021234-20231201051234-00640.warc.gz | 0.938427 | 691 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__18636726 | en | Mace is pleased to announce that it has completed the exterior of the National Satellite Test Facility (NSTF), meaning that the company has reached another major build milestone in the process of becoming the UK’s first co-located set of space test facilities.
The building will house a wide range of specialised equipment to put spacecraft through their paces before launch. Construction partner Mace has now installed the first piece of apparatus for the vibration facility, which tests satellites to make sure they can withstand the bumpy ride into space.
Mace is also working on the Electromagnetic Compatibility (EMC) chamber – which will offer an area free from electromagnetic background noise, where spacecraft electronics can be checked and tested.
Science Minister Amanda Solloway said: “It is brilliant to see how the government-backed National Satellite Test Facility is coming together.
“By providing our flourishing space sector with the capacity to prepare larger, more advanced spacecraft for launch, this cutting edge facility will help ensure the UK remains a world leader in space technologies for decades to come.”
The NSTF will address the UK’s need for a complete set of large scale space test facilities in one building. It will be run by RAL Space, experts in testing and part of the UK’s Science and Technology Facilities Council.
The suspension system, which is the first of the vibration equipment, has been successfully installed on the reaction masses, the two 250 tonne blocks on which the vibration system will stand. At the NSTF, two 22 kN thrust shakers will be used to simulate the vibration of launch and test the satellite in 3 axes, the equivalent of a fully loaded 5 seater bus being strapped to the top of a jack hammer.
Along with the vibration facility, the NSTF will also offer EMC and antennae testing. This requires an electrically neutral space, built into the fabric of the building. 290m2 copper sheets have been laid into the floor of the chamber. Over the next few months this will be joined with copper wall and ceiling panels, creating a copper shield that electromagnetic waves will not be able to pass.
Inside this ‘quiet’ zone satellite manufacturers will be able to accurately measure the ‘noise ’that satellite antennae produce, ensuring that we get a high-quality signal back for our TVs, weather forecasts and science operations.
Rob Bridges, Project Director at Mace, said: “It is an honour to be leading the international multi-disciplinary team delivering the NSTF. From the first design workshop my team have been challenged to bring together a blend of technologies and innovations to design and deliver a future proofed flexible building that will not only house specialist testing equipment but is required to be integral to the testing, providing a stable environment, whilst using the structure as a dynamic part of the testing process.”
The vibration equipment and EMC join the 7m diameter Large Space Test Chamber which arrived in April and will be able to test minibus sized satellites for the harsh conditions of space ranging from -180֯C to +100C.
The National Satellite Test Facility being delivered by Mace, procured under the Southern Construction Framework, has been funded by the UK Research and Innovation as part of the Industrial Strategy Challenge Fund.
If you would like to read more like this, then please click here | aerospace |
http://jsst.ias.ir/article_14471.html | 2021-07-28T08:06:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153531.10/warc/CC-MAIN-20210728060744-20210728090744-00711.warc.gz | 0.886263 | 224 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__205700405 | en | عنوان مقاله [English]
نویسندگان [English]چکیده [English]
In this article by analyzing the TLE data of Navid satellite from IranUniversityofScienceand Technology the effects of these data on tracking operation of ground station has been studied. Then the prediction accuracy of satellite position, the error rate of antenna ground station, the error rate of satellite rise time and the sensitivity survey of these toward the variation of drag term () of TLE data has been investigated. The results show that the accuracy of TLE data, the intervals of updating them and the time elapsed the epoch related to TLE data directly effected on accuracy prediction of thesatellite position and tracking operation. In some cases such as the limitation of ground antenna beam, tracking satellite is not succeeded. Therefore it has been suggested that tracking operation of satellite is done by ground station and independent of the TLE data and using TLE data as a reserve state has been considered. In this case TLE data must be updated daily. | aerospace |
https://cassini-huygens.cnes.fr/en/huygens-landing-titan | 2024-04-14T08:11:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00838.warc.gz | 0.95023 | 1,639 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__41292428 | en | Beneath the veil of clouds
Titan is the only known moon with an actual atmosphere rather than just trace gases. Like Earth, its atmosphere is rich in molecular nitrogen—98% compared to 78% on our planet—and has the same layered structure (troposphere, mesosphere, etc.), but it’s about 10 times more extensive at 1,200 kilometres thick.
With a surface pressure 50% greater than on Earth and 7 times less gravity, Titan’s atmosphere is so thick and dense that it was long thought the largest natural moon in the solar system. Since its surface was revealed by the Voyager 1 mission in 1980, we know that Titan is in fact 5,150 kilometres in diameter, making it the second largest moon after Jupiter’s Ganymede.
“Titan was long seen as an analogue of primitive Earth,” recalls Athéna Coustenis. “We now know it has very little oxygen, like primitive Earth, but with similarities and differences that make it a unique object worthy of close study. Everything we already knew about its atmosphere was thanks to the Voyager flybys that discovered molecular nitrogen, and to ground observations.
The European Southern Observatory (ESO) also performed observations in the infrared that revealed dark and bright regions on Titan’s surface but were unable to determine their composition. The hypothesis was that there must be hydrocarbon oceans to explain the 1.6% of methane still present today in the atmosphere. Cassini and Huygens showed us that they’re in fact lakes of methane and ethane.”
While the Cassini spacecraft divided its time between Saturn, its moons and rings, Titan was the single focus of the European Huygens mission. The two spacecraft were designed to operate together, Cassini in orbit scanning Titan’s surface and atmosphere, and Huygens accomplishing a descent and landing lasting one day to obtain in-situ data on the surface, each confirming the other’s results.
“The two spacecraft were designed to complement one another,” confirms Athéna Coustenis. “I believe that’s why the mission has been such a success. Another reason is Cassini’s longevity, which has been key to studying seasonal phenomena and climatic effects.”
Descent to Titan
Released by Cassini on Christmas Day 2004, Huygens entered Titan’s atmosphere on 14 January 2005 at an altitude of 1,600 kilometres and began its two-and-a-half-hour descent. It started acquiring detailed data 170 kilometres from the surface, including measurements of the atmosphere’s composition, pressure and temperature, and of the electrical field. When it was just 700 metres from the surface, Huygens switched on its lamp to illuminate the landing area. It then landed softly in an ancient lakebed strewn with water-ice pebbles likely eroded by past flows of methane.
“Huygens is the probe to have landed farthest from Earth in our solar system,” continues Athéna Coustenis. “It’s a technological miracle, really, surviving against all the odds, as it was initially designed as a descent module, not a lander. Huygens was nevertheless carrying a penetrometer to measure the consistency and resistance of the soil, but no other measurements were planned on the surface and most of the data were acquired during the descent. The mission could maybe have been even more ambitious, with more instruments operating after the landing, but increasing the complexity also means more things can go wrong.”
Panorama of Titan viewed by Huygens during its descent. Credits: ESA/NASA/JPL/University of Arizona
The module was able to analyse its new environment for 30 minutes on the surface of Titan before its batteries ran out, with Cassini serving as a relay with Earth. Ground radiotelescopes were also used to retrieve additional data before the lander finally ceased transmitting. But that didn’t mark the end of the mission for the science team. The raw data obtained will be keeping them busy for years and could lead to new discoveries like in 2012, when Huygens’ radio and conductivity measurements helped confirm the hypothesis of an internal subsurface ocean.
“The surface is separated from the interior and the crust doesn’t rotate at the same rate as the core. Current models suggest this points to a liquid water ocean, probably lying between two layers of ice, unlike on the moons Europa and Enceladus where the ocean is thought to be in direct contact with the core. We don’t know exactly how deep this ocean is, but it’s very extensive, likely holding 10 times all the water on Earth.”
Titan’s surface viewed by Huygens on 14 January 2005. Credits: ESA/NASA/JPL/University of Arizona
An ocean of life?
Where there’s liquid water, there could be life, but many other ingredients are needed. The organic chemistry in Titan’s atmosphere, based on molecular nitrogen and methane, has already revealed prebiotic molecules being formed. There is also a source of energy confirmed by the presence of cryovolcanism (ice volcanoes), so nearly all of the conditions for a habitable world are in place.
“The potential for exobiology on Titan is very high,” confirms Athéna Coustenis. “It’s lacking oxygen and remains a very cold world, but the nitrogen atmosphere is at the right pressure. Geophysicists are working hard to identify the internal sources of energy on Titan and Enceladus, like the tidal forces exerted by Saturn’s gravity. These same tides are also responsible for the geysers on Enceladus spewing water out into space. So, once again, all the ingredients are there for a habitable environment and we now have at least two places in the Saturnian system to look for life a very long way from the Sun.”
So what’s the next step in our quest to explore the Saturnian system and maybe one day discover new forms of life in the solar system? For the time being, no follow-on missions are planned to Titan or Saturn. Jupiter is the focus with ESA’s JUICE mission set to depart in 2022, but beyond that, several projects are under study.
“The next step would be to target Titan’s lakes. We’ve proposed an ambitious mission with an orbiter, a lander and an equatorial balloon that would drift with the winds to explore its surface. Another idea is to send a lander to the lakes at the north pole and a spacecraft in orbit around Titan, unlike Cassini, which was conceived to explore the entire Saturnian system. NASA is also looking at a submarine to plumb its methane lakes. That would be of great scientific value, because what’s in the atmosphere ends up in the lakes, and what’s in the crust is also there in diluted form, since the crust is porous. Let’s hope space agencies can now work together as they did on Cassini and Huygens to share the costs so we can send a return mission as soon as possible.”
- Francis Rocard, head of CNES’s solar system programme : francis.rocard at cnes.fr
- Athéna Coustenis, research director, planetology, surface and atmosphere of bodies in the outer solar system, at the LESIA space and astrophysics instrumentation research laboratory at the Paris Observatory : athena.coustenis at obspm.fr
Radar view of liquid hydrocarbon lakes and seas at Titan's North Pole by Cassini (false colors) | aerospace |
https://www.arnnet.com.au/tag/international-space-station/slideshows/ | 2020-02-28T19:33:56 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875147628.27/warc/CC-MAIN-20200228170007-20200228200007-00365.warc.gz | 0.84278 | 122 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__161326703 | en | "international space station" news, interviews, and features
Slideshow about international space station
Hot space projects produce cool cosmic discoveries
Big Bang: In the past month or so there has been a plethora of wicked cool discoveries coming from NASA satellites and space-watching missions across the globe. Never-before-seen photos of Jupiter's Great Red Spot, Mars moon Phobos, black hole formation and a new exoplanet are just a few of the amazing images. In an effort to keep up with these rapid-fire discoveries, we have gathered together 15 of the coolest images of these hot space projects. | aerospace |
http://france-encore.blogspot.com/2010/06/air-museum-june-20-part-i.html | 2019-02-20T20:04:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247496080.57/warc/CC-MAIN-20190220190527-20190220212527-00504.warc.gz | 0.965448 | 640 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__135800220 | en | On our way from Saumur to Angers, we came across the Air Museum of Angers-Marcé. It's a small museum that had a great collection of vintage and glider aircraft. I was a bit disappointed as I was expecting - hoping - to see a few of the fighter aircraft from WW II. Even so, it was a lovely way to spend the afternoon as it was cold and very windy outside.
The Rene-Gasnier III was the first aeroplane to take flight in the Anjou district (eq. to our province). This beautiful vintage aeroplane looks much like our Silver Dart ... and flew just as well (they had a badly bent up propellor to prove it).
In one corner of the hangar, we found a wonderful workshop full of tools for wood working. Volunteers (retired aviation pilots and engineers) reconstruct planes and were more than happy to explain the process. In this case, the rebuilding of the wing for the French Bobcat.
M found a plane of special interest. The size and folding wings made the airplane a perfect replacement for her Honda - her new mode of transportation! As a bonus, it would fit nicely in the garage.
Nothing fancy for K - the pilot may be ready but the plane was not. The aircraft was still being rebuilt and did not have a tail when I took the controls!
K next to the "Wylie Coyote". Great paint job! Note the small model aircraft - they were scattered all over the place - ducks and ducklings.
The closest M ever got to the Concord. Yes, you are right, this is not a vintage or glider aeroplane but seeing she has been retired, she fits.
Another strange bird from the early days of aviation. Would be great to take this baby one out for a spin.....
A model of a glider carrying a very colourful paint job.
This one would be better in an automobile museum - missing are its wings.... Was used to ferry some of the first home builts to the local aerodrome.
Another very interesting bird. Pretty fragile wings much shaped like the wings of a bat.
Two photos of a very beautiful glider that set many records. Note the air/speed brakes that fold out from underneath the wings.
Compare the above with another beautiful glider below. Note the air/speed brakes - they slide out vertically from wing slots located on both top and under surfaces. Also, making this my favourite of their collection is the V-tail.
I was hoping to find a Fieseler Storch but to no avail. Instead, I found a grasshopper and a criquet....
US Army Cub - Piper L4H (Grasshopper)
And the Morane-Saulnier Criquet (the French version of the Storch).... Note the wing slats and aeleron configuration giving this aircraft its unique flying characteristics - can seemingly land/takeoff on a dime.
And last but not least, two more strange flying contraptions that piqued my interest... | aerospace |
http://www.wfmynews2.com/article/news/local/american-airlines-flight-730-lands-after-circling-davidson-county-for-hours/451116512 | 2018-03-18T17:16:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257645830.10/warc/CC-MAIN-20180318165408-20180318185408-00114.warc.gz | 0.953483 | 168 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__183052813 | en | DAVIDSON COUNTY, N.C. -- American Airlines Flight 730 has landed back at Charlotte Douglas International after being rerouted due to mechanical problems.
The flight bound for London had to circle above Davidson County for at least two hours late Wednesday night to burn off fuel before landing in Charlotte which is standard procedure.
American Airlines said the flight left Charlotte after 7:00 p.m. but encountered mechanical issues as it reached southern Virginia.
American Airlines said the crew thought it would be best to turn around as a precaution instead of flying overseas, overnight.
The flight had 258 passengers and 16 crew members on board. Passengers will now board another plane before leaving once again for London.
►Make it easy to keep up to date with more stories like this. Download the WFMY News 2 App now. | aerospace |
https://www.ethiogrio.com/news/59171-ethiopian-leases-third-bombardier-q-400.html | 2019-06-26T14:47:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560628000353.82/warc/CC-MAIN-20190626134339-20190626160339-00438.warc.gz | 0.95977 | 240 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__145401040 | en | Ethiopian Airlines leases another Bombardier Q400 from Chorus Aviation. Chorus Aviation made the announcement, adding that it has only been a year since it leased other two new Q400s to Ethiopian.
President of Chorus Aviation Capital, Steve Ridolfi, speaking about the lease, said, "We are very pleased to build upon our relationship with Ethiopian Airlines as they grow their portfolio of leased aircraft with Chorus Aviation Capital."
Pointing out that Ethiopian Airlines has been recently awarded as "Company of the Year" by All African Business Leaders Award, the aviation company's president added, "Ethiopian Airlines is one of the fastest growing and storied airlines in Africa. We look forward to continuing to work with this award-winning airline and their impressive team."
This lease, which is the third for Ethiopian from this specific leaser, is the 81st lease for Chorus around the globe. Chorus Aviation Capital has 13 lessees in 13 countries, and Ethiopian Airlines is one of the two lessees it Chorus has in Africa.
Top Image: Bombardier Q-400
(Image Source: Air 101)
Source: Air 101 | aerospace |
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https://flightstobhutan.com/flights-to-bhutan-from-canada/ | 2023-05-31T00:00:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646181.29/warc/CC-MAIN-20230530230622-20230531020622-00141.warc.gz | 0.884484 | 116 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__17492216 | en | There is no direct flights from Toronto to Bhutan. Tourist need to fly into one of 9 destination in Asia where our Bhutan Airlines operates. FromToronto Pearson International Airport you can take flights to Kathmandu/Delhi/Singapore or Bangkok towarsxonward destination to Paro International Airport in Bhutan. From Toronto, only one of the nine airports, New Delhi, has direct flights. The flight is around 13 hours 45 minutes to cover the 11,628-kilometer flight, which costs from around 370 US dollars for a one-way economy flight. | aerospace |
https://raymondsmdar.jaiblogs.com/37489327/helping-the-others-realize-the-advantages-of-camera-drones | 2022-08-10T07:47:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571150.88/warc/CC-MAIN-20220810070501-20220810100501-00013.warc.gz | 0.930777 | 817 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__147660678 | en | Residence inspection is The most sensible uses for drones. They make assets inspection surprisingly easy.
In reaction to your Florida ruling, the Transportation Protection Administration indicated it will likely not enforce the pandemic plan; important U.S. airlines also reported they'd no longer call for masks.
Far better but, you are able to Regulate the drone in 3 techniques; the controller, the smartphone app, or through the VR set up. It not only flies at prime velocity, nonetheless it can do 360-degree flips. But don’t slip-up this for the toy drone. It’s a racing drone by its possess legal rights.
Hover/position hold: Hold stage pitch and roll, secure yaw heading and altitude although keeping posture working with GNSS or inertial sensors.
Having said that, this racing drone has no LED lights; as a result it simply cannot safely and securely fly during the night. But when You use throughout the day, then this drone is rapid and enjoyment to race with.
Mainly because of the open-supply mother nature of UAV application, they are often tailored to suit specific apps. For instance, researchers from the Specialized University of Košice have replaced the default Management algorithm on the PX4 autopilot.
It might reach up to 87 MPH First of all, which is one of the best speeds for an RTF racing drone. Most drone pilots only achieve this velocity by customizing their drones. This drone not merely sprints and also has outstanding acceleration, which is critical to provide you with a competing edge in drone races.
In lieu of implementing the possible subject Evaluation on The entire 3D map which could possibly be an extremely costly operation, the proposed SPF procedure will often give attention to obstacle areas. This is certainly accomplished by adopting the Sobel edge detection strategy to detect the 3D edges of obstacles. These edges would be the sources on the repulsive Drone with camera forces even though the objective issue might be emitting an attractive force. Subsequent, a proposed goal perform designs the toughness from drones for kids the eye-catching and repulsive forces otherwise to acquire many influences on Just about every level on the map. This objective purpose is then optimized making use of Particle Swarm Optimization (PSO) to find an obstacle-absolutely free path to the location. Ultimately, the PSO-primarily based path is optimized even more by finding linear shortcuts in the path. Testbed experimental outcomes have proven the success on the proposed SPF procedure and confirmed remarkable amazon's drones performance more than other meta-heuristic optimization tactics, and also well known route setting up procedures for instance a* and PRM.
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Agriculture. Drones measure and record the height of crops. They use lidar distant sensing know-how that illuminates the crop with a laser and calculates length by measuring what's reflected back again. This will assist farmers optimize agricultural production and boost sustainable farming practices.
This is an additional great racing drone that's a perfect in good shape for FPV Specialist pilots. It’s potent and excitingly quick. The 5mm thick carbon arms ensure it is really strong while retaining a lightweight design for cruising at top rated speeds.
Sports coverage. Tv networks use drones to seize sporting event footage, including taped and Stay flyover footage, that might or Drone camera else be challenging to capture.
Are you searching for a fantastic and vacation companion racing drone? Research no extra. Parrot Anafi – FPV is a super choice best of drones for you. It might be expensive, but quite a few options have created it land on our list of the best RTF racing drones. | aerospace |
http://www.cassoa.org/cassoa/?p=797 | 2020-05-30T13:56:22 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347409337.38/warc/CC-MAIN-20200530133926-20200530163926-00119.warc.gz | 0.910374 | 342 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__168341550 | en | Centre For Aviation Medicine(CAM)ea_admin
The Regional Centre for Aviation Medicine was borne of the need for civil aviation authorities of EAC Partner States to access an aviation medicine facility that complies with International Civil Aviation Organisation (ICAO) Medical Standards and Recommended Practices (SARPs). The core function of the Centre is aeromedical safety oversight.
The Partner States acknowledged the need for the Centre after taking part in ICAO’s Universal Safety Oversight Audit Programme (USOAP) where a number of shortcomings in the implementation of ICAO Standards and Recommended Practices (SARPs) were noted and a recommendation was consequently made for the formation of the Regional Aviation Medicine Centre of Excellence code-named the CENTRE for AVIATION MEDICINE (CAM).
The Board of CASSOA at its 23rd Meeting held 5th-6th August 2013 in Zanzibar approved the resumption of the operations of the CAM whose interim location is the CASSOA headquarters in Entebbe, Uganda.
Functions of the CAM
- Evaluate and ensure conformity or compliance with ICAO Standard and Recommended Practices (SARPs) and the EAC Regulatory Provision of the Partner States in the field of aviation medicine.
- Carry a Skills audit and develop a databank of Designated Medical Examiners in the region and aviation medicine by arranging basic, advanced and refresher training programmes.
- Establish a process for continous review and update of the medical aspects of CAA (Personnel Licensing) Regulations to keep abreast with ICAO SARPs changes.
- Develop an appeal system for dissatisfied license holders. | aerospace |
https://ftnnews.com/news-from-turkey/30575-turkish-airlines-launches-international-flights-from-gaziantep.html | 2017-11-21T09:59:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806338.36/warc/CC-MAIN-20171121094039-20171121114039-00247.warc.gz | 0.879745 | 263 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__169501569 | en | Already having the world's 4th largest flight network and flying to 290 destinations in 116 countries, Turkish Airlines continues to expand its extensive network. Turkey’s national carrier announced an international flight from Gaziantep Airport.
Turkish Airlines now adds flights to Erbil (Iraq) directly operated from/to Gaziantep Airport.
Beginning from August 5th, roundtrip flights between Gaziantep and Erbil will be operated 2 times per week in both directions.
Introductory round trip fares are available from Gaziantep to Erbil (Iraq) starting at 178 USD (including taxes and fees).
Erbil flight times as planned by August 5th;
|Flight No.||Start Date||Days||Departure||Arrival|
|TK 838||05.08.2016||Monday, Friday||GZT||01:05||EBL||02:30|
|TK 839||05.08.2016||Monday, Friday||EBL||03:30||GZT||04:50|
All times are in LMT.
Additionally, for the operations to the destinations, there is a special offer for Miles&Smiles members, with a 25% reduction in the miles needed to redeem either award tickets or upgrades. | aerospace |
http://seniorhelpline.info/flight/ | 2018-07-22T14:11:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593302.74/warc/CC-MAIN-20180722135607-20180722155607-00182.warc.gz | 0.95441 | 418 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__195379606 | en | The civilian LM-100J showed off its best stunts at the 2018 Farnborough International Airshow.
Everyone made it off the peak safely.
Just slap on a pair of wings and go.
It is rocket science, after all.
Building an airplane that can reach (and survive) Mach 5.
The X-57 Maxwell is expected to fly for the first time in the next year.
A fire in Colorado was allowed to rage freely for an hour thanks to drone interference.
There's no need for a cowboy to ride all day in search of a stray when a drone with an infrared camera can spot it from on high.
It's amazing what one little sliding door can do.
Footage from the 2017 crash is a sight to behold.
So far, virtual windows have been a hit. But is world ready for a plane full of them?
The Cirrus Vision, HondaJet, and more of the best small jets that carry a handful of people and look sweet doing it.
Kitty Hawk has a new aircraft that potential customers can take for a test flight with only an hour of training.
Ten years after introduction, two of the giant airliners just can't find a home.
American Airlines flight 1897 was forced to divert to El Paso after the aircraft was damaged in a heavy storm over New Mexico.
The part of the plane passengers never see.
A flying robot can fold its wings midflight, just as birds do.
Just don't expect to use them in the rain, at least not yet.
Honda's second jet stretches the range to over 1,400 nautical miles.
Big brother is always watching.
A peek into the brain could help us train the pilots of the future.
The FAA has cleared the "special conditions" whipped up from scratch for the novel wings.
Early reports place the blame on aging aircraft.
Fortunately he was wearing his seat belt.
On May 15, 1918, the U.S. Post Office officially launched the age of airmail. | aerospace |
https://www.filmothek.bundesarchiv.de/video/584867?topic=doc7613c6jvr13sm9z8ged&start=00%3A05%3A08.21&end=00%3A08%3A57.19 | 2019-10-17T07:02:47 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986672723.50/warc/CC-MAIN-20191017045957-20191017073457-00505.warc.gz | 0.864719 | 1,188 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__115442772 | en | UFA-Dabei 677/1969 15.07.1969
1 Hamburg: German jumper Derby breakdown from ZL 1016 / 1 - same section. This sports - he who laughs last, image: rider. Rider, great. Rider rides down the wall, great. Rider pulls obstacle, from behind. Jump over the moat. Nelson Pessoa on Gran gesture. Pessoa on dark horse on the course. Major Lichtner Harman / Austria. Duiso de Nork horse refuses to jump. Alwin Schockemöhle on pennants. ZL recordings. Spectators, half-close. Jump over the wall. Award ceremony with Schockemöhle, Hermann Schridde and Nelson Pessoa.
02. rotating wheels ro 80 - Frankenberg at the wheel in bad weather ride NSU series. Driving is fun. Car drives through a puddle. Mud road. Frankenberg speaks at the wheel, big. Frankenberg gets out of car. Open cooler. Container is checked with water for windscreen wiper system. Dirty windshield. Clean the disc and the wipers. Dirty license plate is cleaned. Panoramic view while driving on a road in Very much bad weather when driving behind the truck. drive distance. Pedestrians jump to the page. Braking with long braking distance on wet road. Looking out the window with current wipers. Cars with headlights in fog. Warning sign crosswind. Anemometer. Cars overtaken truck and is pushed to the side. Hands firmly on the wheel size. Side wall with drive underpass. Drive over the bridge.
03. Munich: Foundation stone laid for Olympic buildings here news - notes at the time, image: model upper meadow field. Olympic flags. Mayor bird with official chain, half-close, Strauß, Daume, Strauß at the laying of the foundation stone. Daume speaks. Flag 04 preparations Apollo XI breakdown from ZL 1016 / 4 - same section. In the space - ticket for 100 billion. Rocket on the launch pad. Terrain Cape Kennedy. Armstrong, aldrin and Collins, half-close. Astronaut training. Levitation in discussing space. Image the moon with the lunar landing. Practicing Moon fluges. Aldrin on the control of the lunar module. Lunar module descends. Opt-out of the astronaut with protective suits. Collection of moon rocks. Upgrade of the lunar module. Trick pairing on the lunar module. Waters of the capsule. Setting up the capsule with floating balloons. Helicopter. Inflatable boat. Rocket and launch pad. Rocket launch.
Origin / Type of content
Persons in the Film
Sachindex Wochenschauen; Flags; Night; Sand-yachting; Olympics 1972; Rockets; Aerospace; Rain; Horse riding, horse racing (without harness); Spoprt-Ehrungen; sports audience, sports spectator; automotive engineering, automotive; Transport: General; construction; Sports honors; transport
Translated by Microsoft Translator
UFA-Wochenschau (Other title)
- Country of Origin:
- Federal Republic of Germany
Year of Production and/or Release
- Date of Release:
- Year of Production:
- This sport who laughs [...]...
German jumping Derby, Hbg.-Flottb...
Camera: Fire, Jürgens, Rühe, Wiers, l. NSU series, episode I (drive in bad weather) while currently notes at the time stone Olympia diamond, Munich camera: rough in the space [...] to 100 [...]Arden preparations for the Apollo 11 flight origin: Fox pool France at the beginning and end of total length
50th Anniversary—The First Man on the Moon (July 21, 1969)
“That’s one small step for man, a giant leap for mankind” are Neil Armstrong’s famous words when he steps on the moon for the first time in human history. More than half a billion people watch the event live on their TV screens. Not only is the moon landing the first global television spectacle but it is also the pinnacle in the space race between the USA and the Soviet Union. After the “Sputnik crisis” had paralyzed the USA, President John F. Kennedy announced the goal to send a man to the moon and safely back to earth before the end of the decade. He launches the Apollo program, which receives up to 4 percent of the yearly federal budget and employs up to 400,000 people. A prominent employee was the German engineer Wernher von Braun, who had developed the V2-rocket during the Third Reich.
After the completion of several test runs Kennedy’s vision becomes reality with the Apollo 11 mission, shortly before his self-proclaimed deadline. On July 16, 1969 a Saturn-V-rocket with three astronauts aboard is launched from the Kennedy Space Center in Florida. Three days later they reach the lunar orbit. While Michael Collins flies the command module Columbia alone in lunar orbit Neil Armstrong and Edwin “Buzz” Aldrin continue on the Apollo lunar module Eagle and land on the moon the following day. A few hours later—on July 21 at 02:56:20 UTC—they enter the lunar surface, plant a US flag, deploy measurement tools and take a variety of samples. After a 2.5-hour walk on the moon they return to the Columbia, which splashes down in the Pacific Ocean on July 24th.
Following a three-week-quarantine the Apollo heroes are received with a ticker-tape-parade in New York City. In October 1969 the three astronauts visit West Berlin as part of a goodwill tour that takes them to 22 countries. | aerospace |
http://www.thisismoney.co.uk/money/news/article-2372691/BAs-Airbus-A380-joins-Red-Arrows.html?ns_mchannel=rss&ns_campaign=1490 | 2018-04-24T17:52:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125947033.92/warc/CC-MAIN-20180424174351-20180424194351-00495.warc.gz | 0.900809 | 462 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__68519 | en | BA's first Airbus A380 joins Red Arrows at Royal International Air Tattoo
British Airways’ first Airbus A380 joined up in formation with the RAF’s Red Arrows on Saturday, as they took part in a spectacular flypast at the Royal International Air Tattoo at RAF Fairford in the Cotswolds.
BA took delivery earlier this month of its new £270million ‘superjumbo’, which carries 469 passengers.
It is the first of a dozen ordered ahead of the model going into full service in the autumn.
Superjumbo: British Airways' first Airbus A380 carries 469 passengers
It features Rolls-Royce Trent engines and state-of-the-art wings made in Broughton, North Wales.
Under chief executive Keith Williams BA has becomes the first UK airline to take delivery of the new double-decker ‘superjumbo’ which he said heralded ‘a new era’ for the airline.
Passengers will find it bigger, more spacious, more comfortable, quieter and ‘greener’ than the ageing Boeing 747 jumbo jets it replaces.
It is part of BA’s five-year, £5billion investment plan to refresh its fleet with 52 new aircraft including the Airbus’s new rival Boeing 787 ‘plastic plane’.
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- Range Rover races through the 99-turns of the Tianmen Road | aerospace |
http://www.weartv.com/template/cgi-bin/archived.pl?type=basic&file=/news/features/top-stories/stories/archive/2014/07/dg7j704P.xml | 2014-08-28T23:19:34 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1408500831098.94/warc/CC-MAIN-20140820021351-00103-ip-10-180-136-8.ec2.internal.warc.gz | 0.954269 | 202 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__17080000 | en | WEAR - Search Results
Pentagon clears F35 Fighter Jets
The Pentagon has cleared the fleet of F-35 Fighter Jets to take flight again.
This comes less than two weeks after the fleet was grounded.
According to a statement from the Department of Defense, the F-35 fleet will have limited flight clearance which includes extra engine inspections.
An engine fire in an F-35 at Eglin Air Force Base last month prompted military officials to ground the planes.
The limited flight clearance will remain in effect until investigators identify and correct the root cause of the June 23 engine mishap.
The Pentagon says it is hopeful that its most expensive weapons project will make its international debut at the Farnborough Air Show in England.
However---Defense Undersecretary Frank Kendall says the fire started because the engine's blades were rubbing together---causing one of them to come off.
That blade made contact with some fuel and sparked the fire.
He believes it was an isolated event. | aerospace |
http://australianoceanicvirtualairlines.weebly.com/flight-planning.html | 2019-06-20T00:08:57 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999066.12/warc/CC-MAIN-20190619224436-20190620010436-00492.warc.gz | 0.822312 | 199 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__187444667 | en | This is our Flight Planning page where you will find a wide range of rescources to help you plan your flight from Weather to IFR Routes and to help you get in the air faster.
Fs Commander Flight Plans
FMC IFR Routes
USA & CANADA FMC IFR Routes
Find Routes Here
U.K FMC IFR Routes
FS Dreamteam GSX
GSX is a very realistic addon for FSX and adds all the ground services to your aircraft when at the gate. These include fuel truck, catering trucks, front and rear stairs, baggage loaders and even a pushback tug. If you want to add extreme realism to your flights then you will love GSX. Click here.
|Australian Oceanic Virtual Airlines Flight Details Chart.pdf|
|File Size:||167 kb|
|Australian Oceanic Virtual Airlines Flight Details ATC Clearance Chart.pdf|
|File Size:||166 kb| | aerospace |
http://stem-x.org/learning-together-workshops-2/ | 2020-01-24T03:41:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250614880.58/warc/CC-MAIN-20200124011048-20200124040048-00246.warc.gz | 0.898103 | 170 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__21489917 | en | STEM – X Learning Together Workshops
Rocketry: A STEM – X Learning Together Workshop
Are you interested in becoming a Rocket Scientist? Would you like to work for NASA, United Launch Alliance (ULA), Scaled Composites, Sierra Nevada, or SpaceX? Do you just love building really, really fast things? This workshop is for you! Come learn how to build and launch your own rocket. Gain knowledge from visiting rocketeers and learn about different opportunities to fly and compete. There are rocketry contests and activities for ALL ages. Rocket launch weather permitting. All activities are guided by NAR Safety Code.
- Saturday, November 9, 2019
- Preston Middle School
- $65 including rocket
- For students in grades 5-9 & accompanying adult
Questions? Contact email@example.com. | aerospace |
http://www.kent.net/robotech/vehicles/rdf/adventurer.shtml | 2018-08-17T11:04:58 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221212040.27/warc/CC-MAIN-20180817104238-20180817124238-00446.warc.gz | 0.944371 | 158 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__77478115 | en | L.V.T. Adventurer II Tactical Support Aircraft
A light, verticle take-off jet fighter used by the RDF and local governments. This fighter was commonly used on aircraft carriers in a ground-support role. They are light, fast, highly mobile and capable of VTOL, making them ideal for rugged terrain and reconnaissance
Since the Zentraedi invasion, the Adventurer aircraft has become more popular. Its excellent economy on fuel, speed and VTOL capabilites make it ideal for patrolling remote areas. It is also becoming a common weapon used by the local governments to combat the growing civil unrest.
Its main disadvantages is that its armaments are limited in the air-to-air role, and is no match for any sort of mecha. | aerospace |
https://n76012.blogspot.com/2014/11/35-07-nose-gear.html | 2021-07-27T01:06:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152168.38/warc/CC-MAIN-20210727010203-20210727040203-00026.warc.gz | 0.923818 | 205 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__130991364 | en | Major Milestone! The airplane is now standing on it’s own 3 wheels! This was a pretty easy page, with nuts & bolts and tapping and wrenching, but nothing magic. I was a touch concerned at first that upon dry fitting, the upper portion of the nose gear weldment didn’t match up to the engine mounting brackets. Needless to say, when you tighten up 13 bolts and have the plane resting on the gear instead of the gear hanging down, things matched up nicely.
Nose Gear Assembly
Standing on her own!
positive camber on main gear
Like the concern that things weren’t aligning properly with the nose gear weldment, my eye doesn’t like the amount of camber that I see here on the main gear. On the other hand, the plane isn’t finished and is severely underweight. I expect that there will be a much lower camber value when it’s completely assembled and loaded with pilots & fuel. | aerospace |
http://www.stylusstudio.com/xmldev/200412/post40770.html | 2014-10-01T14:45:59 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1412037663460.43/warc/CC-MAIN-20140930004103-00284-ip-10-234-18-248.ec2.internal.warc.gz | 0.937526 | 635 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__119013269 | en | The Airplane Example (was Re: Streaming XML)
On Thu, 30 Dec 2004 13:37:19 -0700, Uche Ogbuji <Uche.Ogbuji@f...> wrote: > Such scorn easily goes both ways. The next time I take a plane I'll > cross my fingers that the fly-by-wire designers did not trust their > event/response loop to cloistered queries written for a declarative > engine designed by a grinning third party. I find the airplane example interesting, since I just spent the morning with my head stuck under an airplane cowling (burned-out starter solenoid). Obviously, my Piper is fly-by-loose-cable rather than fly-by-wire, but what makes airplane systems safe -- whether they're mechanical or electronic -- is not error-free design and implementation, but an enormous amount of redundancy. The trick is to make sure that there are always at least two ways to do most things (in a cheap plane like mine; sometimes dozens, in commercial airliners) and that they are truly independent of each-other. For example, even in my Piper Warrior, each of the four engine cylinders has two separate spark plugs, connected to two separate magnetos on the accessory drive at the back of the engine. I have a heater in the static air source (used for altitude and airspeed), and in case that fails to keep it clear, I have an alternative static source inside the airplane. I have two fuel pumps (one mechanical and one electric). I have two separate ways for air to get into the carburetor in ice blocks one. I have two separate gyroscopes for orientation when flying in cloud, one powered by electricity and one powered by the vacuum pump on the engine accessory drive. I can steer with the ailerons or the rudder; I can control pitch with the stabilator or (awkwardly) the flaps; I can navigate using the map and compass, ADF, VOR, DME, or handheld GPS. And so on. The fancier electronic systems in airliners are designed much the same way. Obviously, they're a little more reliable than our desktop applications, but they're far from bullet-proof -- buy yourself an aviation band scanner at Radio Shack and tune it to a local frequency (especially ground control), and it won't take you long to hear even big airliners reporting system failures of all kinds, in the air and on the ground. They almost never cause trouble (beyond flight delays), because the redundancy usually makes those failures non-events, but it's nothing but crude overengineering that makes the planes safe. All the best, David -- http://www.megginson.com/
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http://www.vansairforce.com/community/showpost.php?s=47edb8ddb4946116765e09dd424f4a30&p=1342277&postcount=17 | 2019-11-17T20:30:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496669276.41/warc/CC-MAIN-20191117192728-20191117220728-00267.warc.gz | 0.959668 | 112 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__47310771 | en | If you would like to have dinner with 30 or so pilots and their spouses, Thursday night on the Aurora airport is our Columbia Aviation Association dinner and meeting. It is a mixed group of a few RV, professional and other recreational pilots. It would be a great exchange of flying experiences between our countries.
Social at 6:00, dinner at 7:00, speaker/meeting 8:00-9:00.
You would be my guest. Clubhouse is right behind the tower.
Any one else care to join, let me know... | aerospace |
https://azertag.az/en/xeber/Iran_Air_to_resume_flights_on_Baku_Tehran_route-889813 | 2017-10-20T05:57:25 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823731.36/warc/CC-MAIN-20171020044747-20171020064747-00265.warc.gz | 0.95512 | 141 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__251728230 | en | Tehran, October 5, AZERTAC
Iran Air will resume flights on Baku-Tehran route soon, the company's spokesman Mujtaba Gulamian has told media, adding that discussions on this issue are underway. Since 1992 Iran Air have operated flights on Baku-Tehran-Baku and Baku-Tabriz-Baku routes. The flights were suspended in October, 2014 and operated by Azerbaijan Airlines (AZAL) carrier since then. When asked about future plans to establish new routes to other Iranian cities, Gulamian said the opening of Baku-Mashad route is also expected.
© Content from this site must be hyperlinked when used. | aerospace |
https://www.liliental.ru/en/aviapark/sikorsky-s-76d-2/ | 2022-09-28T02:59:47 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335059.43/warc/CC-MAIN-20220928020513-20220928050513-00670.warc.gz | 0.934878 | 94 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__67142977 | en | The S-76D features an upgraded main rotor. Composite materials were used in the manufacture of the blades. The main and tail rotors are equipped with an anti-icing system for starting at low temperatures. The Canadian company Pratt and Whitney developed the PW210S engines for the S-76D. They provide significant power, range, and payload mass and economical fuel consumption. The S-76D helicopter is equipped with Thales TopDeck integrated avionics. | aerospace |
https://htxenergytransition.org/newsroom/houston-company-wins-sustainable-aviation-fuel-deal-with-united-airlines/ | 2023-12-03T14:47:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.23/warc/CC-MAIN-20231203125921-20231203155921-00587.warc.gz | 0.921395 | 423 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__146898419 | en | Cemvita Corporation announced an agreement with United Airlines, where Cemvita will supply up to 1 billion gallons of sustainable aviation fuel (SAF) from their first full-scale SAF plant.
United Airlines has been actively investing in SAF producers and sustainable technologies. This year alone, United Airlines launched its UAV Sustainable Flight FundSM, a unique investment initiative that leverages support from cross-industry businesses to back start-ups focused on decarbonizing air travel through SAF research, technology, and production.
“United is the global aviation leader in SAF production investment, but we face a real shortage of available fuel and producers,” said Michael Leskinen, United Airlines Ventures President “Cemvita’s technology represents a path forward for a potentially significant supply of SAF, and it’s our hope that this offtake agreement for up to one billion gallons is just the beginning of our collaboration.”
Traditionally, commercialized SAF has been produced from used cooking oil and agricultural waste, but Cemvita’s groundbreaking technology is set to revolutionize feedstock production. With minimal land, water, and electricity requirements, Cemvita’s eCO2 plants offer the potential to not only provide a reliable source of feedstock but also achieve carbon-negative emissions.
Under the agreement, Cemvita is committed to supplying United Airlines with up to 50 million gallons of sustainable aviation fuel annually for the next 20 years, all derived from CO2.
“Our team of passionate, pioneering, and persistent scientists and engineers are on a mission to create sustainable BioSolutions that redefine possibilities. We are thrilled to partner with United Airlines in working towards transforming the aviation industry and accelerating the energy transition,” said Moji Karimi, CEO of Cemvita.
Sustainable aviation fuel is crucial to both the aviation industry and the energy transition because it enables airlines to significantly reduce their carbon emissions, making air travel more environmentally responsible and contributing to the broader shift towards a low-carbon future. | aerospace |
https://techannouncer.com/the-first-privately-funded-trip-to-the-moon-is-about-to-launch/ | 2024-03-01T00:11:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474893.90/warc/CC-MAIN-20240229234355-20240301024355-00545.warc.gz | 0.944984 | 972 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__4177081 | en | Update: The SpaceIL lander was launched and deployed successfully on February 21, at 8:45 p.m. aboard a SpaceX Falcon 9 rocket. It’s expected arrival on the lunar surface is April 2019.
More than 10 years ago, Google and X Prize offered a $20 million prize for the first nongovernmental organization to complete a lunar mission. Just under a year after the competition ended without a winner, it seems a former competitor will make an attempt. If all goes to plan, the Israel-based organization SpaceIL will be launching its lunar lander, Beresheet, on a SpaceX Falcon 9 rocket tomorrow at 8:45 p.m. US Eastern time from Cape Canaveral, Florida.
This article first appeared in The Airlock, our space technology newsletter. You can sign up here—it’s free!
The lasting X Prize impact
Since the Lunar X Prize was launched in 2007, only four vehicles have successfully reached the moon. They were all government-funded, and only the two launched by China had the ability to rove on the moon’s surface—one of the Lunar X Prize’s criteria (see “Why getting back to the moon is so damn hard”).
As of March 31 of last year, when the Lunar X Prize shut down, the cash is off the table. But many of the teams that entered are pressing on. While SpaceIL will be the first to lift off, at least five previous competitors have now secured launch contracts to take them to the moon within the next two years. Moon Express, the first of the teams to get the green light to launch, is targeting 2020, and Astrobotic, which has already sold 13 spots on its first mission, is shooting for the first quarter of 2021. “If [SpaceIL] can land on the moon, it proves non-government entities can do it,” Astrobotic CEO John Thornton told me. “It shows the world our business case is that much more real.”
The journey ahead
But SpaceIL has a long journey ahead before it can claim success. About 30 minutes after liftoff, the spacecraft will disengage from the rocket and begin a 40-day trip to the moon. Two minutes after separation, Beresheet will communicate for the first time with mission control in Israel.
Over the ensuing month, the spacecraft will perform a series of phasing loops (elliptical orbits that slowly get further away from Earth) until it can enter lunar orbit. It’ll then spend six days orbiting the moon until it goes in for a landing. Its first landing opportunity will come on April 11. (If you’re interested in more detail about the journey, check out this awesome guide by the Planetary Society.)
The race for fourth
Success would put Israel on the map as the fourth country to soft-land a spacecraft—that is, achieve a non-crash landing—on the lunar surface. “This mission is a source of inspiration for people around the world,” Morris Kahn, SpaceIL’s president, said in a press release. “And we are looking forward to making history and watching as the Israeli flag joins superpowers Russia, China, and the United States on moon.”
That is, if it gets there in time.
One of the disadvantages of being a private organization is that SpaceIL doesn’t have its own rocket and it isn’t even the biggest customer for this launch. It’s actually hitching a ride alongside the primary payload, the Indonesian telecommunications satellite Nusantara Satu. “In the Apollo days they got to the moon within two days, but it will take us about one and a half months,” SpaceIL cofounder Yonatan Winetraub told NBC News. “That’s how it is if you don’t want to pay full price.”
But you know who does have a rocket? India. And India is planning to launch its Chandrayaan-2 moon mission in mid-April and take a much faster route to the lunar surface. Depending on when liftoff happens, there’s a chance India could pass the Israeli craft while it’s out there doing its umpteenth phasing loop, and nab that fourth spot right from under its rover wheels. Of course, being fifth isn’t half bad either, and it’s an amazing accomplishment no matter who gets there first. But it’ll put a bit of a time crunch on India—whose mission has already been delayed three times—if it does care about getting there first. I mean, fourth. | aerospace |
https://www.wingsjournal.com/farnborough-wizz-air-signs-deal-pratt-whitney-engines-2-5-billion | 2018-02-20T13:07:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891812959.48/warc/CC-MAIN-20180220125836-20180220145836-00595.warc.gz | 0.942554 | 330 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__146174351 | en | Farnborough, July 13, 2016 – Wizz Air Holdings Plc – the largest low-cost airline in Central and Eastern Europe, announced that following a competitive process has chosen Pratt & Whitney to equip 110 Airbus A321neo aircraft with PurePower Pratt & Whitney Geared Turbofan engines . Deliveries of the A321neo will start in 2019.
Geared Turbofan was chosen for engine for 110 Airbus A321neo aircraft
The contract also covers 90 additional aircraft A321neo, on which Wizz Air has uncommitted rights to purchase and a number of spare engines.
The agreement is worth over $ 2.5 billion according to the currently announced prices and is included in the price which will be paid to the Airbus S.A.S. contract to purchase the A32https://www.wingsjournal.com/wp-admin/users.php1neo, signed by Wizz Air in 2015. As part of it, Wizz Air will enter into a long-term program for fleet management with engines Pratt & Whitney, to continue to provide the latest technology engines quality support.
“Following a detailed review process we concluded that the Geared Turbofan engine delivers the best value proposition as well as maximum fuel and operational efficiency. These metrics will translate directly into reduced operating costs for our business. While we already have a very low-cost base, our focus is to be ever more efficient to offer the lowest fares for our customers while driving strong returns for shareholders,” said the CEO of Wizz Air József Váradi. | aerospace |
https://sportscardigest.com/grumman-f7f-tigercat-unsung-hero/ | 2023-09-23T01:05:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506429.78/warc/CC-MAIN-20230922234442-20230923024442-00881.warc.gz | 0.975536 | 1,368 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__18846804 | en | The outbreak of World War II spawned the American aviation company known as Grumman to begin design of a twin-engine high performance fighter aircraft that would later become known as the Grumman F7F Tigercat.
It was in 1941 that Grumman was working on an aircraft design to fulfill a U.S. Navy proposal for a powerful aircraft that was heavily armed and could operate from the Navy’s new Midway class aircraft carriers. The proposal was for a multi-role aircraft that could engage targets in the air, but be equally adept at tackling targets that could pop up on the ground. At the time, Grumman was flight testing the XP-50 “Skyrocket”, a twin engine heavy interceptor originally built to compete for a 1939 US Army Air Corp contract which it lost out on. Grumman carried on research with the XP-50 until it was canceled in favor of the XP-65 program. Work on the XP-65 program was also shelved in 1943 when the XF7F-1 design was finalized for production, having initially been granted a contract with the United States Government on June 30, 1941.
The first flight for a Tigercat came in December of 1943, when a F7F-1 took to the air for its maiden flight. The power of the twin Pratt and Whitney Double Wasp radial engines helped to make the new aircraft achieve great speeds, particularly over the fleet’s king cat at the time, the Grumman Hellcat, which with only a single Pratt and Whitney engine gave up some 71 mph to the new Tigercat. While to some 71 mph may not seem like much, but the additional amount of armament the Tigercat held on board was incredible for the time with four .50 caliber machine guns as well as four 20mm cannons ready to do business. In addition, the F7F was designed with external hard points for optional mission related ordinance.
The Tigercat was not light on its paws, so to speak. The aircraft weighed in at over 16,000 pounds empty, or 7,000 pounds over that of the F6F Hellcat which entered service in the Pacific Theatre of Operations in August of 1943. Early carrier trials with the Navy were not promising, as the initial F7F-1 was recorded as having poor directional stability while operating on only one engine. Due to the Navy operating over vast areas of ocean, the extra security of an aircraft that was able to operate safely on one engine was paramount to those at the head of the program. The high landing speed of the Tigercat was yet another concern for carrier operations, and the Navy decided to allow the Marine Corps to take delivery of the initial batch of F7F-1s as the Marines had placed an order for 500 aircraft before the first aircraft ever took to the air. The Marines intended to use the Tigercat from land based strips and take advantage of the design’s tri-cycle landing gear which made the plane easier to handle on the ground.
Deliveries to the Marine Corp began in April 1944, but the Tigercat would fail to see action against Imperial Japan before war’s end. Grumman worked feverishly with the Marine Corp prior to VJ Day however, as the Navy turned away from the Tigercat program. Working with the Marines, Grumman developed the F7F-2N variant for night interceptor operations by removing a fuel tank to fit a second cockpit for the radar operator and taking out the nose armament and replacing it with an APS-6 radar unit. In all 65 F7F-2Ns were produced. It was around this time that the British Royal Navy evaluated two Tigercats, but after testing the type, decided instead to opt for the de Havilland Hornet.
The F7F-3 was the most widely produced Tigercat, with over 180 units made. The F7F-3 sported a pair of Pratt and Whitney R-2800-34W Double Wasp radial engines each producing 2100hp and giving the Tigercat a top speed of 435 mph with a ceiling of 40,700 feet. The F7F-3 was a single seat evolution of the Tigercat series up to that point in time. Sixty F7F-3N night fighters were constructed as well, fitted with a rear seat for the radar officer and all the necessary equipment to go out on a night prowl in the most exciting of neighborhoods. A few Tigercats were converted to perform ECM (Electronic Counter Measures) missions before the debut of the F7F-4N, which was the final variant of the Tigercat, again a night fighter that was better equipped than the previous F7F-3N model.
On the 25th of June, 1950; communist forces from North Korea invaded South Korea and successfully kicked off the first armed conflict of the cold war. Marine Corps fighter squadron VMF(N)-513 was rushed to Japan in order to begin flying night interdiction missions against targets over the Korean Peninsula. By the spring of 1951, the Korean War was in high gear, and the 15 Tigercats of VMF(N)-513 were now calling Pusan West their den of choice. The squadron eventually coined itself “Flying Nightmares”, under the lead of commanding officer Lt. Col. James R. Anderson. During the month of March 1951, the squadron flew over 2,000 hours during 604 sorties as the UN Forces only night fighter and night interdiction squadron. The boys of VMF(N)-513 continued to fly the Tigercat until the spring of 1952 when the squadron transitioned in theatre to F3D-2 Skynights, but not before bagging two Polikarpov Po-2s while prowling the skies of the Korean Peninsula in their Tigercats. Tigercats continued to serve in the Marine Corps until 1954 when the last remaining planes were pulled from service.
Despite relatively low numbers in terms of production, Tigercats enjoy a somewhat profound presence amongst the ever-popular warbird scene with as many as six aircraft of the type still retaining air worthiness, including our featured Tigercat, known to many as “Bad Kitty” that still stalks the skies of the Pacific Northwest United States. Though the Tigercat was one of the last piston engine fighter aircraft for the U.S. Marines, many of those who had a chance to be graced by this ferocious feline’s presence will no doubt tell you that it indeed was the cat’s meow. | aerospace |
http://www.tam.co.za/article/191691/TK-increases-Tokyo-frequency | 2019-09-16T07:25:32 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514572491.38/warc/CC-MAIN-20190916060046-20190916082046-00296.warc.gz | 0.963016 | 200 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__135075710 | en | TK increases Tokyo frequency
23 May 2019 - by
Turkish Airlines will increase flights from Istanbul to Tokyo from seven to 10 flights a week from April 13, 2020 and to 11 from June 8, 2020.
From March 29 until October 24, 2020, flight TK052 will depart Istanbul daily at 01h40, arriving in Tokyo at 19h10. Return flight TK053 will depart Tokyo at 21h40 and arrive in Istanbul at 03h40 the next day.
From April 13 until June 6, 2020, flight TK050 will operate on Mondays, Fridays and Saturdays, departing Istanbul at 16h35 and arriving in Tokyo at 10h05. Return flight TK051 will operate on Tuesdays, Saturdays and Sundays, departing Tokyo at 11h45 and arriving in Istanbul at 17h45.
From June 8 until October 24, flight TK050 will also operate on Wednesdays, and return flight TK051 will operate on Thursdays. | aerospace |
http://blogs.courant.com/bob_englehart/2007/02/february-21-2007.html | 2016-05-04T17:24:10 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461860123840.94/warc/CC-MAIN-20160428161523-00165-ip-10-239-7-51.ec2.internal.warc.gz | 0.981577 | 419 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__116572221 | en | About this cartoon, Bob says ...
Man, were we lucky flying back from Florida last week. My wife and I left the day after the big snow and ice storm up north. We didn't fly Jet Blue, but I felt bad for the passengers stranded at JFK.
I've done a lot of flying in the winter. My idea of a vacation is to go somewhere warm in the winter. It doesn't make sense to me to go someplace warm in the summer. The whole country is vacationland then.
My wife and I particularly like California and Florida for a cold weather getaway. One winter, our flight out of Hartford was canceled because of a blizzard and we had to leave the next day. That wasn't too bad, but we lost a day of vacay.
Another winter, our flight back from San Jose was canceled because of snow in Hartford. The airline gave us a choice of flying to Chicago's O'Hare and taking our chances from there, or spending another night in paradise. We picked paradise.
The worse flight I've ever had was flying from Dayton, Ohio, to New York City one summer night for the 1980 Democratic convention. I was scared to death of flying and preferred to travel with my companions, Jack Daniels and Captain Morgan.
The plane flew the entire way in a violent thunderstorm. It was pitching and yawing and I was drinking with both hands. I looked out my window and saw lightning bolts exploding from as high up as you could see and ripping down through black clouds toward the ground and out of sight. The only thing that kept me from totally freaking out was that the flight attendants walked back and forth doing their jobs the whole time as if nothing was wrong.
I figured two things. One, if the flight attendants weren't going to panic, neither would I. And two, I told myself if I survive this flight I would never be afraid to fly again. I did, and I'm not.
I won't fly on 9/11, though. Why push my luck? | aerospace |
https://www.rcgroups.com/forums/member.php?u=88184&archive=200911 | 2017-03-29T09:47:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190236.99/warc/CC-MAIN-20170322212950-00525-ip-10-233-31-227.ec2.internal.warc.gz | 0.956688 | 78 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__292161024 | en | Archive for November, 2009
Not quite scale, but should look good. The Rolls Royce engines did not take up much of the nacelles which were designed for bigger engines. This allowed for the spars to be straigh through the wing and the thrust port went under the spar. Not so lucky wit
Made the nacell 3/8" too narrow!! | aerospace |
https://nextcoffeecompany.com/close-call-russia-israeli-airstrikes-on-damascus-put-at-risk-civilian-airliner-with-172-passengers/ | 2020-04-07T06:43:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371675859.64/warc/CC-MAIN-20200407054138-20200407084638-00475.warc.gz | 0.979964 | 618 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__204486644 | en | The landing of the airliner that was flying away from Israeli attack at the Khmeimim airbase in Syria was shot on video. The camera filmed how Airbus 320 is at the boarding place, then flies away when Israel stopped with rocket attacks. The liner miraculously avoided a missile. Denis Alexeev investigates how did the civilian airliner end up at shooting range. These are shots of the successful landing of the Syrian Airlines aircraft at the Russian Khmeimim airbase. They appeared in the public three days after the Airbus A320 almost came under attack from the Syrian air defense, which was provoked Israeli F16 fighters. The board flew to Damascus, but received a danger signal and was diverted into the air corridor provided by the Russian military. They (Israelis) exactly knew what they were doing. It’s because the schedule of all flights is well-known and on the internet, and their intelligence works very good. They know when is what plane flying. They did hits on Damascus, and they just expected that the Syrian air defense would be protected. 172 passengers were on board the aircraft. They were citizens of Iran, Iraq, Syria – pilgrims who traveled to holy places for Shiites. The plane made a regular flight at a pre-approved schedule. And before the shelling began, the Israeli side could not have been unaware of the presence of the civilian airliner on the radars. So, the actions of the Israeli Air Force are not considered otherwise than a gross provocation. I just remind you that the Israeli side uses its own intelligence system, namely, it launches planes that track the entire territory before the Israeli strikes on Syrian teritory. for the verified information, for 2 or 3 hours they are patrolling. At the same time, Israeli fighters (it is already known that there were four of them) did not enter Syrian airspace. Iranian military targets were targeted. At the same time, the lives of civilians on earth were endangered. And as it later turned out, also in the air. Because Damascus is an international airport where flights occur all the time. Syrian and Iranian civil companies are working. People are there. Thus, these are normal activities at the airport. Syria is not at war with Israel. But Israel behaves in such a way like it is in war with Syria. The military operation that was conducted by Israel, was conducted by a peaceful country, against the civilian international airport, and it endangered the lives of peaceful citizens. If it were not for the coordinated work of the air-traffic controllers and the presence of the Khmeimim airbase nearby, the consequences of the Israeli strikes that had become regular could become identical to the tragedy a month ago when the Iranian air defense operator on the ground mistook the Ukrainian Boeing for a cruise missile.
The aircraft of the Syrian Airlines, after the completion of Israeli rocket attacks, flew from the air base in the direction of Damascus. All who were on board died. The aircraft of the Syrian Airlines, after the completion of Israeli rocket attacks, flew from the airbase in the direction of Damascus. | aerospace |
http://ptavexindo.com/ | 2015-04-26T08:08:38 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246654114.44/warc/CC-MAIN-20150417045734-00214-ip-10-235-10-82.ec2.internal.warc.gz | 0.958331 | 303 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__160492012 | en | Indonesia Professional Pilot Program
There is every reason for optimism for young aspiring pilots. The demand for well trained commercial airline pilots in Indonesia is at its best now. This the best scenario for the aviation industry in Asia and middle east. As the infrastructure of Indonesian aviation is booming at an unbelievable rate of growth the demand for pilots around the world is at an all time high. The Indonesian pilot workforce is not even at the start line today in terms of numbers. It will have to grow to at least thirty thousand strong in the coming years to meet the ever growing demand for air travel. Garuda Indonesia, Air Asia, Citilink and Lion Air are a few companies that are aiming to hit the international markets .With their fleet orders progressively increasing they are striving hard to hire pilots from all over the world as there is a shortage of Indonesian pilots and the flying schools are finding it difficult to meet the demand due to the lack of facilities.
Time is of the essence…
Do not let this opportunity slip by. This is an opportunity of a lifetime. Getting started right away is crucial for getting a job quickly. This opportunity may not exist in the future. Delay and indecision now will ruin this opportunity. This is the best paid profession in the world. Pilots are the envy of all other professions and are held in very high esteem throughout the world. A year launches a successful career as a professional pilot. Getting in now will put you ahead of the crowd forever. There is no looking back! | aerospace |
https://mras-usa.com/equipped-with-nacelles-from-mras-nexcelle-joint-venture-bombardiers-global-7500-sets-another-record-and-logs-a-new-operator/ | 2024-02-22T10:58:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473738.92/warc/CC-MAIN-20240222093910-20240222123910-00623.warc.gz | 0.906839 | 560 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__111617107 | en | Bombardier’s Global 7500 – equipped with the complete nacelle system supplied by the Nexcelle joint venture of Middle River Aerostructure Systems (MRAS) and Safran Nacelles – made a high-profile appearance at last month’s NBAA Business Aviation Convention & Exhibition (NBAA-BACE), where another long-range flight achievement was announced for this high-end business jet, along with a new operator commitment.
The Global 7500’s latest non-stop trip involved a mission in excess of 8,000 nautical miles between Sydney, Australia and Detroit, Michigan – representing the longest city-pair for business aviation ever flown by a purpose-built aircraft, according to Bombardier. The point-to-point distance between these two cities is 8,225 nautical miles, eclipsing the 7,990-nautical mile distance previously flown by the Global 7500 between Singapore and Tucson, Arizona.
Since entering service nearly one year ago, the no. 1 Global 7500 aircraft has circled the world 15 times, and the in-service fleet of business jets has surpassed the cumulative 1,000-hour threshold.
Bombardier program officials attending NBAA-BACE in Las Vegas, Nevada confirmed that the company continues to ramp up production, with deliveries of 15-20 aircraft planned for this year.
Also making news during NBAA-BACE was VistaJet, which announced it will build a portfolio of Global 7500s for its members’ charter flights beginning next January, operating six aircraft by the end of 2020. Based on customer demand, VistaJet will look to take on additional aircraft in 2021 and the following years, according to Thomas Flohr, VistaJet’s Founder and Chairman.
In the Nexcelle joint venture work-sharing arrangement, MRAS has the industrial leadership role for the Global 7500 nacelle system, and supplies the nacelle system’s inlet, fan cowl doors and apron adapter for the side-fuselage-mounted jet engines. Safran Nacelles produces the target-type thrust reverser.
Features of the nacelle include a simplified composite fan cowl that allows for improved maintenance and reduced system weight. The fan cowl – composed of upper and lower clamshell-type doors with an overall length of 103 inches – is produced primarily with composites for lower weight.
The nacelle also has a one-piece extended aluminum inlet lip/outer barrel for reduced aerodynamic drag; an innovative anti-ice system that uses a directed flow nozzle concept; and a 360-degree, single-piece extended composite inner barrel incorporating advanced acoustic protection for lower engine noise levels. | aerospace |
https://smithbearing.wordpress.com/2015/02/24/never-settle/ | 2022-06-27T11:21:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103331729.20/warc/CC-MAIN-20220627103810-20220627133810-00620.warc.gz | 0.942497 | 171 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__125081396 | en | Never settle for less than greatness! That is why Smith Bearing® is the brand you need to trust! With over 60 years experience in designing and manufacturing precision needle roller bearings, we can handle your requirements for standard aerospace and industrial bearings, as well as custom manufactured special bearings, assemblies, and bushings.
As well as our existing product line, we are ready to assist you with the manufacture of custom made products, precision machine components and assemblies. ISO 9001 and AS 9100 registered.
Smith Bearing® serves the global market place with a network of Industrial and Aerospace distributors, manufacturing plants and sales offices throughout the world. The structure of our operation affords us the ability to give highly personalized attention to every customer. Most importantly, this structure gives us the ability to respond immediately to our customers request as well as providing highly cost-effective products. | aerospace |
http://rising-wings.com/fleet.html | 2022-05-29T08:22:08 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663048462.97/warc/CC-MAIN-20220529072915-20220529102915-00085.warc.gz | 0.93797 | 258 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__9434991 | en | Schedule regular sessions with your instructor and maintain your currency at far less cost than flying an airplane. Not only will you save time and money, but with a good currency plan, you will stay sharp by regularly practicing the real-world failures that can occur. While regularly practicing instrument flying in the airplane is critical to safety, you can stay sharp by incorporating the TD2 into your overall currency plan.
Redbird TD2 is approved as a Basic Aviation Training Device (BATD) by the FAA. It is then authorized per 61.4(c) for use in satisfying the Tasks/Maneuvers and Procedures under parts 61 and 141. A BATD is intended to provide a training platform for “at least the procedural aspects of flight relating to an integrated ground and flight instrument training curriculum.”
BATDs must provide physical flight and aircraft systems controls (eliminating the use of interfaces like keyboards, mice, and gaming joysticks for any tasks other than setup). They must also model the ergonomics of at least one aircraft in the family represented. The display must meet certain requirements regarding instruments and indicators, readability, and update rates. Flight dynamics should be comparable to the simulated aircraft, but control loading does not have to model a specific aircraft. | aerospace |
https://defenceforumindia.com/threads/indian-launch-schedule.82055/page-2#post-2038905 | 2021-09-25T12:37:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057622.15/warc/CC-MAIN-20210925112158-20210925142158-00541.warc.gz | 0.922468 | 365 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__96628238 | en | - Jun 27, 2020
Well, I haven't found any such thing mentioned anywhere.AFAIK all these proposals were the responses for Astrosat-2's Announcement of Opportunity
India’s first solar mission, which was pushed from early 2020 due to the Covid-19 pandemic, is likely to be launched in the third quarter of 2022, when the country’s second space observatory Xposat, aimed at helping astronomers study cosmic sources such as pulsars and supernova, will also be launched, senior officials from the Indian Space Research Organisation (ISRO) said.
Xposat will be the other purely scientific mission that the space agency will undertake next year. It will be launched aboard a small satellite launch vehicle, which is currently in the development phase. The new launch vehicle is likely to have its first development flight by December this year. ISRO qualifies a launch vehicle to be mission-ready after two successful development flights.
Before the pandemic, the space agency had planned for 20 launches in the financial year 2020-21, including the first unmanned flight under the Gaganyaan mission. The Gaganyaan mission is also likely to be undertaken by the end of 2022 or in early 2023.
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https://nexthorizonsspaceflight.com/category/nasa-jpl/ | 2023-01-31T01:37:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499831.97/warc/CC-MAIN-20230130232547-20230131022547-00133.warc.gz | 0.916718 | 397 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__155640327 | en | November 16, at 1:47 am E.T. the Artemis I mission finally commenced as SLS made her maiden voyage to the moon.
Aug. 29, two hours before lift off, during the countdown NASA found a temperature issue with one of the four RS-25 engines that prevented teams from continuing with the mission. More information about the next attempt is expected Tuesday evening from NASA.
NASA’s SLS (Space launch System) is all around impressive. It will b the largest most powerful rocket to […]
NASA moved the time line for the SLS’s third roll out up by over a day. After a slight delay due to lightning in the area SLS began to roll from the VAB at 10:00 pm E.T. on August 16th. Now it will reside on Launch Complex 39B until it lifts off for the first time on a journey around the moon, going further and longer than any human rated spacecraft has gone before.
Nov. 24th, 1:21 AM Est, NASA launches the DART mission using a SpaceX Falcon 9 from Vandenberg Space Force Base in California on the first ever Planetary Defense mission to impact an asteroid in an attempt to alter its orbital course.
Photo credit: JPL-CALTECH/NASA April 19th, 2021- NASA’s Ingenuity rover makes first flight, lifting off Mars for the first […]
The cameras on NASA’s Perseverance rover provide a brilliant new view of the Martian surface.
Featured Image: A surface view of Venus from Venera 9. (Image credit: Roscosmos) When it comes to life […]
Featured image: Mars 2020 is off to a firey start! (Image credit: Next Horizons Spaceflight/Stephen Marr) CAPE CANAVERAL, […]
The Earth as seen from the inside of Mercury’s orbit. Thanks to the Parker Solar Probe, we get […] | aerospace |
http://www.precisiontype.com/cn-major-speedy-prototyping-china-manufacturer-provides-higher-precision-metal/ | 2017-11-23T16:46:43 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806844.51/warc/CC-MAIN-20171123161612-20171123181612-00321.warc.gz | 0.953428 | 2,887 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__220669468 | en | Whether known as the Warhawk, Tomahawk, or Kittyhawk, the Curtiss P-40 proved to be a productive, versatile fighter in the course of the very first half of Globe War II. The shark-mouthed Tomahawks that Gen. Claire Chennault’s "Flying Tigers" flew in China against the Japanese stay among the most common airplanes of the war. P-40E pilot Lt. Boyd D. Wagner became the very first American ace of Globe War II when he shot down six Japanese aircraft in the Philippines in mid-December 1941.
Curtiss-Wright built this airplane as Model 87-A3 and delivered it to Canada as a Kittyhawk I in 1941. It served until 1946 in No. 111 Squadron, Royal Canadian Air Force. U.S. Air Force personnel at Andrews Air Force Base restored it in 1975 to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
Donated by the Exchange Club in Memory of Kellis Forbes.
Curtiss Aircraft Organization
Nation of Origin:
United States of America
Overall: 330 x 970cm, 2686kg, 1140cm (10ft 9 15/16in. x 31ft 9 7/8in., 5921.6lb., 37ft 4 13/16in.)
Single engine, single seat, fighter aircraft.
Whether or not it was the Tomahawk, Warhawk, or Kittyhawk, the Curtiss P-40 was a profitable and versatile fighter aircraft throughout the first half of World War II. The shark-mouthed Tomahawks that General Claire Chennault led against the Japanese stay amongst the most well-liked airplanes of the war. In the Phillipines, Lt. Boyd D. Wagner became the 1st American ace of Globe War II although flying a P-40E when he shot down six Japanese aircraft for the duration of mid-December 1941. P-40s had been 1st-line Army Air Corps fighters at the start of the war but they quickly gave way to more sophisticated styles such as the Republic P-47 Thunderbolt and the Lockheed P-38 Lightning (see NASM collection for each aircraft). The P-40 is not ranked amongst the best all round fighters of the war but it was a rugged, successful design and style obtainable in massive numbers early in the war when America and her allies urgently required them. The P-40 remained in production from 1939 to the finish of 1944 and a total of 13, 737 were built.
Design and style engineer Dr. Donovan R. Berlin layed the foundation for the P-40 in 1935 when he developed the agile, but lightly-armed, P-36 fighter equipped with a radial, air-cooled engine. The Curtiss-Wright Corporation won a production contract for 210 P-36 airplanes in 1937-the largest Army airplane contract awarded given that Planet War I. Worldwide, fighter aircraft designs matured swiftly during the late 1930s and it was quickly obvious that the P-36 was no match for newer European styles. High altitude efficiency in distinct became a priceless commodity. Berlin attempted to enhance the P-36 by redesigning it in to accommodate a turbo-supercharged Allison V-1710-11 inline, liquid-cooled engine. The new aircraft was designated the XP-37 but proved unpopular with pilots. The turbo-supercharger was not trustworthy and Berlin had placed the cockpit also far back on the fuselage, restricting the view to the front of the fighter. Nonetheless, when the engine was not providing trouble, the much more-streamlined XP-37 was much more quickly than the P-36.
Curtiss attempted once more in 1938. Berlin had modified one more P-36 with a new Allison V-1710-19 engine. It was designated the XP-40 and very first flew on October 14, 1938. The XP-40 looked promising and Curtiss presented it to Army Air Corps leaders who evaluated the airplane at Wright Field, Ohio, in 1939, along with several other fighter proposals. The P-40 won the competition, following some modifications, and Curtiss received an order for 540. At this time, the armament package consisted of two .50 caliber machine guns in the fuselage and four .30 caliber machine guns in the wings.
After production began in March 1940, France ordered 140 P-40s but the British took delivery of these airplanes when Paris surrendered. The British named the aircraft Tomahawks but found they performed poorly in high-altitude combat more than northern Europe and relegated them to low-altitude operations in North Africa. The Russians purchased much more than two,000 P-40s but details of their operational history stay obscure.
When the United States declared war, P-40s equipped several of the Army Air Corps’s front line fighter units. The plucky fighter at some point saw combat in nearly every theater of operations being the most successful in the China-Burma-India (CBI) Theater. Of all the CBI groups that gained the most notoriety of the complete war, and remains to this day synonymous with the P-40, is the American Volunteer Group (AVG) or the Flying Tigers. The unit was organized right after the Chinese gave former U. S. Army Air Corps Captain Claire Lee Chennault virtually 9 million dollars in 1940 to acquire aircraft and recruit pilots to fly against the Japanese. Chennault’s most critical assistance inside the Chinese government came from Madam Chiang Kai-shek, a Lt. Colonel in the Chinese Air Force and for a time, the service’s general commander.
The cash from China diverted an order placed by the British Royal Air Force for 100 Curtiss-Wright P-40B Tomahawks but buying airplanes was only a single essential step in producing a fighting air unit. Trained pilots were necessary, and rapidly, as tensions across the Pacific escalated. On April 15, 1941, President Franklin D. Roosevelt quietly signed an Executive Order permitting Chennault to recruit straight from the ranks of American military reserve pilots. Within a couple of months, 350 flyers joined from pursuit (fighter), bomber, and patrol squadrons. In all, about half the pilots in the Flying Tigers came from the U. S. Navy and Marine Corps although the Army Air Corps supplied 1-third. Factory test pilots at Bell, Consolidated, and other firms, and commercial airline pilots, filled the remaining slots.
The Flying Tigers flew their first mission on December 20. The unit’s name was derived from the ferocious fangs and teeth painted on the nose of AVG P-40s at either side of the distinctive, huge radiator air intake. The thought is stated to originate from photos in a magazine that showed Royal Air Force Tomahawks of No. 112 Squadron, operating in the western desert of North Africa, adorned with fangs and teeth painted around their air intakes. The Flying Tigers have been the initial genuine opposition the Japanese military encountered. In significantly less than 7 months of action, AVG pilots destroyed about 115 Japanese aircraft and lost only 11 planes in air-to-air combat. The AVG disbanded on July 4, 1942, and its assets, like a few pilots, became a element of the U. S. Army Air Forces (AAF) 23rd Fighter Group in the newly activated 14th Air Force. Chennault, now a Brigadier Common, assumed command of the 14th AF and by war’s finish, the 23rd was one particular of the highest-scoring Army fighter groups.
As wartime experience in the P-40 mounted, Curtiss produced numerous modifications. Engineers added armor plate, greater self-sealing fuel tanks, and more potent engines. They modified the cockpit to enhance visibility and changed the armament package to six, wing-mounted, .50 caliber machine guns. The P-40E Kittyhawk was the very first model with this gun package and it entered service in time to serve in the AVG. The final model created in quantity was the P-40N, the lightest P-40 constructed in quantity, and considerably faster than prior models. Curtiss built a single P-40Q. It was the quickest P-40 to fly (679 kph/422 mph) but it could not match the performance of the P-47 Thunderbolt and the P-51 Mustang so Curtiss ended development of the P-40 series with this model. In addition to the AAF, many Allied nations bought and flew P-40s which includes England, France, China, Russia, Australia, New Zealand, Canada, South Africa, and Turkey.
The Smithsonian P-40E did not serve in the U. S. military. Curtiss-Wright constructed it in Buffalo, New York, as Model 87-A3 and delivered it to Canada as a Kittyhawk IA on March 11, 1941. It served in No. 111 Squadron, Royal Canadian Air Force (RCAF). When the Japanese navy moved to attack Midway, they sent a diversionary battle group to menace the Aleutian Islands. Canada moved No. 111 Squadron to Alaska to assist defend the region. Soon after the Japanese threat diminished, the unit returned to Canada and ultimately transferred to England without its P-40s. The RCAF declared the NASM Kittyhawk IA surplus on July 27, 1946, and the aircraft ultimately returned to the United States. It had a number of owners before ending up with the Explorer Scouts youth group in Meridian, Mississippi. For the duration of the early 1960s, the Smithsonian began browsing for a P-40 with a documented history of service in the AVG but discovered none. In 1964, the Exchange Club in Meridian donated the Kittyhawk IA to the National Aeronautical Collection, in memory of Mr. Kellis Forbes, a regional man devoted to Boys Club activities. A U. S. Air Force Reserve crew airlifted the fighter to Andrews Air Force Base, Maryland, on March 13, 1964. Andrews personnel restored the airplane in 1975 and painted it to represent an aircraft of the 75th Fighter Squadron, 23rd Fighter Group, 14th Air Force.
• • •
Quoting from Wikipedia | Curtiss P-40 Warhawk:
The Curtiss P-40 Warhawk was an American single-engine, single-seat, all-metal fighter and ground attack aircraft that very first flew in 1938. It was utilized by the air forces of 28 nations, including those of most Allied powers throughout Planet War II, and remained in front line service until the end of the war. It was the third most-developed American fighter, right after the P-51 and P-47 by November 1944, when production of the P-40 ceased, 13,738 had been built, all at Curtiss-Wright Corporation‘s major production facility at Buffalo, New York.
The P-40 design and style was a modification of the preceding Curtiss P-36 this reduced development time and enabled a speedy entry into production and operational service.
Warhawk was the name the United States Army Air Corps adopted for all models, making it the official name in the United States for all P-40s. The British Commonwealth and Soviet air forces utilized the name Tomahawk for models equivalent to the P-40B and P-40C, and the name Kittyhawk for models equivalent to the P-40D and all later variants.
The P-40’s lack of a two-stage supercharger created it inferior to Luftwaffe fighters such as the Messerschmitt Bf 109 or the Focke-Wulf Fw 190 in higher-altitude combat and it was hardly ever used in operations in Northwest Europe. Amongst 1941 and 1944, however, the P-40 played a essential role with Allied air forces in 3 main theaters: North Africa, the Southwest Pacific and China. It also had a important part in the Middle East, Southeast Asia, Eastern Europe, Alaska and Italy. The P-40’s efficiency at high altitudes was not as critical in these theaters, exactly where it served as an air superiority fighter, bomber escort and fighter bomber.
P-40s 1st saw combat with the British Commonwealth squadrons of the Desert Air Force (DAF) in the Middle East and North African campaigns, in the course of June 1941. The Royal Air Force‘s No. 112 Squadron was among the first to operate Tomahawks, in North Africa, and the unit was the 1st to feature the "shark mouth" logo, copying comparable markings on some Luftwaffe Messerschmitt Bf 110 twin-engine fighters. [N 1]
Even though it gained a post-war reputation as a mediocre design and style, appropriate only for close air help, more recent analysis such as scrutiny of the records of person Allied squadrons indicates that the P-40 performed surprisingly properly as an air superiority fighter, at times suffering serious losses, but also taking a really heavy toll on enemy aircraft. The P-40 presented the added advantage of low expense, which kept it in production as a ground-attack fighter extended after it was obsolete in the air superiority part.
As of 2008, 19 P-40s were airworthy.
CN – Major Speedy Prototyping China Manufacturer Gives Higher Precision Metal …
Each prototype piece made at Klarm Rapid Prototyping China business is subjected to intense levels of good quality assurance so that each component shipped from its state-of-the-art facility is produced with unbeatable good quality and meets all aspects of consumer …
Read more on Foundry-Planet.com
Major Rapid Prototyping China Manufacturer Offers Higher Precision Metal …
Guangzhou, China — (ReleaseWire) — 01/26/2015 — Guangzhou, China – As Western organizations demand for speedy prototyping increases, Klarm Prototyping has spent the last decade establishing itself as a leader among all Chinese fast prototyping firms.
Read a lot more on Digital Journal | aerospace |
https://nightflightconcepts.com/ | 2024-04-15T07:01:54 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816942.33/warc/CC-MAIN-20240415045222-20240415075222-00105.warc.gz | 0.858921 | 1,113 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__5764108 | en | Dedicated to the
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We offer solutions dedicated to the specific training, equipment, and maintenance needs of military and civil aviation. All our products, equipment, and services meet the stringent requirements and regulations of the Federal Aviation Administration for civil aviation.
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Our NVG equipment, training curriculum, inspection, repair, and maintenance services strictly abide by the requirements and mandates set by global authorities. | aerospace |
https://www.beano.com/posts/around-beanotown-in-80-days-the-race-for-space | 2023-02-05T16:48:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500273.30/warc/CC-MAIN-20230205161658-20230205191658-00255.warc.gz | 0.9614 | 514 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__276316532 | en | Around Beanotown in 80 Days: The Race for Space!
Phil E.S. Dogg wants to enrol in Beanotown's first-ever space pet academy. Can you him fill out this scientific questionnaire?
Not many people know this, but The Beanotown Space Academy opened its doors to a select number of new recruits this summer and there's one spot left in their September class! After beating Gnasher in a game of rock-paper-scissors, Phil E.S. has got his paws on the last entry form. He's always wanted to go into space, ever since he was a tiny pup. So, would you be able to help him through this tough personality quiz that every astronaut must take?
How do you feel about floating around in the dark?
How much do you know about planets and stars?
What kinds of things would you pack for a space adventure?
Who's your favourite space hero?
What sort of spaceship would you feel most comfortable flying?
Pick a famous astronaut!
Space food basically comes out of a tube. Which flavour gloop is least likely to make you do zero gravity guffs?
How much training do you think astronauts do before going into space?
Would you be nervous during take-off?
All astronauts are expecting to document their adventure. How would you do it?
The Beanotown Space Academy says: NOT QUITE!
Halfway though taking this questionnaire, Phil E.S. Dogg decided that he'd prefer to keep all four paws on planet Earth for now and enjoy some science fiction movies instead!
The Beanotown Space Academy says: MAYBE NEXT YEAR!
While The Beanotown Space Academy thought Phil did well, they'd like him to learn more about the different planets and how to float around correctly before joining the class!
The Beanotown Space Academy says: YOU'RE IN!
Thanks to your help, the Beanotown Space Academy would like Phil to enrol this September, so he's got plenty of time to enjoy the summer before beginning an adventure that will be out of this world! Literally – he's going to space soon!
The Beanotown Space Academy says: BLAST OFF!
The Beanotown Space Academy were so impressed with Phil's answers that they'd like him to go on their next mission which takes place this week! Don't worry, he'll be back in time for next week's adventure! Could you help him to decide what to pack? | aerospace |
https://futuretransport-news.com/videos/daedalean-visual-systems-in-operation/ | 2023-06-04T01:43:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649348.41/warc/CC-MAIN-20230603233121-20230604023121-00353.warc.gz | 0.916319 | 313 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__200725153 | en | 22nd March 2021
Daedalean is building autonomous flight control software for civil aircraft of today and advanced aerial mobility of tomorrow. We have developed an onboard visual awareness system demonstrating crucial early capabilities on a path to certification for airworthiness.
Last months, we demonstrated its functions using different helicopters and fixed-wing aircraft: watch how computer vision can navigate, perform guidance to runways and safe emergency landing spots, and detect air traffic under various encounter scenarios.
Now our systems are a reality, flying onboard aircraft. The Evaluation Kit is available for our selected partners to test the systems and plan the integration.
Daedalean recently looked into accidents related to navigation, flight planning, geographic disorientation & navigation error.
Daedalean’s Visual Awareness System (VXS) relies on the input from several (one to four) cameras installed on an aircraft.
Daedalean leverages the power of artificial intelligence to provide superhuman situational awareness systems to aerospace.
Daedalean’s data-collection aircraft photoshoot in the Swiss Alps illustrates the beauty of nature and technology.
Daedalean hires Dr. Yemaya Bordain to lead its new office in Phoenix, AZ, as the company officially opens for business in the United States.
Daedalean has concluded a joint research project with the FAA on Neural Network-Based Runway Landing Guidance for General Aviation.
Use the form opposite to get in touch with Daedalean directly to discuss any requirements you might have. | aerospace |
https://gantdaily.com/2016/06/09/russia-grounds-sukhoi-27-jets-after-crash/ | 2020-06-05T09:30:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348496026.74/warc/CC-MAIN-20200605080742-20200605110742-00331.warc.gz | 0.963067 | 151 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__84425433 | en | The Russian air force has grounded its fleet of Sukhoi-27 fighter jets until determining what caused one of the planes to crash on Thursday, killing the pilot, reported Tass, the government-run news agency.
The warplane, part of the Russian Knights aerobatic team, crashed near Moscow after the team took part in the opening ceremony for a monument to aviators in Ashukino, Tass said.
The Russian Defense Ministry said technical problems probably caused the crash, Tass said.
The Defense Ministry said the pilot steered the plane away from a community and did not have time to eject before the crash, Tass said.
The flight data recorder has been recovered and is in good condition, Tass said. | aerospace |
http://en.ambruslu.com/important-for-luxembourg/the-luxembourg-minister-for-transport-visit-to-moscow-12-13th-of-november-2012.html | 2017-04-23T23:38:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118851.8/warc/CC-MAIN-20170423031158-00478-ip-10-145-167-34.ec2.internal.warc.gz | 0.959472 | 190 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__247188779 | en | The Luxembourg Minister for Transport visit to Moscow, 12-13th of November, 2012
During his visit to Moscow, the Minister for Transport, Mr. Claude Wiseler met with the Deputy Prime Minister of the Russian Federation, Mr. Dmitry Rogozin and the Minister for Transport, Mr. Maxim Sokolov. During their meeting at the House of Government, the Air Service agreement between the governments of the Russian Federation and the Grand-Duchy of Luxembourg and issues about the air-crew visas for Luxembourg airline companies flying to Russia, were discussed.
Both sides agreed to sign an amendment to the Air Service agreement and to welcome the Deputy Prime Minister of the Russian Federation on a working visit to Luxembourg by the end of the year.
Minister Wiseler also had meetings with high-ranking officials of Aeroflot, with the President of Volga-Dnepr Group and with representatives of the Russian aviation sector. | aerospace |
https://spacexchannel.grblock.info/starlink-mission/lm6oqtOsqp-UfqE | 2021-06-23T14:46:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488539480.67/warc/CC-MAIN-20210623134306-20210623164306-00374.warc.gz | 0.928617 | 197 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__81498750 | en | SpaceX is targeting 3:24 a.m. EST on Thursday, March 4 for launch of 60 Starlink satellites from Launch Complex 39A (LC-39A) at Kennedy Space Center in Florida. If needed, there are backup opportunities available at 5:42 a.m. EST on Thursday, March 4, as well as 3:03 a.m. EST and 5:21 a.m. EST on Friday, March 5.
The Falcon 9 first stage rocket booster supporting this mission previously flew on seven missions: the Iridium-8 mission, the Telstar 18 VANTAGE mission, and five Starlink missions. Following stage separation, SpaceX will land Falcon 9’s first stage on the “Of Course I Still Love You” droneship, which will be located in the Atlantic Ocean. One half of Falcon 9’s fairing previously flew on three Starlink missions, and the other half previously supported two Starlink missions. | aerospace |
https://allabouttop10.com/strongest-top-10-air-force-in-the-world/ | 2024-03-03T00:13:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476137.72/warc/CC-MAIN-20240302215752-20240303005752-00716.warc.gz | 0.964466 | 1,719 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__64531424 | en | If you’re looking for the Strongest Top 10 Air Force in The World, then you are at the right place. In this article, we will discuss the Strongest Top 10 Air Force in The World.
The air force’s importance in contemporary combat is unquestionable. It is the main combat force on the battlefield, and it is also an important strategic force in high-tech local wars. To make a small summary of the ranking of the strongest and most powerful top 10 air force in the world.
Strongest Top 10 Air Force in The World
As the leading military force on the African continent, Egypt has a total of more than 1,100 aircraft. The Egyptian Air Force has installed many advanced fighter jets from other countries, and there are still more than 200 F-16 fighter jets in active service. In addition, Egypt was the first customer to purchase the “Rafale” fighter, and its strength should not be underestimated.
Compared with the all-powerful situation during World War I and World War II, today’s Luftwaffe seems to have lost its glory in the past. Most of the “Typhoon” fighters it owns are in a grounded state, and Tornado is also facing replacement problems. Even basic airframe maintenance has stopped. However, Germany still has a strong industrial foundation and high-quality military personnel. The military strength seems to be declining, and it can be restored in a short time when it is really needed.
Turkey is considered one of the most powerful air forces in NATO. Because it has maintained a close ally relationship with the United States for a long time, the Turkish Air Force is equipped with almost all American fighters. The main fighter in active service is still the American-made F-16. Currently, Turkey plans to develop fifth-generation stealth fighters and plans to allocate 160 billion U.S. dollars to build a modern air force.
With a land area of just over 20,000 square kilometers, Israel’s victory in many local wars is inseparable from its powerful air power and rich actual combat experience. A variety of advanced combat aircraft and weapons and equipment of the Israeli Air Force come from the United States and other Western countries. The total number of aircraft is more than 650. Coupled with the military atmosphere of all soldiers and high-level pilots, a powerful Israeli Air Force has been formed.
See also ”The Top 10 Poorest Countries in The World”
The Indian Air Force was established in 1932. The strength of the Indian Air Force is actually quite controversial. It does have strong “hardware strength”, with a large number of military aircraft and much-advanced combat aircraft, but most of this hard power comes from other countries. For example, most of the aircraft equipped by the Indian Air Force come from Russia and Western countries. However, its domestically produced LCA “Glorious” fighter has a lot of slots. However, the strength bought is also strength. If only in terms of hardware conditions, the Indian Air Force is still ranked first in the world.
As far as the main aviation unit is concerned, the many Su-30Mk and Rafale it is equipped with are the best among the third-generation aircraft (called the fourth-generation in Russia) in the world today, and the age of the aircraft is relatively new, while the MiG 21 and Mirage 2000 are even more advanced. It has attracted much attention because of its outstanding performance.
France’s air force was Founded in 1909. The French Air Force is the earliest country in the world to establish a military aviation force. France not only has strong air power but also has a very developed domestic aircraft manufacturing industry. Founded after the end of World War II, France’s Dassault Aviation is now a leading manufacturer of European fighter jets. The “Rafale” fighter it designed and manufactured is also very popular in the international arms sales market and was once sold at a price of 240 million US dollars. to India.
However, during the air strike against Libya in 2011, the shortcomings of the French Air Force were exposed, and there was a serious shortage of precision-guided munitions during the operation. In general, although the French Air Force has outstanding high-performance fighters, it needs to increase research and development and investment in sensor pods and weapons inventory, which is an urgent problem to be solved.
4. Great Britain
The British Royal Air Force has a long history. It played a major role in the face of Nazi Germany during World War II. It blocked Nazi Germany with more than 2,000 fighters and 2,500 bombers with more than 2,000 fighters and 800 bombers. Today’s British Royal Air Force may not be as brilliant as it used to be, but a dead camel is bigger than a horse. The total number of British aircraft is more than 800. The main fighters of the Royal Air Force are now European “Typhoon” fighters and F-35 fighters purchased from the United States.
In addition, the Royal Air Force also has various types of combat aircraft. Perhaps it does not have too prominent advantages, but its deep family background also makes it have no outstanding shortcomings.
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The Chinese Air Force is also developing relatively fast. It was established in 1949. The strength of Chinese Air Force ranks first in Asia, and it has also successfully entered the first echelon in the world. The total number of aircraft in China is nearly 3,000, second only to Russia, and it is the second country after the United States to have fifth-generation stealth fighters and has a large number of main fighters such as J-20, J-16, J-11, and Su-30MKK, Su-35 and other Russian-made fighters. After the J-20 is mass-produced and a large number of second and third-generation fighters are replaced, the strength of the Chinese Air Force will be further improved.
The Russian Air Force was established in 1991. The current Russian Air Force can be regarded as the “finished product” after several twists and turns, and it is well-deserved as the world’s second-largest air force. The Russian Air Force has a total of more than 3,700 military aircraft, of which more than 1,300 are helicopters. From the perspective of the scale of military aircraft, Russia still has a big gap compared with the United States, but it still has advantages compared with other countries.
The number of Russian helicopters is the largest in the world, and the number of fighters is less than that of China. However, it must be considered that China still has a large number of second and third-generation fighters in active service, and the field of bombers is also firmly seated as the second in the world. Additionally, the fifth-generation stealth fighter Su-57 from Russia is anticipated to go into service in 2019.
1. United States
There is no doubt that the United States has the most advanced and powerful and strongest air force in the world, with a total of 13,762 military aircraft equipped. The U.S. Air Force was established in 1947. It is mainly composed of strategic forces, tactical forces, aerospace forces, and special operations forces. Excluding the combat aircraft equipped by the navy and army, the number of aircraft owned by the U.S. Air Force far exceeds that of China, Russia, Britain, France, India, and other air force powers.
The U.S. Air Force’s huge fighter fleet is dominated by mature fourth-generation aircraft. The number of F-16 series fighters is nearly 1,000, which is more than the total number of aircraft in many countries.
The U.S. Air Force takes the lead in the field of fifth-generation aircraft The F-22 fighter, which went into service in 2005, remains the world’s most technologically advanced fifth-generation aircraft. It can be said that the U.S. Air Force has almost no model shortcomings, and fighter jets, bombers, special operations aircraft, early warning aircraft, aerial refueling aircraft, helicopters, trainer aircraft, and other models all have quantitative or qualitative advantages.
See also ”The Top 10 Martial Artists in The World Ever” | aerospace |
https://airlinkconsulting.com/contact/ | 2024-03-04T04:09:08 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476413.82/warc/CC-MAIN-20240304033910-20240304063910-00805.warc.gz | 0.911951 | 476 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__152623857 | en | - Check out our FAQ section below for common questions.
- Please get in touch for consulting services and corporate training information. We have a complete program available for Transport Canada Compliant RPAS operations.
- We also offer online, in-person and on-site training for basic & advanced RPAS operations.
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Frequently Asked Questions
1. What is an RPAS Aircraft?
Transport Canada defines an RPAS as an aircraft. RPAS is the International Civil Aviation Organization which is "Remotely Piloted Aircraft System". Other terms such as drone, UAS or Unmanned aerial System and UAV Unmanned Aerial Vehicle all have the same meaning.
RPAS is the government term used in the Canadian Aviation Regulations.
2. What is required to obtain the basic or advanced pilot Certificate?
A Transport Canada written exam is required for the Basic Drone Pilot Certification and the Advanced Drone Pilot Certificate.
3. Do I need to write both RPAS exams?
No. The basic exam is a separate exam. However, if you take the RPAS Advanced Pilot Certification Exam you will be issued a Basic RPAS Pilot Certificate until the completion of a Flight Review.
Upon completion of the flight review you will be issued the Advanced RPAS Pilot Certificate.
4. Is a flight review required for both drone/RPAS pilot certificates?
No. Only the Advanced RPAS Pilot Certificate requires a flight review to complete the certification process.
5. Do I need a RPAS Pilot certificate for small drones?
Small Drones under 250grams do not fall under the Canadian Aviation Regulations part IX. However you are subject to the following:
"900.06 Reckless or Negligent Operation
No person shall operate a remotely piloted aircraft system in such a reckless or negligent manner as to endanger or be likely to endanger aviation safety or the safety of any person".
Although the small drone is not subject to the main rules it is likely that if you fly close to an airport or contravene other regulations under CAR Part IX you would be subject to 900.06.
So although you do not need a pilot certificate it would be advisable to become aware of regulations that apply to both basic and advanced RPAS pilots.
Regardless of the drone size it can be a hazard to other aircraft. | aerospace |
http://www.desertdispatch.com/article/20110415/NEWS/304159998 | 2017-08-17T13:41:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-34/segments/1502886103316.46/warc/CC-MAIN-20170817131910-20170817151910-00521.warc.gz | 0.914742 | 182 | CC-MAIN-2017-34 | webtext-fineweb__CC-MAIN-2017-34__0__129469868 | en | LAS VEGAS (AP) — Nellis Air Force Base says area residents may notice increased noise and activity in the skies over southern Nevada and parts of California during air combat training exercises for the next two weeks.
The exercises dubbed Green Flag West run through April 29.
Warplanes and support aircraft will fly from the Las Vegas-area base to Fort Irwin north of Barstow.
They will be providing close air support training for units preparing to deploy overseas.
Aircraft involved include F-16 Fighting Falcons from Shaw Air Force Base, S.C., B-1B Lancer bombers from Ellsworth Air Force Base, S.D., and KC-135 Stratotankers from the 117th Air Refueling Squadron at Forbes Field, Kan.
A Cessna 182 Predator Surrogate from the Civil Air Patrol at North Las Vegas Airport will also participate. | aerospace |
https://thetechsurge.com/news/2017/9/30/elon-musk-shares-photos-of-a-spacex-bases-on-the-moon-and-mars | 2019-09-21T22:17:52 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514574665.79/warc/CC-MAIN-20190921211246-20190921233246-00370.warc.gz | 0.977719 | 439 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__49028793 | en | Elon Musk Shares Photos of a SpaceX Base on the Moon and Mars
Yes, you did read that correctly. Elon Musk shared photos with the world about a potential SpaceX staging base on both the Moon and Mars, within the next 5 years. Here’s everything you need to know.
Just before a presentation on colonizing Mars last week, Elon Musk shared a rendered photo of a potential interplanetary rocket, sitting on the surface of the Moon. The photo was shared via Instagram (below), and was captioned with “Moon Base Alpha,” suggesting that this would be the first of several bases on the Moon. This idea would be completed with SpaceX’s Interplanetary Transport System that the company has been working on for some time, and could be the driving force that establishes a true human presence on the Moon and Mars later down the road.
Musk did not share anything more than that with viewers, but the idea was a surprise to many as Musk has stressed colonization on Mars, not the Moon, and clearly that has changed. Musk never liked the idea of colonizing the Moon as the planet is so small, but with the current administration, and foreign countries continuing to increase interest in colonizing the Moon, these photos could help to sell the idea to a potential buyer. If the premise is the same both planets, then it could also be used to sell a trip to Mars in several years as the Moon could be a stepping stone to Mars.
Speaking of Mars, Musk also posted a rendering of a SpaceX base and city like living area on Mars to his Instagram account as well (below). During his presentation, Musk went into some detail, and his ultimate goal is to be on the planet (that being Mars) by 2024, only seven years from now.
Undoubtedly, this is a very, very big undertaking. There are a lot of moving pieces, and a single problem could derail that time table. If Musk can pull this off, however, it will forever change space exploration. Time will tell how other countries and private companies react to the very ambitious goal that Musk has set for himself and his team over at SpaceX. | aerospace |
http://docshare.tips/the-instrument-landing-system-ils-is-a_577ad777b6d87f21538b47a7.html?utm_source=docshare&utm_medium=sidebar&utm_campaign=5870c21bb6d87f4d088b473d | 2020-08-07T12:20:21 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737178.6/warc/CC-MAIN-20200807113613-20200807143613-00131.warc.gz | 0.919173 | 4,278 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__68296429 | en | The Instrument Landing System (ILS) is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway, using a combination of radio signals and, in many cases, high-intensity lighting arrays to enable a safe landing during instrument meteorological conditions (IMC), such as low ceilings or reduced visibility due to fog, rain, or blowing snow. Instrument Approach Procedure charts (or "approach plates") are published for each ILS approach, providing pilots with the needed information to fly an ILS approach during instrument flight rules (IFR) operations, including the radio frequencies used by the ILS components or navaids and the minimum visibility requirements prescribed for the specific approach. Radio-navigation aids must keep a certain degree of accuracy (given by international standards, FAA, ICAO...); to assure this is the case, Flight inspection organizations check periodically critical parameters with properly equipped aircraft to calibrate and certify ILS precision. An ILS consists of two independent sub-systems, one providing lateral guidance (Localizer), the other vertical guidance (Glideslope or Glide Path) to aircraft approaching a runway. Aircraft guidance is provided by the ILS receivers in the aircraft by performing a modulation depth comparison.
The emission patterns of the localizer and glideslope signals. Note that the glideslope beams are partly formed by the reflection of the glideslope aerial in the ground plane. A localizer (LOC, or LLZ in Europe) antenna array is normally located beyond the departure end of the runway and generally consists of several pairs of directional antennas. Two signals are transmitted on one out of 40 ILS channels between the carrier frequency range 108.10 MHz and 111.95 MHz (but only the odd kHz, so 108.10 108.15
108.30 and so on are LOC frequencies but 108.20 108.25 108.40 and so on are not). One is modulated at 90 Hz, the other at 150 Hz and these are transmitted from separate but colocated antennas. Each antenna transmits a narrow beam, one slightly to the left of the runway centerline, the other to the right. The localizer receiver on the aircraft measures the Difference in the Depth of Modulation (DDM) of the 90 Hz and 150 Hz signals. For the localizer, the depth of modulation for each of the modulating frequencies is 20 percent. The difference between the two signals varies depending on the position of the approaching aircraft from the centerline. If there is a predominance of either 90 Hz or 150 Hz modulation, the aircraft is off the centerline. In the cockpit, the needle on the Horizontal Situation Indicator, or HSI (The Instrument part of the ILS), or CDI (Course deviation indicator), will show that the aircraft needs to fly left or right to correct the error to fly down the center of the runway. If the DDM is zero the aircraft is on the centerline of the localizer coinciding with the physical runway centerline. A glideslope or Glidepath (GP) antenna array is sited to one side of the runway touchdown zone. The GP signal is transmitted on a carrier frequency between 329.15 and 335 MHz using a technique similar to that of the localizer. The centerline of the glideslope signal is arranged to define a glideslope of approximately 3° above horizontal (ground level). The beam is 1.4° deep; 0.7° below the glideslope centerline and 0.7° above the glideslope centerline. Localizer and glideslope carrier frequencies are paired so that only one selection is required to tune both receivers. These signals are displayed on an indicator in the instrument panel. This instrument is generally called the omni-bearing indicator or nav indicator. The pilot controls the aircraft so that the indications on the instrument (i.e. the course deviation indicator) remain centered on the display. This ensures the aircraft is following the ILS centreline (i.e. it provides lateral guidance). Vertical guidance, shown on the instrument by the glideslope indicator, aids the pilot in reaching the runway at the proper touchdown point. Some aircraft possess the ability to route signals into the autopilot, allowing the approach to be flown automatically by the autopilot.
Localizer array and approach lighting at Whiteman Air Force Base, Johnson County, Missouri. In addition to the previously mentioned navigational signals, the localizer provides for ILS facility identification by periodically transmitting a 1020 Hz morse code
identification signal. For example, the ILS for runway 04R at John F. Kennedy International Airport transmits IJFK to identify itself, while runway 04L is known as IHIQ. This lets users know the facility is operating normally and that they are tuned to the correct ILS. The glideslope transmits no identification signal, so ILS equipment relies on the localizer for identification. Modern localizer antennas are highly directional. However, usage of older, less directional antennas allows a runway to have a non-precision approach called a localizer back course. This lets aircraft land using the signal transmitted from the back of the localizer array. This signal is reverse sensing so a pilot may have to fly opposite the needle indication (depending on the equipment installed in the aircraft). Highly directional antennas do not provide a sufficient signal to support a backcourse. In the United States, backcourse approaches are commonly associated with Category I systems at smaller airports that do not have an ILS on both ends of the primary runway.
Marker beacons
The NDB station co-located with Middle Marker of Beijing Capital International Airport ILS RWY36L Main article: Marker beacon On most installations marker beacons operating at a carrier frequency of 75 MHz are provided. When the transmission from a marker beacon is received it activates an indicator on the pilot's instrument panel and the tone of the beacon is audible to the pilot. The distance from the runway at which this indication should be received is promulgated in the documentation for that approach, together with the height at which the aircraft should be if correctly established on the ILS. This provides a check on the correct function of the glideslope. In modern ILS installations a DME is installed, co-located with the ILS, to augment or replace marker beacons. A DME continuously displays the aircraft's distance to the runway. Outer marker
Blue outer marker
The outer marker should be located 7.2 km (3.9 NM) from the threshold except that, where this distance is not practicable, the outer marker may be located between 6.5 and 11.1 km (3.5 and 6 NM) from the threshold. The modulation is repeated Morse-style dashes of a 400 Hz tone. The cockpit indicator is a blue lamp that flashes in unison with the received audio code. The purpose of this beacon is to provide height, distance and equipment functioning checks to aircraft on intermediate and final approach. In the United States, an NDB is often combined with the outer marker beacon in the ILS approach (called a Locator Outer Marker, or LOM); in Canada, low-powered NDBs have replaced marker beacons entirely. Middle marker
Amber middle marker The middle marker should be located so as to indicate, in low visibility conditions, the missed approach point, and the point that visual contact with the runway is imminent, ideally at a distance of approximately 3,500 ft (1,100 m) from the threshold. It is modulated with a 1300 Hz tone as alternating dots and dashes at the rate of two per second. The cockpit indicator is an amber lamp that flashes in unison with the received audio code. Inner marker
White Inner Marker The inner marker, when installed, shall be located so as to indicate in low visibility conditions the imminence of arrival at the runway threshold. This is typically the position of an aircraft on the ILS as it reaches Category II minima. Ideally at a distance of approximately 1,000 ft (300 m) from the threshold. The modulation is Morse-style dots at 3000 Hz. The cockpit indicator is a white lamp that flashes in unison with the received audio code.
Main article: Distance Measuring Equipment Distance measuring equipment (DME) provides pilots with a slant range measurement of distance to the runway in nautical miles. DMEs are augmenting or replacing markers in many installations. The DME provides more accurate and continuous monitoring of correct progress on the ILS glideslope to the pilot, and does not require an installation outside the airport boundary. When used in conjunction with an ILS, the DME is often
sited midway between the reciprocal runway thresholds with the internal delay modified so that one unit can provide distance information to either runway threshold. On approaches where a DME is specified in lieu of marker beacons, the aircraft must have at least one operating DME unit to begin the approach, and a "DME Required" restriction will be noted on the Instrument Approach Procedure.
It is essential that any failure of the ILS to provide safe guidance be detected immediately by the pilot. To achieve this, monitors continually assess the vital characteristics of the transmissions. If any significant deviation beyond strict limits is detected, either the ILS is automatically switched off or the navigation and identification components are removed from the carrier. Either of these actions will activate an indication ('failure flag') on the instruments of an aircraft using the ILS.
Approach lighting
Some installations include medium or high intensity approach light systems. Most often, these are at larger airports. The approach lighting system (abbreviated ALS) assists the pilot in transitioning from instrument to visual flight, and to align the aircraft visually with the runway centerline. At many non-towered airports, the intensity of the lighting system can be adjusted by the pilot, for example the pilot can click their microphone 7 times to turn on the lights, then 5 times to turn them to medium intensity.
Use of the Instrument Landing System
At controlled airports, air traffic control will direct aircraft to the localizer via assigned headings, making sure aircraft do not get too close to each other (maintain separation), but also avoiding delay as much as possible. Several aircraft can be on the ILS at the same time, several miles apart. An aircraft that has come within two and a half degrees of the localizer course (half scale deflection shown by the course deviation indicator) is said to be established on the approach. Typically, an aircraft will be established by at least two miles prior to the final approach fix (glideslope intercept at the specified altitude). Aircraft deviation from the optimal path is indicated to the flight crew by means of display with "needles" (a carry over from when an analog meter movement would indicate deviation from the course line via voltages sent from the ILS receiver). The output from the ILS receiver goes both to the display system (Head Down Display and Head-Up Display if installed) and can also go to the Flight Control Computer. An aircraft landing procedure can be either "coupled", where the Flight Control Computer directly flies the aircraft and the flight crew monitor the operation; or "uncoupled" (manual) where the flight crew fly the aircraft uses the HUD and manually control the aircraft to minimize the deviation from flight path to the runway centreline.
Rate-of-descent formula
A useful formula pilots use to calculate the descent rate on the glideslope. Rate of Descent = Glideslope Angle × ( Groundspeed / 60 ) × 100 where:
• • •
Rate of Descent is in feet per minute Glideslope angle is in degrees from the horizontal (Usually 3 degrees) Groundspeed is in knots
If the glideslope is the standard 3 degrees then the formula can be further simplified to: Rate of Descent = 5 × Groundspeed
Decision altitude/height
Once established on an approach, the Autoland system or pilot will follow the ILS and descend along the glideslope, until the Decision Altitude is reached (for a typical Category I ILS, this altitude is 200 feet above the runway). At this point, the pilot must have the runway or its approach lights in sight to continue the approach. If neither can be seen, the approach must be aborted and a missed approach procedure will be performed. This is where the aircraft will climb back to a predetermined altitude and position. From there the pilot will either try the same approach again, try a different approach or divert to another airport. Aborting the approach (as well as the ATC instruction to do so) is called executing a missed approach.
ILS categories
There are three categories of ILS which support similarly named categories of operation. Information below is based on ICAO - certain states may have filed differences. Check with your state's documentation.
Category I - A precision instrument approach and landing with a decision height not lower than 200 feet (61 m) above touchdown zone elevation and with either a visibility not less than 800 meters (2,625 ft) or a runway visual range not less than 550 meters (1,804 ft). Category II - Category II operation: A precision instrument approach and landing with a decision height lower than 200 feet (61 m) above touchdown zone
elevation but not lower than 100 feet (30 m), and a runway visual range not less than 300 meters (984 ft). Category III is further subdivided o Category III A - A precision instrument approach and landing with: a) a decision height lower than 100 feet (30 m) above touchdown zone elevation, or no decision height; and b) a runway visual range not less than 200 meters (656 ft). o Category III B - A precision instrument approach and landing with: a) a decision height lower than 50 feet (15 m) above touchdown zone elevation, or no decision height; and b) a runway visual range less than 200 meters (656 ft) but not less than 50 meters (164 ft). o Category III C - A precision instrument approach and landing with no decision height and no runway visual range limitations. A Category III C system is capable of using an aircraft's autopilot to land the aircraft and can also provide guidance along the runway surface.
In each case a suitably equipped aircraft and appropriately qualified crew are required. For example, Cat IIIc requires a fail-operational system, along with a Landing Pilot (LP) who holds a Cat IIIc endorsement in their logbook, Cat I does not. A Head-Up Display which allows the pilot to perform aircraft maneuvers rather than an automatic system is considered as fail-operational. Cat I relies only on altimeter indications for decision height, whereas Cat II and Cat III approaches use radar altimeter to determine decision height. An ILS is required to shut down upon internal detection of a fault condition as mentioned in the monitoring section. With the increasing categories, ILS equipment is required to shut down faster since higher categories require shorter response times. For example, a Cat I localizer must shutdown within 10 seconds of detecting a fault, but a Cat III localizer must shut down in less than 2 seconds.
Limitations and alternatives
The Glideslope station for runway 09R at Hanover Airport in Germany
Due to the complexity of ILS localizer and glideslope systems, there are some limitations. Localizer systems are sensitive to obstructions in the signal broadcast area like large buildings or hangars. Glideslope systems are also limited by the terrain in front of the glideslope antennas. If terrain is sloping or uneven, reflections can create an uneven glidepath causing unwanted needle deflections. Additionally, since the ILS signals are pointed in one direction by the positioning of the arrays, ILS only supports straight in approaches (though a modified ILS called an Instrument Guidance System (IGS) is also occasionally used, the most famous example being that which was in use at one of the runways of Kai Tak Airport, Hong Kong to accommodate a non-straight approach; IGSes are also called Localizer Type Directional Aids in the US). Installation of ILS can also be costly due to the complexity of the antenna system and siting criteria. To avoid hazardous reflections that would affect the radiated signal ILS critical areas and ILS sensitive areas are established. Positioning of these critical areas can prevent aircraft from using certain taxiways. This can cause additional delays in take offs due to increased hold times and increased spacing between aircraft. In the 1980s there was a major US & European effort to establish the Microwave Landing System, which is not similarly limited and which allow curved approaches. However, a combination of airline reluctance to invest in MLS, and the rise of GPS has resulted in its failure to be adopted in US Civil Aviation. The Transponder Landing System (TLS) is another alternative to an ILS that can be used where a conventional ILS will not work or is not cost-effective. Localizer Performance with Vertical guidance (LPV) is the latest alternative to the ILS. Based on WAAS, LPV has similar minima to ILS for appropriately equipped aircraft. As of November, 2008 the FAA has published more LPV approaches than Category I ILS procedures. An alterative to ILS is the Ground-Based Augmentation System (GBAS), a safety-critical system that augments the GPS Standard Positioning Service (SPS) and provides enhanced levels of service. It supports all phases of approach, landing, departure, and surface operations within the VHF coverage volume. (LAAS is the GBAS equivalent in the United States). GBAS is expected to play a key role in modernization and in allweather operations capability at CATI/II and III airports, terminal area navigation, missed approach guidance and surface operations. GBAS provides the capability to service the entire airport with a single frequency (VHF transmission) whereas ILS requires a separate frequency for each runway end. GBAS CAT-I is seen as a necessary step towards the more stringent operations of CAT-II/III precision approach and landing. Until recently, the technical risk of implementing GBAS prevented wide spread acceptance of the technology. The FAA, along with industry, have fielded Provably Safe Prototype GBAS stations which mitigate the impact of satellite signal deformation, ionosphere differential error, ephemeris error and multipath.
Tests of the ILS system began in 1929, and the Civil Aeronautics Administration (CAA) authorized installation of the system in 1941 at six locations. The first landing of a scheduled U.S. passenger airliner using ILS was on January 26, 1938, as a Pennsylvania Central Airlines Boeing 247-D flew from Washington, D.C., to Pittsburgh and landed in a snowstorm using only the Instrument Landing System. The first fully automatic landing using ILS occurred at Bedford Airport UK in March 1964.
The Microwave Landing System (MLS) introduced in the 1970s was intended to replace ILS but fell out of favor in the United States because of satellite based systems. However, it is showing a resurgence in the United Kingdom for civil aviation. ILS and MLS are the only standardized systems in Civil Aviation that meet requirements for Category III automated landings. The first Category III MLS for civil aviation was commissioned at Heathrow airport in March 2009. The advent of the Global Positioning System (GPS) provides an alternative source of approach for aircraft. In the US, the Wide Area Augmentation System (WAAS) has been available to provide precision guidance to Category I standards since 2007, and the equivalent in Europe, the European Geostationary Navigation Overlay Service (EGNOS), is currently undergoing final trials and will be certified for safety of life applications in 2010. Other methods of augmentation are in development to provide for Category III minimums or better, such as the Local Area Augmentation System (LAAS). The FAA Ground-Based Augmentation System (GBAS) office is currently working with industry in anticipation of the certification of the first GBAS ground station in Memphis, TN; Sydney, Australia; Bremen, Germany; Spain and Newark, NJ. All four countries have installed GBAS systems and are involved in technical and operational evaluation activities. The Honeywell and FAA team are working on the System Design Approval of the world’s first Non-Federal U.S. approval for LAAS Category I operations; expected in first quarter 2009 and compliant with International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPs) Category I LAAS.
Frequency list
Frequencies are in MHz. Channe LOC l 18X Channe LOC l Channe LOC l Channe LOC l | aerospace |
http://www.traveller.com.au/flights-with-a-view-qantas-bridges-gap-with-new-ally-2gyxb | 2017-10-19T23:41:30 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187823482.25/warc/CC-MAIN-20171019231858-20171020011814-00028.warc.gz | 0.949656 | 175 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__287678439 | en | For 10 minutes on Sunday morning, two colossuses of the sky will fly tight and low over the Harbour Bridge.
Emirates and Qantas are holding the flyover at about 10.30am to mark their new commercial partnership. It will be the first time two A380 jets - the world's largest passenger aircraft - have flown in formation.
Cruising at 1500 feet, the height at which passenger jets drop their wheels before landing, the planes will fly across the Harbour Bridge and turn around and pass it again.
"The crews we've gathered from both sides have an ex-military [background]," Qantas first officer Jim Eaglen says.
The crew have flown the route dozens of times in flight simulators over the past months.
The Australian carrier will now route its flights to London through Dubai and begin operating flights with Emirates. | aerospace |
https://www.stsci.edu/contents/events/stsci/2021/october/2021-nasa-hubble-fellowship-program-nhfp-symposium | 2023-03-25T07:38:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945317.85/warc/CC-MAIN-20230325064253-20230325094253-00646.warc.gz | 0.889346 | 161 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__21352041 | en | 2021 NASA Hubble Fellowship Program (NHFP) Symposium
This will be a fully virtual symposium.
NASA's Hubble, Einstein and Sagan Fellowship programs have recently merged to form the NASA Hubble Fellowship Program (NHFP), continuing NASA’s pursuit of excellence in space science, through support of some of the field’s most creative and innovative recent PhD scientists.
An important part of the NHFP is the annual Symposium, which provides current Fellows the opportunity to discuss results of their research, and to meet other Fellows and the scientific and administrative staff who manage the program. The 2021 Symposium will include the Fellows from Hubble, Einstein and Sagan Fellows programs who will join together to share results across all fields of NASA astrophysics. | aerospace |
http://www.2excelaviation.com/lines-of-business/t2/ | 2017-04-30T01:08:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123635.74/warc/CC-MAIN-20170423031203-00107-ip-10-145-167-34.ec2.internal.warc.gz | 0.907247 | 272 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__199101514 | en | For further information or to request a quote for T2’s services, please contact:
Tel: +44 (0)1604 671309
B727 Aerial Dispersant
The T2 B727s are the only compliant large jet oil spill dispersant aircraft on the planet, reducing response times and providing a rapid and reliable capability for the customer whenever and wherever it is needed. The on-board dispersant spraying system, TERSUS, is the only system in the world that meets new EASA and FAA regulations for oil dispersant liquids, leaving legacy systems in its wake. Flown by specialist crews approved to fly at 150ft by the UK CAA, the B727 aircraft are on 4-hour readiness to go anywhere in the world, 365 days a year.
For Oil Spill Response Ltd, 2Excel also operates a PA-31 Navajo Special Missions aircraft, equipped with state of the art sensors and high bandwidth communications equipment. This aircraft is on 1-hour readiness, 365 days a year, to respond to any incident within the UK Continental Shelf area, operating alone or alongside the B727 spray aircraft. With EO, IR and UV sensors and broadband satellite communications, this platform can send real-time video and analysis back to the customer operations centre, or to anywhere else in the world. | aerospace |
http://cosmicchatter.org/news/0038-putin-unvels-major-russian-space-investment | 2018-10-17T16:54:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511203.16/warc/CC-MAIN-20181017153433-20181017174933-00256.warc.gz | 0.959925 | 444 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__50706036 | en | It's been exactly fifty-two years since man first ventured into space. That event, accomplished by Yuri Gagarin, became one of the pinnacles of Soviet rule. For eight years, until Neil Armstrong stepped on the Moon, Russian power in space seemed premier. In the intervening five decades, Russia has remained a superpower in space. They joined America in the first international docking in space, built the first permanent space station, and have become the sole vector for delivering astronauts into orbit. But, as economic troubles slow the nation, Russia has begun to slip behind in the race for innovation. High profile failures have decimated their Mars research program and an aging-but-reliable Soyuz capsule has remained in service for nearly half a century.
On the anniversary of their greatest triumph, Russian president Vladimir Putin has announced that his country plans to get back on top. With a boost of over $50 billion in the next seven years, Russia will revamp its launch facilities, energize its research programs, and step up plans for unmanned exploration. Central to this plan is the construction of a new space complex on Russian soil. Since Gagarin's pioneering trip, all Russian rockets have departed from a base in Kazakhstan. No more - by 2015, unmanned missions will launch from a new Russian base. Three years later, manned trips will follow.
You could argue, however, that Russia is still premier in the manned space initiative. After all, only they can still launch astronauts. Where they're falling behind isn't in sending people to space, but robotic explorers. The 2011 loss of the Phobos-Grunt mission to Mars was but the latest of more than a dozen failures to study the red planet. This infusion of research dollars should help modernize their assembly facilities and increase their chances of future success.
There's no doubt that a strong Russia in space is good for the world. With budgets worldwide contracting, any nation willing to step up and lead with a spirit of international cooperation should be embraced wholeheartedly. We need more money, more experience, and more research to get where we want to go. Russia can offer all of that, and I applaud them for stepping up to deliver. | aerospace |
https://www.tech-news.websawa.com/tour-on-a-private-jet-of-a-new-generation-of-gulfstream-g600/ | 2020-01-17T13:46:37 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250589560.16/warc/CC-MAIN-20200117123339-20200117151339-00541.warc.gz | 0.958763 | 375 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__49254277 | en | Not many can boast of having a private jet Gulfstream. They are designed for the richest and most influential people of our time. The new generation of Gulfstream G500 and G600 have to give these people even more luxury and comfort. Our colleagues from Business Insider has looked into the G600 and showed everything that most people will be able to see the picture.
The Gulfstream G500 is worth 45.5 million dollars. The largest aircraft size Gulfstream G600 is 57,9 million dollars. Of course, the aircraft can not be cheap. Especially a new one. But the cost is affected not only by its flight characteristics. G600 is a luxury plane. The new model will begin flights later this year.
Length Gulfstream G600 – 30 meters. It is 7.5 meters tall, and the wingspan is 28.5 meters. Should come inside and you will see a luxurious interior, leather. It is designed for 19 passengers.
As G600 is designed for long flights, it not only has seats for passengers, but also space for recreational pilots.
Immediately catch the eye stone countertops and stone floor and a large multimedia system. Say, in the plane a quick Wi-Fi.
Media management and other systems of the aircraft by using the touch panel, which is located in the wooden armrest.
For passengers, there are sofas and dining tables. In the nose and the tail of the plane located bathrooms with everything you need.
In the cockpit you can see the 10 of touch screens with various information. Probably, this cabin is a pleasure to fly even in the far distance. Gulfstream G600 can fly 12,000 kilometers without landing. He does not need refueling for a flight from London to Tokyo. This plane can be compared to a luxury hotel, only it quickly can fly. | aerospace |
https://en.news.ru/tech-science/nasa-perseverance-fails-its-first-attempt-collect-rocks-mars/ | 2021-10-23T17:26:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585737.45/warc/CC-MAIN-20211023162040-20211023192040-00516.warc.gz | 0.970652 | 309 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__60380637 | en | NASA’s Perseverance fails in its first attempt to collect rocks on Mars
15:34, 07 August 2021
Analysts are examining the data received.
The Perseverance rover did not manage to collect samples of Martian rocks or dirt, NASA representatives have announced. It was the first attempt of the rover.
Perseverance surface mission manager Jessica Samuels has said that the process of getting samples is entirely autonomous and that the news was learnt only after having measured the volume of the sample, which turned out to be empty.
Perseverance project manager Jennifer Trosper has indicated that the problem is not likely to be linked with the rover’s software or hardware malfunction, adding that the failure is probably due to an unanticipated rock reaction.
The Curiosity rover faced similar problems several years ago. While drilling rocks the rover discovered that they were considerably tougher than expected.
NASA officials have stated that the team was working on the case and the right solution will be found. In the days to come the squad will scrutinize the data received and perform some extra diagnostics to find the cause.
They have added that this is not a major failure since the rover has 43 sampling tubes in total. It is supposed to fill at least 20 tubes with the substance dug from the holes it bores with its 7-ft arm.
The Perseverance mission cost almost $3 bln. Its two essential missions are to detect any signs of life on the planet and bring some Martian samples to Earth. | aerospace |
https://gna.org.gh/2020/08/nasa-astronauts-make-historic-return-to-earth-aboard-spacex-capsule/ | 2024-04-14T17:35:25 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.19/warc/CC-MAIN-20240414161724-20240414191724-00551.warc.gz | 0.959947 | 892 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__107676701 | en | New York, Aug. 3, (dpa/GNA) – Two US astronauts returned to Earth from the International Space Station on Sunday, ending a historic mission testing human space flight operations for SpaceX hardware.
It marked the first water landing by NASA astronauts since 1975, and the first time a private firm, rather than a government space agency, ferried astronauts to and from orbit.
Bob Behnken and Doug Hurley, who captained the SpaceX Crew Dragon spacecraft, splashed down in the Gulf of Mexico off the coast of Florida’s Pensacola.
“Welcome back to planet Earth, thanks for flying SpaceX,” mission control said.
“It was truly our honour and privilege,” Hurley replied.
The two astronauts were awoken for the final leg of the 19-hour trip on Sunday by audio recordings from their sons, urging them to “hurry home,” after the capsule undocked from the ISS a day earlier.
Before leaving orbit, the spacecraft jettisoned its bottom half, known as the trunk, in order to expose the heat shield that protects the capsule and pilots during atmospheric re-entry.
Four giant parachutes deployed inside Earth’s atmosphere, slowing the spacecraft down to about 24 kilometres per hour (kph) for splashdown, down from 25,000 kph it travelled while orbiting Earth.
Concerns about the weather had dogged the end of the mission, with tropical storm Isaias moving in the region. But SpaceX officials on Sunday described the weather around the splashdown site as “very calm.”
A SpaceX recovery ship, carrying more than 40 personnel, including engineers and doctors, hoisted the capsule from the water, following checks by two fast boats.
Over an hour after splashdown, Behnken and Hurley emerged from the Dragon Endeavour capsule in their space suits, catching their first breath of fresh air since leaving Earth 64 days earlier.
Both gave a thumbs up and were met with applause as they left the spacecraft.
They were assisted onto a stretcher for medical checks, as “readjusting to gravity can be a little challenging,” according to a NASA official, before flying home to see their families.
“Astronauts complete first splashdown in 45 years. Very exciting!” US President Donald Trump tweeted. “Great to have NASA Astronauts return to Earth after very successful two month mission.”
Officials were caught off guard by recreational boaters coming up close to the launch zone, which was potentially dangerous due to the toxic chemicals from the spacecraft’s thrusters.
NASA boss Jim Bridenstine said the presence of private boats “was not what we were anticipating”.
Speaking at a news conference after the splashdown, Bridenstine said “We need to do a better job next time for sure. It was a beautiful sunny day and a lot of boaters were out there and they were intrigued.”
Bridenstine added that the US Coast Guard had done an excellent job of clearing the area before the splashdown, but “the boats just came in.”
The two veteran astronauts launched from Cape Canaveral in Florida in May. It was the first manned launch from US soil in nearly a decade and the first time a private firm sent astronauts into orbit.
For SpaceX, the rocket company started by Elon Musk, it was the last major demonstration needed before NASA certifies that the Crew Dragon is ready for regular crew flights to the ISS, also paving the way for possible tourist flights.
The company had previously only transported cargo to the space station.
After the US stopped its own launches in 2011, NASA hired private companies SpaceX and Boeing to build spacecraft and take astronauts to the ISS.
Until SpaceX’s launch, the country’s space programme had relied on hitching rides aboard Russian Soyuz rockets to the ISS, at a growing cost.
At more than 94 million dollars per flight in a Russian capsule, this was not only expensive, but also a blow to US pride.
NASA has been given a shot in the arm by Trump, who is pushing to get US astronauts back to the moon in 2024 as part of an effort to eventually have a manned space mission in Mars. | aerospace |
https://worddisk.com/wiki/Turkish_Aerospace_Industries/ | 2021-06-12T22:34:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487586465.3/warc/CC-MAIN-20210612222407-20210613012407-00036.warc.gz | 0.822999 | 2,744 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__203904868 | en | Turkish Aerospace Industries
Turkish Aerospace Industries, Inc. (TAI) (Turkish: Türk Havacılık ve Uzay Sanayi A.Ş., TUSAŞ) is the center of technology in design, development, manufacturing, integration of aerospace systems, modernization and after sales support in Turkey.
|Türk Havacılık Ve Uzay Sanayi Anonim Şirketi (TUSAŞ)|
|Predecessor||Turkish Aircraft Industries Corporation|
TUSAS Aerospace Industries, Inc.
|Headquarters||Kahramankazan Facilities (Central campus),|
|Oğuz Borat (Chairman) |
Temel Kotil (President and CEO)
|Products||Aircraft, Satellites, Unmanned aerial vehicles|
|Revenue||US$ 2.26 billion (2019)|
|Owner||Turkish Armed Forces Foundation (54.49%)|
Undersecretariat for Defence Industries (45.45%)
Turkish Aeronautical Association (0.06%)
Number of employees
|8,500 (Feb, 19 2019)|
Space Systems Group
Located in Ankara, the TAI production plant covers an area of 5 million square meters with an industrial facility of 150,000 square meters under its roof. The company has a modern aircraft facility furnished with high technology machinery and equipment that provide extensive manufacturing capabilities ranging from parts manufacturing to aircraft assembly, flight tests and delivery.
As of 2010, Turkish Aerospace Industries employs over 1500 engineers, of whom approximately 850 are research and development engineers working in military research projects.
TAI's experience includes the licensed production of General Dynamics F-16 Fighting Falcon jets, CASA/IPTN CN-235 light transport/maritime patrol/surveillance aircraft, SIAI-Marchetti SF.260 trainers, Cougar AS-532 search and rescue (SAR), combat search and rescue (CSAR) and utility helicopters as well as the design and development of Unmanned aerial vehicles (UAVs), target drones and agricultural aircraft.
TAI's core business also includes modernization, modification and systems integration programs and after sales support of both fixed and rotary wing military and commercial aircraft that are in the inventory of Turkey and its allies.
Turkish Aerospace Industries' (TAI's) Hurkus basic trainer aircraft has been granted air worthiness type certification, the company announced at the 2016 Farnborough International Airshow.
- Electronic warfare retrofit and structural modifications on Turkish Air Force (TuAF) F-16s.
- MLU, Falcon-Up and Falcon Star Modifications on the Royal Jordanian Air Force (RJAF) F-16s,
- Modifications of 41 F-16A/B Block 15 aircraft of the Pakistan Air Force to F-16AM/BM Block 15 MLU standard.
- Modification of the S-2E Tracker Maritime Patrol Aircraft into Fire Fighting Aircraft
- CN-235 and Black Hawk modifications for the Turkish Special Forces
- Modification of CN-235 platforms for MPA/MSA missions for the Turkish Navy and Coast Guard
- Modification and modernization of Eurocopter AS 532,
- Glass Cockpit Retrofit of S-70 helicopters,
- Conversion of B737-700 aircraft AEW&C aircraft,
- Avionics modernization of C-130 aircraft for the Turkish Air Force (TuAF),
- Production and Maintenance, Repair and Overhaul (MRO) of the center fuselage of Joint Strike Fighter F-35 aircraft,
- Participating in the design and development of the A400M military transport and tanker aircraft,
- Avionics modernization of T-38 aircraft for the TuAF,
- License production of the attack helicopter Agusta A129 Mangusta as T-129 for the Turkish Armed Forces (TAF).
- Design, development and production of TAI Hürkuş (Turkish Primary and Basic Training Aircraft) with EASA CS-23 certification.
- Design, development and production of Anka unmanned aerial vehicle for the TuAF.
Turkish Aerospace / TUSAS produced 46 F-16s for the Egyptian Air Force between 1993 and 1995 under the agreement signed between the Governments of Turkey and the Arab Republic of Egypt.A contract to produce 46 Block 40 F-16C/D's for the Egyptian Air Force was placed with TUSAS Aerospace Industries (TAI) of Turkey. 34 of them will be F-16C's, 12 will be F-16D's. This was carried out under the auspices of the Peace Vector IV program, and marked the first sale of a foreign-built Fighting Falcon to a third-party nation in the history of the F-16 program.
TAI is engaged in manufacturing aerostructures for fixed and rotary wing, military and commercial aircraft for worldwide customers. TAI is in various partnership arrangements with AgustaWestland, Airbus, Alenia Aermacchi, Boeing, IAI, Lockheed Martin, Northrop Grumman, MD Helicopters, Sikorsky and numerous other companies in aerospace sector.
TAI manufactures Section 18 fuselage panels for Airbus 319/320/321 aircraft, wing tips and flight deck panels for Boeing 737 aircraft, rear doors and engine cowlings for Eurocopter EC135 helicopters, MD 902 fuselage for MD Helicopters, horizontal stabilizers, tail rotor pylons and tail booms for Sikorsky S-70A and MH-60 helicopters, horizontal stabilizers for Sikorsky S-76 helicopters and AB139 fuselages for Agusta. Furthermore, TAI manufactures nose landing gear doors for the Boeing 747, dorsal fin for 777 and parts/subassembly parts for 737/767/777. It also manufactures seven components of the Eurocopter AS 532 helicopter.
TAI, which had a single program (the co-production of the F-16 Fighting Falcon) at its establishment phase, is working on over 50 military and commercial programs today. As a partner of the Airbus Defence and Space, TAI has been participating in the design and development activities of the Airbus A400M program with the leading European aerospace companies; namely Airbus (France, Germany, Spain and UK), EADS CASA (Spain) and FLABEL (Belgium) from the beginning of the project. TAI has accepted the production of A350XWB's winglets with the new cooperation.
In May 2015, the Turkish regional jet project was launched, which consisted of the indigenous production of two regional aircraft in different sizes. The 32-seat TRJ-328 jet with a range up to 2,000 nmi (2,300 mi; 3,700 km) was planned to enter service in 2019. It was a Fairchild Dornier 328JET-based, modernized aircraft with new cockpit and engines. The larger, 70-seat TRJ-628 jet would be ready in 2023. The project has since been cancelled.
- TAI Hürkuş, two-seat, single engine, turboprop aircraft for training and ground attack
- TAI Hürjet, proposed advanced jet trainer and light attack aircraft
- TAI TFX, proposed stealth twin-engine all-weather air superiority fighter
Unmanned aerial vehicles
- TAI Aksungur MALE ISTAR
- TAI Anka-A (TIHA-A) (2013), MALE ISTAR UAV
- TAI Anka-B (TIHA-B) (2013), MALE UCAV
- TAI Baykuş (2004), tactical surveillance drone
- TAI Gözcü (2007), short-range tactical ISTAR drone
- TAI Keklik (2001), target drone for tracking and non-firing exercise
- TAI Martı (2003), surveillance drone
- TAI Pelikan (IHA-X2), tactical ISTAR drone
- TAI Şimşek, high-speed target drone
- TAI Turna (2001), target drone for tracking and live firing
- TAI UAV-X1 (1982), surveillance drone
- Göktürk-1, earth observation satellite
- Göktürk-2 (launched 2012), earth observation satellite
- Göktürk-3 satellite
- Türksat 6A, communications satellite
TAI operates Turkish Satellite Assembly, Integration and Test Center.
- "Turk Hava Kuvvetleri Turkish Air Force – TUAF". f-16.net. Archived from the original on 2 December 2017. Retrieved 4 Jun 2010.
- "TAI DELIVERS RJAF'S FIRST F-16 A/C MODERNIZED AT ITS FACILITIES". tai.com.tr. 17 Oct 2007. Archived from the original on 2009-10-03. Retrieved 4 Jun 2010.
- Pocock, Chris (24 February 2012). "Pakistan Air Force Receives New, Upgraded F-16s from U.S., Turkey". ainonline.com. Retrieved 23 June 2013.
- "Tusas Aerospace Industries (TAI) from Turkey and EUROCOPTER Extend their Cooperation in the Super Puma / Cougar Helicopter Family". eurocopter.com. 7 Sep 2004. Archived from the original on 2011-01-08. Retrieved 4 Jun 2010.
- "Turkish Aerospace Industries (TAI) Delivers First S-70i BLACK HAWK Helicopter Tailcone". sikorsky.com. 28 Apr 2009. Retrieved 4 Jun 2010.
- "737 AEW&C Wedgetail Airborne Early Warning and Control Aircraft, USA". airforce-technology.com. Retrieved 4 Jun 2010.[unreliable source?]
- "The first C-130 aircraft, the avionics modernization of which will be realized by TAI, arrived at TAI's facilities". tai.com.tr. 27 Dec 2007. Archived from the original on 2010-06-04. Retrieved 4 Jun 2010.
- "TAI delivers first composite parts for F-35". reinforcedplastics.com. 5 Mar 2009. Archived from the original on 2010-10-24. Retrieved 4 Jun 2010.
- Andrea Shalat (December 11, 2014). "Italy, Turkey to service F-35 jet, engine in Europe: Pentagon". Reuters.com. Retrieved January 24, 2017.
- "Getting Ready for Takeoff". defensenews.com. 18 Jan 2010. Archived from the original on 31 July 2012. Retrieved 4 Jun 2010.
- "Modernization & Modification Program – T-38 AVIONICS MODERNIZATION". defenceproducts.ssm.gov.tr. 1 Sep 2009. Retrieved 4 Jun 2010. [dead link]
- "T-129 fighter chopper aces maiden test flight". todayszaman.com. 29 Sep 2009. Archived from the original on 2012-10-05. Retrieved 4 Jun 2010.
- "TAI'S TURKISH PRIMARY AND BASIC TRAINER AIRCRAFT (HURKUS) TO BE DISPLAYED AT 47TH PARIS AIR SHOW". tai.com.tr. 6 Jun 2007. Archived from the original on 2011-07-22. Retrieved 4 Jun 2010.
- "TAI Unveils ANKA Unmanned Airplane". trDefence. Retrieved 20 July 2010.
- "EGYPT F-16 Program | Turkish Aerospace". www.tusas.com. Retrieved 2020-09-12.
- "Arabian Aerospace - Phantom wing finally re-equipped with F-16s". www.arabianaerospace.aero. Retrieved 2020-09-23.
- "Turkey - F-16 Peace Onyx". www.globalsecurity.org. Retrieved 2020-09-23.
- "F-16 Air Forces - Egypt". www.f-16.net. Retrieved 2020-09-23.
- "Lockheed Martin Sells Its Share of Turkish Joint Venture to Turkish Aircraft Industries, Inc. (TUSAS)". Media - Lockheed Martin. Retrieved 2020-09-23.
- "TAI's support to local sub-tier industry development". tai.com.tr. 18 Feb 2005. Archived from the original on 2011-07-22. Retrieved 4 Jun 2010.
- "TAI in deal to supply fuselage sections for AgustaWestland AB139". flightglobal.com. 27 Apr 2004. Retrieved 4 Jun 2010.
- "Turkish Regional Jets Launched – TRJ-328 & 628". Airliners. 2015-05-27. Retrieved 2015-05-31.
- "İşte yerli yolcu uçağının teknik özellikleri". Sabah (in Turkish). 2015-05-27. Retrieved 2015-05-31.
- "Turkey to open contract negotiations with TAI for the serial production of the Hürkus Trainer Aircraft". January 4, 2014. | aerospace |
http://www.discoverychannelasia.com/5-facts-about-space-that-will-blow-you-out-of-this-world/ | 2017-10-18T01:58:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187822668.19/warc/CC-MAIN-20171018013719-20171018033719-00809.warc.gz | 0.932177 | 513 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__164052066 | en | 5 facts about space that’ll blow you out of this world
There’s only so much we know about this vast, wondrous place. In conjunction with Discovery Channel’s Space Week starting 2 October, read on to learn about the secrets of our universe.
#1 It rains in the solar system—but not how you’d expect
Solar system debris rains down on Earth in the tons! Most of it vapourises with a stunning trail, which we wish upon as shooting stars. But fear not - most times, these comets and asteroids wander into interplanetary space between the orbits of Mars and Jupiter far off from Earth.
#2 The Sun could mess with your mobile connection
Beautiful, powerful and unpredictable. Take it from the biggest solar storm back in 1859. When solar flares were released from the Sun, they travelled through space at millions of miles per hour in the form of Northern Lights—which were seen as far south as Cuba. They caused telegraph systems to fail, and even gave operators electric shocks. If solar storms of this scale hit Earth again, they could knock out orbiting satellites, shake up global telecommunications, and leave us all out of power!
#3 Total solar eclipses may be a thing of the past
A biannual astronomical event—the Moon appears to pass in front of the Sun to create a partial solar eclipse or total solar eclipse. However, solar eclipses are slowly disappearing as the moon’s orbit increases about 1.5 inches every year. In the next 600 million years, the moon would have moved so much so that it will no longer be big enough to entirely cover the Sun.
#4 Only an hour away—you could drive to space!
Determined by the speed of a space vehicle and its altitude above the earth, Hungarian-American physicist Theodore von Kármán found the start of space—the Karman Line—to be only 100km above Earth’s sea level. That’s the distance of running 250 laps around an Olympic track!
#5 Contrary to popular belief, Neil Armstrong’s footprints won’t be on the Moon forever
Unlike on Earth, the Moon is not subjected to wind or water erosion due to its lack of atmosphere and frozen surface water. However, solar winds, a stream of charged particles from the sun, will allow Armstrong’s footprints to be on the Moon for at least the next hundred million years until the rocks eventually erode. | aerospace |
http://modwar.blogspot.com/2010/02/star-wars-of-today.html | 2018-07-22T10:41:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593208.44/warc/CC-MAIN-20180722100513-20180722120513-00587.warc.gz | 0.944724 | 249 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__159351123 | en | U.S. 'Star Wars' laser plane successfully shoots down ballistic missile for first time. President Ronald Reagan controversially proposed 30 years ago having lasers in space to bring down missiles.
Read more: http://www.dailymail.co.uk/news/worldnews/article-1250734/U-S-Star-Wars-laser-plane-shoots-ballistic-missile.html#ixzz0fRP9LUN8
The nice thing about lasers is that you do not have to shoot ahead of the target. You just aim right at it. This system needs to be developed and if this test did not convince you, then nothing will.
I pulled this from www.sayanythingblog.com. I think that this sums up the overall situation well:
"The Obama administration had already cancelled DoD plans for a second such 747-based airborne intercept platform. Which might explain why Secretary of Defencse Gates was not the one announcing this week’s successful intercepts. But similar past policy decisions have been later overturned, such as airborne signals intercept platforms and AWACS, to name just two, once the viablility of the program had been established." | aerospace |
https://publictelescope.org/virgin-orbit-closes-after-selling-assets-in-bankruptcy-auction/ | 2023-05-27T23:46:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643388.45/warc/CC-MAIN-20230527223515-20230528013515-00061.warc.gz | 0.951348 | 1,086 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__28111720 | en | The modified Boeing 747 plane, named “Cosmic Girl”, will take off from Spaceport Cornwall in the southwest of England.
Hugh Hastings/Stringer/Getty Images
Bankrupt rocket company Virgin Orbit is closing after selling its facility leases and equipment to a trio of aerospace companies at an auction, the company confirmed on Tuesday.
“As Virgin Orbit embarks on this path, management and employees would like to express their deep appreciation to all stakeholders,” the company said in a statement.
Sign up here to receive weekly editions of CNBC’s Investing in Space newsletter.
“Virgin Orbit’s legacy in the space industry will be forever remembered. Its breakthrough technologies, relentless pursuit of excellence and unwavering commitment to pushing the boundaries of air launch have left an indelible mark on the world. ‘industry,’ the company added.
Yarn of Galactic Virgo in 2017 by founder Sir Richard Branson, Virgin Orbit reached rarefied air by performing multiple missions. But difficulty raising funds and slow execution drove the once multi-billion dollar company into bankruptcy and ultimately closure.
Sold in pieces
The rocket for the company’s second demonstration mission is undergoing final assembly at its factory in Long Beach, California.
Monday’s bidding is about $36 million in total. The approximately six Virgin Orbit rockets that were in various stages of manufacturing assembly, and its intellectual property, have yet to be sold, a Virgin Orbit spokesperson confirmed.
rocket lab successfully bid $16.1 million for the company’s headquarters in Long Beach, Calif., which measures approximately 140,000 square feet, the spokesperson said. Although founded in New Zealand, Rocket Lab was already a neighbor of Virgin Orbit, with headquarters and facilities in the Long Beach area. Additionally, the Rocket Lab purchase includes assets such as 3D printers and a specialized tank welding machine.
Stratolaunch has won its $17 million “hunting horse” bid for Virgin Orbit’s 747 jet. A spokesperson for Stratolaunch, in a statement to CNBC, said the company is “continuously evaluating ways to increase our ability to meet the imperative to test hypersonic technologies via forward flight demonstrations.”
“We will share more information about the sale as it becomes available,” Stratolaunch noted.
Earlier in the bankruptcy process, Virgin Orbit accepted the terms of Stratolaunch’s offer to buy the 747 “Cosmic Girl” jet and other aviation assets. Stratolaunch developed its own airborne system, the world’s largest aircraft called “Roc”, as a platform for hypersonic flight testing.
Launcher, a subsidiary of Vast Space, is buying the company’s facilities in Mojave, Calif., along with some machinery, equipment and inventory, for $2.7 million. Virgin Orbit’s Mojave leases include infrastructure such as rocket engine test beds and an aircraft hangar.
A company in liquidation, Inliper, buys the company’s office equipment for $650,000.
Rocket Lab and Launcher did not respond to CNBC’s requests for comment.
The bankruptcy court must approve the sales in a hearing Wednesday at 2 p.m. ET.
What went wrong
Virgin Orbit was spun off from Branson’s space tourism company after a team saw the potential of using an airplane as a platform to launch satellites. While “air launch” satellites weren’t a new idea for Virgin Orbit, the company aimed to do so faster and more cheaply than in previous efforts.
It became one of the few American rocket companies to successfully reach orbit with a privately developed launch vehicle. It has launched six missions since 2020 – with four successes and two failures – through an ambitious and technically difficult process known as “air launch”, with a system that uses a modified 747 jet to drop a rocket in midair and send small satellites into space.
The company flew most of its missions from Mojave Air and Spaceport in California, except for one that took off from the UK. This January launch from the UK was also its last.
In March, CNBC reported that the company will suspend operations and lay off nearly all of its workforce as it grows increasingly desperate to find a lifeline. But those financial talks fell through, with the company laying off most of its workforce before filing for Chapter 11 bankruptcy on April 4.
Former Virgin Orbit COO Tony Gingiss, in a company-wide email sent in April, issued an apology to company employees, CNBC reported. Gingiss applauded Virgin Orbit’s workforce for “being part of something bold, challenging and fulfilling”, but said employees “just didn’t have the leadership or the opportunity to demonstrate to the world what you can fully do and how this product could be a lasting force in the market.”
“You deserved better than that!” Gingiss wrote.
While Virgin Orbit aimed to find a wholesale buyer through the bankruptcy process to keep the company’s assets and intellectual property intact, the company was unable to do so, resulting in leads to Monday’s auction. | aerospace |
https://investorplace.com/2021/11/astr-stock-alert-why-is-astra-space-stumbling-today/?utm_source=financialcontent&utm_medium=quotes | 2023-05-28T21:49:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644571.22/warc/CC-MAIN-20230528214404-20230529004404-00508.warc.gz | 0.953531 | 671 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__234995922 | en | The last-minute cancellation of its first trip into Earth’s orbit has shares of Astra Space (NASDAQ:ASTR) trading lower this morning.
ASTR stock is down 3% this morning, following a decline of 4% yesterday after it was forced to scrub its planned rocket launch overnight.
While the company has said that it will try the launch again tonight, investors appear to be in an unforgiving mood. At $9.78 per share, Astra Space stock is now 57% from its 52-week high of $22.47.
What Happened With ASTR Stock
Expectations had been running high for Astra Space’s planned rocket launch as it was the California-based company’s first attempt to go into orbit. Going further, it could potentially pave the way for it to begin carrying payloads of commercial satellites into space. The last-minute cancellation disappointed shareholders and cast doubt on Astra Space’s ability to meet its goals and timelines.
Standing down. Now targeting the launch of LV0007 for Friday, Nov. 19 at 9:00pm PT (Saturday, 5:00am UTC). #AdAstra
— Astra (@Astra) November 19, 2021
Astra Space was scheduled to send its Launch Vehicle 0007 rocket into orbit from the U.S. Pacific Spaceport Complex on Alaska’s Kodiak Island at 5 a.m. Eastern. The launch was also a test mission for the U.S. military, which Astra Space has several contracts with. However, the planned liftoff was cancelled for unspecified reasons. Astra Space issued a tweet saying it now plans to reschedule the launch for either 9 p.m. Pacific on Nov. 19.
Why It Matters
The latest cancellation comes after Astra Space experienced a disaster with its previous launch held on Aug. 28 of this year. That August rocket launch was cancelled less than three minutes after it began when the rocket slid off the launch pad and flew in an erratic pattern. Combined, the last two launches throw into doubt Astra Space’s ability to make good on its promise to create reliable, state-of-the-art rockets.
Founded in 2016, Astra Space aims to become a leader in the market for launching small satellites into orbit above Earth. The company distinguishes itself with what it calls “cost-effective, mass-produced and easily transportable rockets.”
Astra Space is backed by a number of prominent, deep-pocketed investors, including Marc Benioff, co-founder of Salesforce (NYSE:CRM), and Michael Eisner, former head of Disney (NYSE:DIS).
What’s Next for Astra Space
Astra Space stock is likely to decline further on the disappointing news of its cancelled rocket launch. Should the company succeed in pulling off its planned launch over the weekend, all could be forgiven come Monday morning. But any further setbacks and ASTR stock is sure to be punished more by frustrated and fed-up investors.
On the date of publication, Joel Baglole held a long position in DIS. The opinions expressed in this article are those of the writer, subject to the InvestorPlace.com Publishing Guidelines. | aerospace |
https://www.grgpc.com/recent-steps-taken-reduce-helicopter-accidents/ | 2023-03-27T16:50:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948673.1/warc/CC-MAIN-20230327154814-20230327184814-00004.warc.gz | 0.940152 | 447 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__114466638 | en | Helicopter accidents occur more frequently than most type of aviation accident. Flying a helicopter, whether for private, commercial or military purposes, has its own unique challenges, including the fact that helicopters tend to fly close to the ground and in congested areas that offer a range of obstacles, both man-made and natural.
Most helicopter accidents are caused by one of three factors:
- Pilot error
- Mechanical malfunction
- Electrical malfunction
In 2005, the International Helicopter Safety Team was formed in response to a growing rate of worldwide helicopter crashes. Created by helicopter manufacturers and operators, and various government aviation regulators, the organization announced in 2006 a concentrated effort to reduce helicopter accidents 80 percent by 2016.
Air Ambulance, Medical Evacuation Helicopter Operations are at Heightened Risk
Of particular concern is the operation of air ambulances – helicopters used for emergency medical services. The helicopter air ambulance industry grew by 54 percent between 2003 and 2008, and the National Transportation Safety Board estimates that 400,000 patients and transplant organs are flown by helicopter each year.
Medical evacuation helicopters can face especially daunting conditions, since they’re responding to an emergency situation and frequently using unplanned routes. The need for fast action, often in dangerous landing and take-off areas, heightens the risk for air ambulance crews, patients and passengers.
According to a 2009 study by Ira Blumen, program director of the University of Chicago Aeromedical Network, air ambulance crew member is one of the nation’s most dangerous professions, with a higher on-the-job death rate than steelworkers, loggers, and deep sea fishermen.
New Rules to Help Avoid Helicopter Crashes
In October 2010, the Federal Aviation Administration (FAA) proposed new rules for all commercial helicopter operators, but several were targeted specifically to the air ambulance industry, including:
- Additional on-board safety equipment to avoid terrain and obstacles
- More formalized flight rules and dispatching procedures
- Improved communications and pilot training
- Installation of flight date recording devices
The period for public comment on the new rules ended in January 2011, and the final set of rules are expected to be released in July of this year. | aerospace |
https://upperlimitaviation.edu/should-i-be-a-helicopter-pilot-or-airplane-pilot/ | 2024-04-18T23:01:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817249.26/warc/CC-MAIN-20240418222029-20240419012029-00170.warc.gz | 0.941587 | 1,863 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__165909854 | en | Should I Be a Helicopter Pilot or Airplane Pilot?
Helicopter pilot or airplane pilot? The answer depends on whom you ask. Experienced helicopter and airplane pilots will be very specific with their answer to this question. But what about “aspiring pilots”, those who are not yet pilots, but their dream is to become commercial pilots? To an aspiring pilot, the response to this question varies tremendously. However, the answer to this query will define their career, so they need to get it right.
The Main Difference between Helicopters and Airplanes
The main difference between the two types of pilots is obvious; airplanes and helicopters are completely different machines with different flight characteristics, capabilities, and missions. Therefore, for the purpose of this article we are going to focus on the reason pilots become a specific type of pilot. The outcome of this question really depends upon your “heart and passion” for flying, as well as your individual life goals.
For a detailed list of information as to the differences between professional helicopter pilots and career airplane pilots read the article below (underneath the video “Airplane versus Helicopter”). The article may contain information you never thought of, but need to know.
The “career” is where the key differences between the helicopter pilot and airplane pilot reside. With both airplanes and helicopters, pilots need to build hours (flight time) to get a job. For airplane pilots, you will need 1,500 hours as a pilot and get what the FAA calls an Airline Transport Pilot Certificate, known as your ATP, before you will see your first job. This is a requirement for airplane pilots in order to begin working for Air Carrier operators.
Once you are a certified airplane pilot you will being to work on getting the required flight hours before you start your move up the employment ladder. As an airplane pilot you may have to take two or three “entry level” jobs before you can enjoy a lucrative career as a commercial airline pilot (working for a major air carrier hauling passengers or cargo). Airplane pilots have to compete in a very competitive job market. Without a college degree, it is almost impossible to move up the job ladder.
When it comes to helicopter pilots the flight time and requirements are similar to the airplane path described above, but there is less competition for the best jobs (there are less helicopter pilots available combined with a very high global demand for helicopter pilots – all good news for helicopter pilots).
Typically, helicopter pilots can reach the top paying jobs faster than that of an airplane pilot. The real question boils down to… do you want to fly straight line distances at 30,000 feet on autopilot, or do you want to FLY in a dynamic environment, landing almost anywhere?
Airplane flying can’t be compared with helicopter flying. Most people have one or the other in their blood, and the decision is easy.
You have to ask yourself what type of flying you actually want to be doing for your career. Hopefully, your career will be long, so you have to make the right decision for yourself. Although there are are plenty of flight careers for both airplane and helicopter pilots, those with the right training and education get the better opportunities.
Below is a Short List of Possible Career Paths for Experienced Airplane Pilots.
- Airline Pilot carrying Passengers or Cargo.
- Private Charter Pilot
- Certain Law Enforcement or Government Operations
- Bush Flying or Division of Wildlife Work
- Professional Instructor Pilot
- I’m sure there’s more, but if we’re being honest, most who choose to be an Airplane Pilot are looking for a career with a Major Airline.
Here’s a List of Possible Career Paths for the Experienced Helicopter Pilot.
- EMS Pilot
- Pipeline Patrol Pilot
- Offshore Oil Rig Pilot
- Air Tour Pilot
- Charter Pilot
- Logging Pilot
- Bush Pilot
- Utility Pilot Carrying External Loads (How do they get those Air Conditioning Units on top of those Skyscrapers anyway?)
- Border Patrol
- Local, State or Federal Law Enforcement
- Professional Instructor Pilot (Many start their career as an Instructor, but don’t forget there are Chief Instructors who are at the top of the Industry when it comes to flight experience at Every School).
How Much are You Motivated by Money?
We recommend that money should not be your primary factor when it comes to deciding between a career as an helicopter pilot or airplane pilot. Unfortunately, for many people “money” is the sole motivating factor. And that’s okay. Some people are motivated by materialistic things and they measure their success based on the size of their bank account and the list of toys they have acquired. Be forewarned: working 65-80 hours a week performing a job that you hate is not good. Would you rather make less money doing what you love (flying)?
How does “money” fit into our conversation on becoming a helicopter pilot or airplane pilot? Simple, in the long run, you potentially make more money as an airplane pilot. This is due to simple logistics; Airplanes can carry more passengers or cargo. If you are solely motivated by money, you may want to consider becoming an airplane pilot. Mature experienced airplane pilots can make well over $100,000 per year, but it takes longer to get to the big money than it does for helicopter pilots. Experienced helicopter pilots can make $65,000 to $85,000, and some make up to 100K and above.
Flying at high altitudes going in one straight line on autopilot is not very much fun for helicopter pilots. If you want to be creative, adventurous, and “free” consider becoming a helicopter pilot. Regardless of the pathway you choose, if you are considering becoming a Professional Pilot, you need to ask yourself what motivates you and why you want to be a pilot (either type). When you find that answer, Upper Limit Aviation is here to help you make it happen.
Airplane Pilots: Job Opportunities and Salaries
For valid information regarding the job opportunities and salaries of airplane pilots, click here. Airplane pilots flying turbo-prop planes enter the aviation industry making around $20,000 to $25,000 per year (entry level jobs). New pilots take these jobs to build flight hours. They sacrifice money for flight hours so that they can advance their careers and make “the big money” later down the line. They may fly for 2 to 5 years with a Regional Airline (turbo-prop or jets) before they can compete for a piloting job with a major airline. Airplane pilots flying for the major airlines can make $100,000 to $200,000.
Recently, Boeing proclaimed that the world will need at least 28,000 new pilots per year to keep up with the demand. The same report claims that the world will need 500,000 new pilots between now and 2034. This is great news for airplane pilots.
Helicopter Pilots Job Opportunities and Salaries
Newly certified commercial helicopter pilots will make $25,000 to $30,000 per year as a CFI (Certified Flight Instructor). Once they have accumulated 1,200 to 1,500 flight hours, they start looking for what is known as a “Tier 1” pilot job (for more info about Tier 1 jobs, click here). It will take a year or two as a CFI to build 1,200 to 1,500 flight hours.
However, Tier 1 helicopter pilots make $45,000 to $65, 000. Pilots with 3,000 to 5,000 flight hours can advance to “Tier 2” pilots jobs (click here for more info on Tier 2 pilot jobs), making $65,000 to $85,000 per year. Next comes “Tier 3” pilot jobs. The best helicopter pilots with 5,000 hours or more can compete for Tier 3 jobs and make $100K plus (Tier 3 Jobs, click here).
Aviation Schools Online published an article recently pointing to reports from the Bureau of Labor Statics regarding job forecasts for all pilots. The article is especially important to helicopter pilots. The point is that the world will need new helicopter pilots for decades to come. Right now there is a huge shortage of pilots, and this is not expected to change anytime soon. The pilots with the best training, most hours, and top education will have less competition for the best piloting jobs anywhere in the world. For more on the story of helicopter pilot jobs, click here. Simply do a Google search and you will find dozens of articles from reputable sources, and all of them are saying the same thing – the world needs helicopter pilots!
Get Started With Your Flight Training Today
You can get started today by filling out our online application. If you would like more information, you can call us at (801) 596-7722. | aerospace |
https://newspace-factory.com/product/comat-tripod/ | 2023-09-26T19:26:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510219.5/warc/CC-MAIN-20230926175325-20230926205325-00519.warc.gz | 0.810128 | 148 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__161510108 | en | Innovative antenna pointing mechanism, developed in collaboration with the French Space Agency (CNES).
This equipment is intended for X band telemetry dowlink to be flown onboard the next generations of Earth Observation satellites.
- A unique parallel architecture offering 3 degrees of freedom (Azimuth, Site, Zoom)
- Excellent agility for antenna pointing applications
- Infinite azimuth turns
- Dual polarization through 2 RF cables, without slip rings
- Very low jitter thanks to a reduced mobile mass (since the 3 actuators remain stationary on the baseplate)
- Easy-to-use central hold down & release system
Other COMAT products and services
DeliveryContact us for more information | aerospace |
https://www.businessworld.ie/news/Ryanair-announces-200-jobs-for-Dublin-575745.html | 2023-05-30T21:03:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646144.69/warc/CC-MAIN-20230530194919-20230530224919-00673.warc.gz | 0.949248 | 237 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__264034666 | en | Ryanair has announced plans to expand its aircraft maintenance facility at Dublin Airport with the construction of a 4 bay hangar.
The €40m investment will create over 200 new jobs for engineers and mechanics.
Ryanair claims the hangar will facilitate the heavy and line maintenance of Ryanair’s fleet at Dublin Airport as the airline grow its fleet to 600 aircraft.
Construction of the new facility is planned to commence in the fourth quarter of 2023 with aircraft maintenance operations planned to start in the second quarter 2025.
"This facility will be state of the art and one of the most environmentally friendly hangars in Europe and will facilitate the maintenance of our growing fleet," said Ryanair CEO, Eddie Wilson.
"Ryanair is the ‘go-to’ airline for highly skilled engineering jobs with our industry leading rosters for engineers and the opportunity to work with the biggest operator of Boeing 737s in Europe."
"We are pleased to announce the expansion of Ryanair maintenance in Ireland as Ryanair continues to grow to over 600 aircraft and 225 million passengers by 2026.” | aerospace |
https://www.theaviationeye.com/2019/01/corendon-mission-747-will-start-on-tuesday/ | 2019-02-16T21:09:25 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247481122.31/warc/CC-MAIN-20190216210606-20190216232606-00636.warc.gz | 0.887368 | 260 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__94467803 | en | Next Tuesday, the transport of the Corendon Boeing 747-400 will begin. ‘PH-BFB’ will take place in the Corendon Hotel in Badhoevedorp. The crossing of the aircraft over the A9 motorway is planned on next Friday.
The Boeing 747-406 is an ex KLM aircraft of 30 years old. It was named “City of Bangkok”. The aircraft will be placed in the garden of the Corendon Village Hotel in Badhoevedorp.
In the night of Friday 8 February, the most spectacular part of the transport will take place. Around midnight, the Boeing will cross the A9.
In the night of Saturday 9 February, the aircraft finally crosses the Schipholweg to take place in the garden of Corendon Village Hotel Amsterdam after 57 parking movements.
People can follow the mission in the control room of the Corendon Village Hotel in Amsterdam. The control room is open all day with information about ‘Corendon Mission 747’. Only visitors with an entrance ticket are welcome at the hotel. Do you want to win a ticket for ‘Corendon Mission 747’? Then sign up before 31 January 12:00L (11:00UTC)! | aerospace |
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