url stringlengths 13 2.83k | date timestamp[s] | file_path stringlengths 109 155 | language_score float64 0.65 1 | token_count int64 32 122k | dump stringclasses 96 values | global_id stringlengths 39 46 | lang stringclasses 1 value | text stringlengths 114 554k | domain stringclasses 2 values |
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https://www.mgbharath.com/team/yash-dhaduk | 2022-10-05T08:18:43 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337595.1/warc/CC-MAIN-20221005073953-20221005103953-00474.warc.gz | 0.883519 | 174 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__27818378 | en | My research interests are designing of an aircraft and its aerodynamics. I currently work on the Conceptual Design of VTOL Platforms for Next-Generation Rotorcraft from May-2021, which is focused on the design and development of different weight class of Multirotors.
Education: B.Tech, Aeronautical Engineering, Parul University, 2021.
“Designing of Air taxi vehicle adoptable to ambulance and rescue operation” in IJIRSET (International Journal of Innovative Research in Science, Engineering and Technology), Vol. 10, Issue 3, March 2021.
“Analysis of NACA 4412 & NACA 0018 Airfoil” in IJSRD (International Journal for Scientific Research & Development),Vol. 7, Issue 01, April- 2019. | aerospace |
https://core.tdar.org/document/434111/deep-space-the-recovery-of-saturn-v-booster-engines-from-a-depth-of-4000-meters | 2018-12-18T19:27:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829568.86/warc/CC-MAIN-20181218184418-20181218210418-00246.warc.gz | 0.903877 | 275 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__129188074 | en | Deep Space: The Recovery of Saturn V Booster Engines From a Depth of 4000 Meters
Author(s): John D. Broadwater
The Apollo Program received a high priority after President John F. Kennedy’s 1961 address to Congress declaring his support for "landing a man on the Moon" by the end of the decade. This ambitious goal was achieved on July 20, 1969, during the Apollo 11 Mission, when astronauts Neil Armstrong and Buzz Aldrin walked on the Moon. On each mission the Saturn V first stage plunged into the Atlantic Ocean with its five enormous F-1 engines. In March 2013 a scientific team sponsored by Jeff Bezos, founder and CEO of Amazon, recovered components from several F-1 engines, one of which was from Apollo 11. The recovery team included an archaeologist who helped plan and document the expedition and oversee the temporary stabilization of the recovered objects.
Cite this Record
Deep Space: The Recovery of Saturn V Booster Engines From a Depth of 4000 Meters. John D. Broadwater. Presented at Society for Historical Archaeology, Seattle, Washington. 2015 ( tDAR id: 434111)
This Resource is Part of the Following Collections
min long: -129.199; min lat: 24.495 ; max long: -66.973; max lat: 49.359 ; | aerospace |
https://www.classicflyersnz.com/Airshow.html | 2019-07-16T21:16:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524879.8/warc/CC-MAIN-20190716201412-20190716223412-00052.warc.gz | 0.936751 | 400 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__111072361 | en | Classic Flyers in association with the Royal New Zealand Air Force are proud to present the Black Falcons aerobatic team at our annual Tauranga City Air Show. The event will take place on Saturday 18th January 2020.
The Beech Texan T6C’s, imported in 2015, had yet to be displayed as a team in Tauranga. “To have them perform for ‘Classics of the Sky’ is a real privilege”,
Amongst an excellent line-up of ex-military and aerobatic aircraft will be another crowd favourite; the “Roaring Forties” Harvard aerobatic team. With their trade mark spinning propeller “snarl” and the bark of big radial engines operating at high speed.
Classic Flyers have acquired yet another Grumman Avenger restoration project to be rebuilt alongside their current Avenger exhibit from Gisborne.
A great photo opportunity!
Witness three Avengers together for the first time since the 1950s! These include the airworthy example performing a bombing run and flying display, a second Avenger completely restored to static display status and a third aircraft in the early stages of restoration.
Joining the Avengers on the day was other Classic Flyers static and operational exhibits including engine runs from the Aermacchi jet and P40 Kittyhawk.
Dave Philips put on yet another of his spectacular Tiger Moth displays. The impressive Czech built L-39 Albatross jet piloted by Steve Geard, of international aerobatic fame, flew his Yak 55M performing unbelievable stunts and racing a car on the runway too.
The show culminated with a “Fire Fight”! Preceeded by a military vehicle crew display.
Gates opened at 1.30pm with the Airshow starting at 3.00pm.
Adults $30, Children $15, Under 5s Free, Family $70 (2 x adults, up to 3 children) | aerospace |
http://www.packagesturkey.com/212,short-cappadocia-balloon-tours.html | 2013-05-25T00:22:16 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705300740/warc/CC-MAIN-20130516115500-00081-ip-10-60-113-184.ec2.internal.warc.gz | 0.87889 | 326 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__157759270 | en | Cappadocia - Turkey ( Cappadocia Turkey Tours )
Cappadocia Hot Air Balloon Tours
Tour Name : Hot Air ballon Tour ( Daily )
Depart : 06:00
Ends : 07:00
What to Visit : Goreme, Avanos, Catalkaya, Ortahisar, Uchisar, Sun-rise
What is Included : Hotel pick up and drop off, Hot Drink, Transportation
SHORT CAPPADOCIA BALLOON TOURS
Short Cappadocia Hot Air Balloon Tours offer minimum one hour flight time on the air. You are going to be picked from your hotel early in the morning, usually before sunrise and driven to take-off site. While you are having a light breakfast, you will also see the inflation of the Cappadocia balloon get passanger brief which explains basic rules about Cappadocia balloon flights. Right after the passenger brief, highlight of your Turkey trip will start and you will take-off gently. After taking hundreds of pictures over the valleys of Cappadocia Turkey, you will land and celebrate your flight with champagne. After getting your flight certificates you will be back in your hotel around 07:30 am. So you will have a full day for other activities unless you want a nap.
Standard Cappadocia balloon flight is 150 Euro per person including transfers from / to hotel, a light breakfast, champagne celebration, insurance and flight certificates. We offer 15 Euro discount on cash payments so the rate becomes 135 Euro per person. | aerospace |
https://www.aerocontrols.com/2012/02/boeing-performance-excellence-award-recipient/ | 2023-09-22T01:35:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506320.28/warc/CC-MAIN-20230922002008-20230922032008-00658.warc.gz | 0.925559 | 353 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__292269989 | en | Aero Controls, Inc. receives silver Boeing Performance Excellence Award.
February 3, 2012 – Aero Controls, Inc. today announced that it has once again received a Boeing Performance Excellence Award. The Boeing Company issues the award annually to recognize suppliers who have achieved superior performance. Aero Controls, Inc. maintained a Silver performance composite performance rating for each month of the 12-month performance period, from Oct. 1, 2010, to Sept. 30, 2011.
This year, Boeing recognized 529 suppliers who achieved either a Gold or Silver level Boeing Performance Excellence Award. Aero Controls, Inc. is among 407 suppliers to receive the Silver level of recognition.
“This Award reflects the outstanding efforts of our employees who have worked collaboratively with each other, with our vendors, and with Boeing to achieve superior performance. We are delighted that The Boeing Company has again recognized these efforts,” said John Titus, President and CEO of Aero Controls, Inc.
Aero Controls, Inc. supplies component repair services to Boeing for both in-production and out-of-production aircraft including hydraulics, transmissions, pneumatics, electro-mechanical, avionics, instruments, flight surfaces and structural equipment. Within our facilities located in Auburn, Washington, we have capability to test, repair, and overhaul over 25,000 line components.
Celebrating our 27th year in business, Aero Controls, Inc. is a minority-owned, FAA certified repair station #IU6R626N that has built a reputation based on quality products and services.
For more information on the Boeing Performance Excellence Award, visit http://www.boeing.com/companyoffices/doingbiz/supplier_portal/bpea.html. | aerospace |
https://readnpick.com/news/is-it-safe-to-fly-over-russia-in-august-2023 | 2024-02-26T11:05:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474659.73/warc/CC-MAIN-20240226094435-20240226124435-00510.warc.gz | 0.953921 | 387 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__59822124 | en | Russian airspace is an important factor to consider when travelling, especially for cross-continental flights. In August 2023, safety when flying over Russia is a priority. Flight disruptors such as military exercises or severe weather can lead to flight cancellation or delays, so it is always advisable to check the latest news ahead of any travel plans.
Russia has a history of conducting military exercises in its airspace which may lead to flight cancellations or delays. Such flights have the potential to put travellers at risk, as military aircraft may not follow the same rules and guidelines as other carriers. Additionally, the Russia aviation authorities may put additional restrictions in place due to the presence of military aircraft. Therefore, it is advisable to check to ensure that flights are still permitted before travelling in August 2023.
Russia is known for its extreme weather conditions, and this can create significant issues when attempting to fly through it. In particular, high winds, snowstorms, and thunderstorms can all lead to flight disruption and disruption to air routes. This can lead to flights arriving late, or even being cancelled altogether, so it is important to check the region’s weather conditions ahead of time. Additionally, it is advisable to book tickets with flexibility in case possible delays occur.
In conclusion, flying over Russia in August 2023 presents some safety risks to consider. Military exercises can lead to flight cancellations or delays, while severe weather can also put travellers at risk. Therefore, it is important to pay attention to updates and announcements from the Russian aviation authorities, and check the weather conditions ahead of time to ensure a safe journey.
Flight compensation is the financial reimbursement that you may be eligible to receive from the airline if your flight is delayed, cancelled, or you’re denied boarding. We’ve handpicked the Top 5 flight claim companies to assist you in securing the compensation you deserve. Select one now and take the first step towards your claim. | aerospace |
https://www.flicks.co.nz/movie/the-space-between-us/ | 2019-04-23T04:19:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578586680.51/warc/CC-MAIN-20190423035013-20190423061013-00298.warc.gz | 0.935584 | 272 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__31257040 | en | The Space Between Us(2016)
What's your favourite thing about Earth?
Asa Butterfield (Ender's Game) is a teen, born and raised on Mars in this coming-of-age sci-fi, given an opportunity to experience Earth for the first time. Co-stars Britt Robertson (Tomorrowland) as the girl he's been crushing on through video chat.... More
A space shuttle embarks on the first mission to colonise Mars, only to discover after takeoff that one of the astronauts is pregnant. Shortly after landing, she dies from complications while giving birth to the first human born on the red planet. So begins the extraordinary life of Gardner (Butterfield).
While searching for clues about his father and the home planet he’s never known, Gardner begins an online friendship with a street smart girl in Colorado named Tulsa (Robertson). When he gets a chance to go to Earth, he’s eager to experience all of the wonders he could only read about on Mars. But once his explorations begin, scientists discover that Gardner’s organs can’t withstand Earth’s atmosphere. Eager to find his father, Gardner escapes the team of scientists and joins with Tulsa on a race against time to unravel the mysteries of how he came to be, and where he belongs.Hide | aerospace |
https://norcalbaa.org/event-5304807 | 2024-02-21T08:43:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473401.5/warc/CC-MAIN-20240221070402-20240221100402-00426.warc.gz | 0.889893 | 272 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__178557592 | en | NCBAA will be hosting a two part series on Sustainability to educate and exchange best practices for our members. Before attending our events, we highly recommend to read this guide.
SAF 101 - What is Sustainable Aviation Fuel with Keith Sawyer, Avfuel and Steve Csonka, CAAFI
What is sustainable aviation fuel and where does it come from? Industry experts Keith Sawyer, Manager of Alternative Fuels at Avfuel and Steve Csonka, the Executive Director of CAAFI (Commercial Aviation Alternative Fuels Initiative) will explain SAF in detail, review the supply line from refinery to your aircraft and discuss how it’s up to the consumer to demand more SAF at our airports.
Registration is free and open to everyone, please save the date and join us!
Session I: Developing a Flight Department Sustainability Plan with Kerri Russi, Adobe Aviation & John Hatfield, Cox Aviation (Nov 4th)
Session II: SAF 101 - What is Sustainable Aviation Fuel with Keith Sawyer, Avfuel and Steve Csonka, CAAFI (Nov 18th)
Session I: Moving Forward with SAF @ SFO (Dec 9th)
Session II: TBD
NorCal Business Aviation Association (NCBAA)
P.O. Box 20952, San Jose, CA 95160 | aerospace |
https://www.e-arc.com/blog/drone-services-puts-spearhead-sales-marketing-in-the-sky/ | 2024-02-26T13:46:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474660.32/warc/CC-MAIN-20240226130305-20240226160305-00123.warc.gz | 0.938828 | 457 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__117111400 | en | In theory, employing a drone pilot to survey a site, chart construction progress, or—like in Chad Spear’s case—capture the perfect shot, sounds fantastic. But for Chad, the owner and president of Spearhead Sales and Marketing, that theory became real the moment that Jessica Orange, Sales Consultant at ARC, posted on LinkedIn to spread the word about the launch of ARC’s Drone Services.
Spear had a marketing video project coming up in Columbus, Ohio. So he called Orange immediately with questions about pricing. After hearing about the affordable rates, Spear put Jessica in contact with his creative director, Diana Evans.
Getting to Know Drone Services
Given that Spearhead had never employed a drone pilot before—and they were creating this video for a client—Evans wanted to be prepared, so she had plenty of questions. With help from Brian Markland, regional manager of Professional Services, Orange presented the process and discussed the parameters of Spearhead’s project.
Orange and Markland assured Evans that she could be onsite the day of the shoot so she could ensure she got the shots her client needed. Also, at Evans’s request, Orange set up a meeting with the drone pilot before the day of the shoot so Evans could express the parameters of the project directly to him.
Spearhead’s First Flight
After the final pre-flight meeting, Evans felt secure knowing that Markland, Orange, and the pilot understood what she needed. Then, on the originally planned date, weather threatened Spearhead’s first flight. With a quick pivot, ARC had the date and time changed. The flight went off without a hitch.
With the exact shots they needed, Evans and Spearhead Sales and Marketing were thrilled to offer the stunning visuals they’d produced to their client.
ARC’s Footprint in the Sky
For now, Spearhead’s only office is in Indiana. But thanks to ARC’s Drone Services, that doesn’t mean they can’t have access to drone pilots in Columbus, Ohio to shoot the unique videos their clients need.
And that’s the power of ARC’s footprint in the sky. | aerospace |
https://mcutimes.com/airlines-again-warn-of-potential-disruption-from-5g-rollout/ | 2022-05-17T09:59:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662517245.1/warc/CC-MAIN-20220517095022-20220517125022-00114.warc.gz | 0.955396 | 556 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__153378898 | en | The aviation industry is stepping up efforts in a showdown with AT&T and Verizon over plans to launch a new 5G wireless service this week, warning that thousands of flights could be grounded or delayed if the rollout takes place near major airports.
CEOs of the country’s largest airlines say interference from the wireless service on a key instrument on planes is worse than they originally thought.
“To be honest, the nation’s trade will stall,” unless the service is blocked near major airports, CEOs said in a letter Monday to federal officials, including Transport Minister Pete Buttigieg, who has previously taken the airlines’ side in the matter. .
AT&T and Verizon plan to launch their new 5G wireless service on Wednesday after two previous delays from the original plan for a rollout in early December.
The new high-speed 5G service uses a segment of the radio spectrum that is close to that used by altimeters, which are devices that measure the altitude of the aircraft above the ground.
Two weeks ago, the companies entered into an agreement with the Federal Aviation Administration to delay service for another two weeks and reduce the power of 5G transmitters near airports. That delay ends Wednesday.
AT&T and Verizon say their equipment will not interfere with avionics and that the technology is being used safely in many other countries. Critics of the aviation industry say carriers had several years to upgrade altimeters that could be subject to interference from 5G.
The CEOs of 10 passenger and cargo airlines, including American, Delta, United and Southwest, said 5G would be more disruptive than originally thought because dozens of major airports would have to have buffer zones to prevent 5G interference with aircraft , will still be subject to flight restrictions announced last week by the FAA, and because these restrictions will not be limited to times when visibility is poor.
“Unless our large hubs are cleared to fly, the vast majority of travelers and shipping will essentially be grounded. This means that on a day like yesterday, more than 1,100 flights and 100,000 passengers would be subject to cancellations, redirects or delays, ”said the CEOs.
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Disclaimers for mcutimes.com
All the information on this website – https://mcutimes.com – is published in good faith and for general information purposes only. mcutimes.com does not make any warranties about the completeness, reliability, and accuracy of this information. Any action you take upon the information you find on this website (mcutimes.com), is strictly at your own risk. mcutimes.com will not be liable for any losses and/or damages in connection with the use of our website. | aerospace |
http://stanwing.com/American%20Air%20Taxi%20Flight%20Attendant%20Wing | 2019-02-21T02:23:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247497858.46/warc/CC-MAIN-20190221010932-20190221032932-00505.warc.gz | 0.95576 | 109 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__187594994 | en | American Air Taxi Flight Attendant Wing
Key West, FL 1960-1974
American Air Taxi was founded July 6, 1960 in Key West, Florida and also operated out of Opa Locka and Fort Lauderdale. It also operated under the name Key West Airlines. The initial routes were to Miami and Tampa. From Fort Lauderdale Executive Airport, they flew to Marathon and Sarasota. Aircraft used were the Piper Aztec, Cessna 402, Beech 99 and Heron DH-114. The name was changed to Air Sunshine in 1974. | aerospace |
https://diggingapollo.com/documents/docid-418/ | 2024-02-25T11:40:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474595.59/warc/CC-MAIN-20240225103506-20240225133506-00577.warc.gz | 0.961997 | 1,289 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__50448060 | en | See listMAR 23 196767-FM1-23FM/Deputy Chief, Mission Planning and Analysis DivisionSummary of what needs to be done to develop flight confidence in the spacecraft computer programs
There has been growing concern in many quarters regarding the adequacy and formality of the final verification testing of the Apollo spacecraft computer program and its interfaces with other spacecraft systems. This concern led to a meeting on March 21st to decide whether everything was really okay and whether something should be done about it. Attendees to this meeting were Don Cheatham, Aaron Cohen, Cline Frasier, Bob Gardiner, Tom Gibson, Myron Kayton, Stan Mann, Tom Price and Bill Tindall of MSC and John Norton and Mike Richter of TRW.
Our attention was primarily focused on the first LM program [formerly known as AS-206] although it was not restricted to that one. Indeed, this group felt that the situation vas not satisfactory; that formal flight verification testing was not being carried out in the controlled, thorough manner necessary to develop flight confidence; that documenta- tion of the test plans and test results was not even adequate to really understand what bad been done.
One conclusion, obvious from the start, was that the AS-206 flight sched- ule, or whatever the first LM mission is to be called, does not permit delay of rope manufacture until that testing and documentation which would ordinarily be considered necessary prior to rope manufacture could be completed. In this instance, they must be carried out in parallel. If results of this effort are such that changes in the program are con- sidered mandatory, ropes will have to be remanufactured and a slip in the flight schedule may occur. Alternately, flaws in the program revealed in this process could result in revision in the manner in which the mission will be flown; e.g., changes could be made in the erasable load, maneuver targeting, command update from the ground, mission rules, flight limits, etc.
Specific action items resulting from this rump session are as follows:
1. It was agreed that only MSC is in a position to integrate the over-all system. It is our proposal that this be carried out by the Guidance Soft- ware Control Panel [GSCP], and the Chairman of that panel accepted as an action item the task of developing plans and an organization to carry out the MSC integration function. It was emphasized that this is a systems integration task not restricted to spacecraft computer programming but also covering all interfaces with that component. This task includes coordinating the activity of all associated organizations and making sure that nothing falls down a crack.
2. Each individual organization involved [i.e., MIT, GAEC, TRW, MSC, etc.] shall be called upon to document their understanding of the current situation regarding AS-206(!) flight verification for the GSCP. That is, in order to determine logically what must be done, it is necessary that the GSOP have a thorough and up-to-date knowledge of what has been done.
3. The Flight Software Branch shall direct MIT to deliver AS-206(!) test plans and test results, including analyses, of a quality at least as good as shall be available for AS-258, if you know what that means. This shall include complete documentation of the Level 4 and Level 5 tests and results already accomplished, as well as a complete verifica- tion plan on which acceptance of the final program assembly shall be based. In addition to this, MIT shall prepare a list of all program components which have not been unit tested (Level 2) and will make sure that unit testing which has been performed is completely documented.
4. Since it is anticipated that three of the six rope modules to be used on the AS-206(!) mission will have been manufactured from one pro- gram assembly and the other three from a later, different assembly, MIT shall be directed to prepare a verification plan documenting the manner in which they intend to verify compatibility of the various rope modules with each other.
5. It is intended that the so-called Bit-by-Bit simulation facility at MSC is to play a formal part in the program verifications process. Effort on readying that facility is currently divided between work on the programs required for the AS-206(!) program verification and on those for Apollo 2. Considering the flight schedule, as well as the fact that most of the former should apply to the latter, the Flight Software Branch will revise the priority to the Computation and Analysis Division and their Lockheed contractor such that the AS-206(!) work takes prece- dence in all respects.
6. Recognizing that certain aspects of the total systems verification task is beyond the capability of MIT to perform on their facilities, we have concluded that they must be augmented by including other organiza- tions in this process, It is our proposal that ASPO direct GAEC to pre- pare a verification plan to check out all software/hardware interfaces to assure compatibility. It is recognized that this task and the actual carrying out of the testing itself on the GAEC facilities is beyond their current contractual obligation, which will make changes in that neces- sary.
It is obvious that items 1 and 6, above, are new. However, the need seems equally obvious, and we feel that they should be adopted as a recognized way of doing business for all subsequent flights. Items 2, 4 and 5 are tasks unique for this particular mission in that we are attempting to correct a deficiency. Item 3 is also unique to AS-206(!) in that we must go back and do something which-should have been done much sooner but had been rationalized away in the press of the flight schedule, aa well as a general atmosphere which prevailed previously. Formal test planning and documentation for all program development following AS-206(!) is already well under control.
It is anticipated that slippage in hardware delivery and flight dates will make it possible to carry out this work within a time period that will be acceptable for the development of flight confidence. Although the diversion of MIT effort to carry all this out could and, in fact, will likely impact MIT's delivery of other flight programs, it is anti- cipated that this, too, will be considered satisfactory. | aerospace |
https://rshare.library.ryerson.ca/articles/thesis/Optimal_control_of_a_bleed_air_temperature_regulation_system/14649132/1 | 2021-12-02T10:32:27 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964361253.38/warc/CC-MAIN-20211202084644-20211202114644-00323.warc.gz | 0.897142 | 152 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__121042640 | en | Optimal control of a bleed air temperature regulation system
thesisposted on 22.05.2021, 16:53 by Lan Shang
This thesis investigates temperature control of an aircraft engine bleed air system, aiming at reducing ram air usage to reduce fuel consumption while maintaining fast temperature control response. To achieve both of the objectives, a system configuration is designed to control both ram air and bypass flows. The analytical equations describing the systems dynamics are derived and utilized in developing the overall bleed air system model. Optimal state feedback control and output feedback control are applied in the temperature control system. Computer simulations and experiments have been conducted, and the proposed configuration and control strategy are shown to be effective in minimizing ram air usage and maintaining fast temperature control response in the meantime. | aerospace |
https://www.nigerianseminarsandtrainings.com/events/18333/Emergency-Planning-and-Response-for-Airports | 2016-10-22T08:56:52 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988718866.34/warc/CC-MAIN-20161020183838-00076-ip-10-171-6-4.ec2.internal.warc.gz | 0.900812 | 64 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__72164602 | en | Emergency Planning and Response for Airports
By: International Air Transport Association (IATA)
Oct 20 - 24 Oct, 2014
This course helps you to set up a coordinated response between the aircraft operator, airport authorities, ground service providers and state emergency response agencies.
Venue: Madrid (IATA), Spain | aerospace |
https://www.c4defence.com/en/sead-and-dead-mission-to-f-35-lightning-ii/ | 2023-10-02T18:15:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511002.91/warc/CC-MAIN-20231002164819-20231002194819-00524.warc.gz | 0.908598 | 236 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__275310431 | en | F-35 Lightning II aircraft, whose development activities continue but still contain many problems, will gain SEAD (Suppression of Enemy Air Defence) and DEAD (Destruction of Enemy Air Defence).
Thanks to its low radar cross-section area and advanced subsystems, the F-35 Lightning II family platforms, which can infiltrate into the enemy airspace without being detected, will become the nightmare of enemy air defence systems. In this framework, the US Department of Defense signed an engineering development and certification agreement with Lockheed Martin for $ 36.78 million. Under the agreement, Lot 14 and Lot 15 F-35A Lightning IIs will gain DEAD / SEAD capability.
SEAD / DEAD capability will also be added to the mission range of platforms that are capable of performing many tasks such as air defence, close air support, air interdiction, strike, coordination, reconnaissance and surveillance. Within the scope of the process, which is predicted to be a limited capability, the integration work of Stand-in Attack Weapon (SiAW) and NorthM Grumman production AGM-88E AARGM (Advanced Anti-Radiation Missile) to platforms, continues. | aerospace |
http://www.radiospirits.com/detailsv2.asp?mbprodid=57225&Svr=.62&l=1&source=,&scode=P04CY100 | 2019-05-19T17:22:29 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232255071.27/warc/CC-MAIN-20190519161546-20190519183546-00021.warc.gz | 0.952091 | 547 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__92804133 | en | UNFORTUNATELY, THIS ITEM IS NO LONGER AVAILABLE.
Program 1: Flights of Courage
The roaring 20s was a time when Americans craved excitement. It was also when the United States Postal Service embarked on a bold experiment that would change mail delivery forever. Answering the challenge was a group of young daredevils anxious to write the story of the newly created U.S. Air Mail Service in their own way. From 1918 to 1927 these daring pilots, some of them veterans of World War I aerial combat, overcame enormous odds. With no radios, no maps and using only primitive instruments, they risked their lives to carry the mail with unprecedented speed across the vast American continent. They were heroic, larger-than-life figures, famous for their death-defying feats and romantic adventures. From out of their ranks came a lanky twenty-five-year-old named Charles A. Lindbergh. In towns across America, wherever they refueled, the Air Mail Service pilots became hometown heroes. When they crashed or were lost, they were mourned like family. This, then, is their story. Shot in Super 16, Flights of Courage features stunning aerials of vintage biplanes over the breadth of America from the Eastern forests to the Rocky Mountains, as well as amazing archival footage and a glorious original score. This program is closed-captioned.
Program 2: The Red Baron
Baron Manfred von Richthofen downed eighty Allied planes during the First World War, a record unequaled in the annals of military aviation. Rare film footage of his daring exploits and personal interviews with the last surviving pilots who flew with him and against him make this an especially compelling video portrait. Includes spectacular World War I dogfight footage and the first aerial photography of bombings.
Program 3: The Lindbergh Story
Charles Lindbergh's first solo trans-Atlantic flight in 1927 made history. Two-and-a-half years later the world was stunned by the kidnap and murder of his infant son. In 1936, Lindbergh foresaw Hitler's threat and warned America to arm itself. He flew fifty combat missions over the Pacific, wrote five books, and won a Pulitzer in 1954.
The Wright Brothers' First Flight
Wilbur and Orville Wright launch the dawn of aviation in the first flight in a motor driven airplane.
In 1937, the most famous woman pilot in the world mysteriously disappears as she attempts to fly around the world.
Jimmy Doolittle's Air Raid on Tokyo
Jimmy Doolittle is awarded the Congressional Medal of Honor for leading the first surprise air raid on Tokyo in 1942. | aerospace |
https://www.stm-ag.ch/en/zigermeet-2019-spectacle-in-the-glarner-sky/ | 2023-12-03T17:27:12 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.42/warc/CC-MAIN-20231203161435-20231203191435-00047.warc.gz | 0.914192 | 367 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__253151138 | en | The largest civil air show in Switzerland took place on August 16 and 17, 2019 “just around the corner” on the airfield of Mollis. We thank all customers and callers for their understanding, if they were not always understood, while jets were thundering over our production and office buildings.
An estimated 30’000 spectators enjoyed a unique air show during two days amidst a fantastic mountain scenery. Among other things Boeing F/A 18, Hornet of the Swiss Air Force, the Airbus Eurofighter of the German Air Force, the Saab Gripen C of the Swedish Air Force, the formation Patrouille Suisse and Tiger Hunter and the Dassault Rafaele C of the French Air Force showed their flying skills.
But even the static display “on the ground” experienced a huge rush. The Airbus A400M “Atlas” of the German Air Force was already attracting great interest due to its huge dimensions. The Airbus Eurofighter and the Airbus Eurofighter (mockup), the Historic Helicopter Group’s Bell 47G3 or the REGA ambulance jet Bombardier Challenger 650, the rescue helicopter of the REGA, the Cessna 551 “Citation II” from the Swedish Air Force Historic Flight, the Dassault Rafale C of the French Air Force and the Mil Mi-171 of the Croatian Air Force or the Lockheed Martin F-35, a stealth multi-purpose fighter aircraft, the US armed forces also attracted much public. And the Mollis-based company Kopter showed visitors the new Swiss helicopter SH09.
For aviation enthusiasts, this was an occasion of the superlative.
All pictures were kindly provided by Erika Rickenbacher and Nina Schmidt. Thank you very much! | aerospace |
https://bbs.boingboing.net/t/spaaaaace/129071?page=124 | 2022-10-04T23:24:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337529.69/warc/CC-MAIN-20221004215917-20221005005917-00729.warc.gz | 0.956103 | 126 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__229326474 | en | A group of satellite operators has asked the Federal Communications Commission (FCC) to reconsider its proposed five-year window to remove orbital junk by adding language that would let them request waivers to exceed the limit.
These guys weren’t impressed.
I wish I could have one.
That was hella exciting to watch!
Everybody scram! Here come the Space Police, with a ticket for space littering outside of one’s own yard. /s
Liquid water may be lurking beneath the southern polar ice cap on Mars, according to fresh evidence reported in Nature Astronomy. | aerospace |
https://blazetrends.com/israel-accidentally-shot-down-its-own-drone/ | 2022-06-30T19:43:09 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103877410.46/warc/CC-MAIN-20220630183616-20220630213616-00328.warc.gz | 0.977567 | 138 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__100638856 | en | The Israeli military says Israel has activated its missile defense after mistakenly identifying a threat near the Lebanese border.
According to international media reports, the Israeli army accidentally shot down its own drone flying near the Lebanese border.
The Israeli Defense Forces have acknowledged that the incident was caused by a misidentification. In fact, an Airborne Early Warning aircraft reported a possible air intrusion from Lebanon, after which the Israeli army fired two Iron Dome interceptor missiles and destroyed the target.
It was later learned that the drone belonged to Israel, which was flying on a routine Reiki mission. As soon as the missiles were fired, rocket sirens sounded on Israel’s northern border with Lebanon. | aerospace |
https://aviation-regulations.com/135.398 | 2022-12-01T22:49:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710870.69/warc/CC-MAIN-20221201221914-20221202011914-00312.warc.gz | 0.902529 | 327 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__23445691 | en | Commuter category airplanes performance operating limitations.
(a) No person may operate a commuter category airplane unless that person complies with the takeoff weight limitations in the approved Airplane Flight Manual.
(b) No person may take off an airplane type certificated in the commuter category at a weight greater than that listed in the Airplane Flight Manual that allows a net takeoff flight path that clears all obstacles either by a height of at least 35 feet vertically, or at least 200 feet horizontally within the airport boundaries and by at least 300 feet horizontally after passing the boundaries.
(c) No person may operate a commuter category airplane unless that person complies with the landing limitations prescribed in §§ 135.385 and 135.387 of this part. For purposes of this paragraph, §§ 135.385 and 135.387 are applicable to all commuter category airplanes notwithstanding their stated applicability to turbine-engine-powered large transport category airplanes.
(d) In determining maximum weights, minimum distances and flight paths under paragraphs (a) through (c) of this section, correction must be made for the runway to be used, the elevation of the airport, the effective runway gradient, and ambient temperature, and wind component at the time of takeoff.
(e) For the purposes of this section, the assumption is that the airplane is not banked before reaching a height of 50 feet as shown by the net takeoff flight path data in the Airplane Flight Manual and thereafter the maximum bank is not more than 15 degrees.
[Doc. No. 23516, 52 FR 1836, Jan. 15, 1987] | aerospace |
https://www.cyprusmedianet.com/news/48270/passengers-receive-photos-of-plane-crashes-turkish-plane-returns-to-gate/ | 2022-05-28T22:46:21 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663021405.92/warc/CC-MAIN-20220528220030-20220529010030-00649.warc.gz | 0.976155 | 204 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__73033073 | en | A plane aborted takeoff on Tuesday as passengers suddenly received photos of plane crashes on their smartphones. The Boeing 737 of the Turkish company AnadoluJet with 160 passengers on board was preparing to take the runway at Israeli Ben Gurion airport for a flight to Istanbul.
Passengers saw footage of a Turkish Airlines plane that crashed at Schiphol in 2009. The captain decided to return to the terminal after anxious passengers alerted the crew to the photos.
Nine Israelis were reportedly arrested while on the plane, Israeli authorities report. They would have sent the images via AirDrop, an Apple service that allows files to be shared with another Apple device at short distance.
It is not known why they sent the photos or how many passengers saw the images. Once the passengers left the plane, all baggage was re-screened. After several hours, passengers were told they could re-board the plane if they wished.
The plane eventually took off more than five hours late, according to data from Flightradar24. | aerospace |
http://crunchsci.com/article.php?n=scientist-says-he-can-get-humans-to-mars-in-record-time&id=99149 | 2017-04-25T16:20:32 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120694.49/warc/CC-MAIN-20170423031200-00032-ip-10-145-167-34.ec2.internal.warc.gz | 0.96177 | 249 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__310830016 | en | Proton based rockets carrying human cargo would take around a month to get to their destination. While smaller unmanned crafts would take around 72 hours. The unmanned probes would be used significantly to make many trips leading to more data collection.
Lubin explained that proton splitting using laser beams created massive energy impulses able to thrust the rocket to longer distances faster. This is not only a more environmentally friendly, but cheaper in the long run.
"The human factor of exploring the nearest stars and exoplanets would be a profound voyage for humanity, one whose non-scientific implications would be enormous," said the scientist Lubin. "There are recent advances that take this from science fiction to science reality; there is no known reason we cannot do this."
The step forward is far from completion, but the research is being looked at a bigger scale. It would also allow space crafts to go further into the galaxy in search of new discoveries. It is also a practical fuel alternative for electricity creation.The proton-powered energy is a much safer alternative. With no active or flammable cargo, in theory, the craft would be less flammable. And without the large reservoir of fuel, rocket ships can be less bulky and efficient. | aerospace |
https://www.gatton.uky.edu/about-us/stay-connected/news/2018/uk-mba-alum-drew-wilder-achieves-dream-position-aerospace-industry | 2023-09-26T16:35:18 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510214.81/warc/CC-MAIN-20230926143354-20230926173354-00493.warc.gz | 0.979958 | 636 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__258876568 | en | They say patience is a virtue and for UK MBA alum, Andrew “Drew” Wilder that is certainly an understatement. After graduating from the Engineering/MBA Dual Degree program at the University of Kentucky, Drew started doing what most students do at this point – applying and interviewing for jobs. Drew was very intentional about what he wanted to do professionally, which was combining his technical and business skills to achieve his ultimate dream job in the aerospace industry.
“Getting into the aerospace industry has been much harder than I initially thought it would be,” says Drew. “I had many jobs that I felt I was a good fit for, was more than qualified to do, but in the end just didn’t work out. I didn’t want to give up on my dream, so I stuck with it for a while, maybe even longer than I should have. Eventually I was at the point where I just needed to nail something down, so I drew a line in the sand and gave myself a deadline.”
Then the call came from Denver, Colorado literally hours before Drew’s deadline, which was from a recruiter with United Launch Alliance. United Launch Alliance (ULA) provides spacecraft launch services and systems (Delta II, Delta IV and Atlas V) to the US government. The Atlas and Delta launch system families have been used for more than 50 years to carry a variety of payloads including weather, telecommunications and national security satellites, as well as deep space and interplanetary exploration missions in support of scientific research.
“He informed me that he was very impressed with my resume, and that he thought I’d be a great fit with the company,” says Drew. “Over the next couple weeks, I had multiple phone interviews for many jobs at ULA, and I felt confident and prepared for all of them.”
The next week, the recruiter called Drew and informed him they were impressed with his skills and qualifications. They made Drew an offer for a Mechanical Engineering position to join ULA, which was one of Drew’s top company choices and at their headquarters in Denver, CO. Drew’s position will include working with fluids and fuel systems and will likely include travel to launch sites.
Drew says, “The UK MBA program definitely helped me to get this job, and I’m really grateful to everything UK and the program did for me.”
United Launch Services, LLC (ULS) is a subsidiary of United Launch Alliance, LLC. On behalf of ULA, ULS contracts for launch services using the Atlas and Delta launch vehicles. Their program management, engineering, test, and mission support functions are headquartered in Denver, Colorado with manufacturing, assembly and integration operations located in Decatur, Alabama, and Harlingen, Texas. ULA’ launch operations are located at Cape Canaveral Air Force Station, Florida, and Vandenberg Air Force Base, California. ULA has more than 100 years of launch history with the Atlas and Delta rocket families to achieve more than 120 consecutive launches since 2006. | aerospace |
https://spaceconf.org/conference-speakers/enrico-stoll/ | 2024-04-15T08:25:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816954.20/warc/CC-MAIN-20240415080257-20240415110257-00577.warc.gz | 0.97338 | 161 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__170335149 | en | Enrico Stoll holds a diploma degree (2004) in aerospace engineering from the Technical University of Dresden after studies at MAI, Moscow and UNSW, Sydney. He finished his PhD at the Institute of Astronautics at TU Munich in 2008. Thereafter, he was a postdoctoral research fellow of MIT’s Space Systems Laboratory. Subsequently, he joined RapidEye/ Blackbridge as a systems engineer for their remote sensing satellite constellation. During that time he was also a guest lecturer at FU Berlin and received a bachelor’s degree in mathematics from the University of Hagen. He was the head of the Institute of Space Systems at TU Braunschweig from 2014. Since February 2021, Enrico holds the Chair of Space Technology at TU Berlin. | aerospace |
https://www.gyfted.me/asvab/asvab-air-force-helicopter-aircraft | 2024-04-14T01:07:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816863.40/warc/CC-MAIN-20240414002233-20240414032233-00542.warc.gz | 0.9095 | 1,018 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__177907713 | en | Get your Helicopter aircraft maintenance ASVAB Score
Becoming a Helicopter Aircraft Maintenance Expert in the US Air Force requires dedication, focus, and specific knowledge and skills. As a highly specialized role, this position requires individuals to go through rigorous training and obtain various certifications before being able to work on and maintain complex helicopters used in military operations. In this article, we will explore the steps and requirements needed to become a Helicopter Aircraft Maintenance Expert in the US Air Force.?
What is Helicopter aircraft maintenance in the Air Force?
A Helicopter Aircraft Maintenance specialist in the US Air Force is responsible for inspecting, repairing, and maintaining helicopters. They perform routine maintenance tasks, troubleshoot and repair faulty systems, replace parts and components, and ensure that all maintenance activities meet safety and performance standards. They work with various types of helicopters, including transport, rescue, and combat vehicles, and collaborate with other maintenance personnel to minimize downtime and maximize aircraft readiness. Helicopter Aircraft Maintenance specialists play a critical role in ensuring the safety and effectiveness of all helicopter operations in the Air Force.
Air Force Specialty Code (AFSC) - Helicopter aircraft maintenance
The code for a Helicopter aircraft maintenance - Air Force Specialty Code: 2A5X2
ASVAB Qualification Area Minimum Scores
Getting a military role requires meeting a certain minimum Armed Services Vocational Aptitude Battery (ASVAB) test score. Helicopter aircraft maintenance US Air Force - Qualification Area Minimum Scores - M56 Air Force Qualification Area and corresponding ASVAB Subtests: G -- general: Verbal expression (WK plus PC) and arithmetic reasoning (AR) M -- mechanical: Mechanical comprehension (MC), general science (GS) and two times auto and shop information (AS) A -- administrative: Numerical operations (NO), coding speed (CS) and verbal expression (WK plus PC) E -- electrical: Arithmetic reasoning (AR), mathematics knowledge (MK), electronics information (EI) and general science (GS)
Requirements to get a Helicopter aircraft maintenance US Air Force position
Here are the steps to apply for and get recruited for a Helicopter aircraft maintenance role in the US Air Force: 1. Meet the Eligibility Requirements: You must be a US citizen, have a high school diploma or GED, be between 17 and 39 years old, and pass a physical exam. 2. Visit the USAF Recruiting website: Go to the Air Force Careers website and search for "Aircraft Maintenance." 3. Choose your desired job position: Select the Helicopter Aircraft Maintenance position that you want to apply for. 4. Apply online: Follow the instructions to fill out your application form, which includes your personal information, education, and work experience. 5. Take the ASVAB: You will need to take the ASVAB exam to qualify for the job. 6. Attend MEPS: Once you pass the ASVAB, you will attend the Military Entrance Processing Station (MEPS) for a physical exam and to swear in. 7. Go to Basic Military Training: After completing MEPS, you will attend Basic Military Training (BMT) for 8 1/2 weeks. 8. Attend Technical School: After BMT, you will attend technical school to learn how to maintain the specific type of helicopter you will be assigned to. 9. Start your career in the Air Force: Once you complete technical school, you will begin your career as a Helicopter Aircraft Maintenance professional in the US Air Force.
Key skills and competencies
Useful skills and competencies are crucial for becoming a Helicopter aircraft maintenance expert in the US Air Force. This role requires a strong knowledge of aircraft mechanics, electronics, and hydraulics. Additionally, excellent problem-solving and critical thinking abilities are essential, as well as attention to detail and the ability to work well under pressure. Proficiency in reading and interpreting technical manuals and schematics is also necessary.
Equipment and weapons used by a Helicopter aircraft maintenance
Helicopter aircraft maintenance experts in the US Air Force use a range of equipment and weapons to perform their duties. These may include specialized tools and instruments for aircraft maintenance and repair, as well as firearms and other defensive weapons for protection. It is important for individuals in this role to regularly undergo training to stay up-to-date on the latest technological advancements and weaponry.
How long does it take to become a Helicopter aircraft maintenance in the US Air Force
Becoming a Helicopter aircraft maintenance expert in the US Air Force requires a significant amount of time and dedication. The training process can take anywhere from six months to two years, depending on the specific program and level of expertise desired. During this time, individuals will undergo rigorous classroom instruction and hands-on training, as well as complete on-the-job training and apprenticeships. Although the process may be challenging, the rewards of becoming a skilled and respected aircraft maintenance expert in the military are well worth the effort. | aerospace |
https://wackyscouter.org/resources/Activities/Bombing-Run-The_4854 | 2024-02-24T16:32:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474541.96/warc/CC-MAIN-20240224144416-20240224174416-00647.warc.gz | 0.961423 | 293 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__51264679 | en | Bombing Run, The
In this one, the Scouts are seated one behind the other in close formation. The first Scout becomes the pilot, the second becomes the wings, the next one becomes the side gunner, the next one is the fuselage, the next one is the tail, and the last one is the tail gunner. If you have more than six members, fill in the fuselage a little. The pilot guides this skit through its paces.
The plane is flying along level. Then the pilot spots a fighter coming in from the side. He calls out “Fighter, coming in at 3 o'clock. The plane turns to the right, and all the Scouts lean over to simulate the turn. (It takes a fair amount of practice to get this right. Otherwise, the plane looks like it’s made out of rubber. Good coordination makes this skit more effective!) The side gunner fires at the plane and reports that the danger is past. This scenario is repeated, taking turns between the side gunner and the tail gunner. There is a lot of chatter between the pilot and gunner, as they warn each other about the dangers. Suddenly, all motion comes to a complete stop. Dead silence for a few seconds. Then the pilot calls out to the others, “OK, who has another quarter?” Enthusiasm and involvement are what make this skit work. | aerospace |
https://asirius.com/aviation.php | 2021-05-07T16:21:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988796.88/warc/CC-MAIN-20210507150814-20210507180814-00491.warc.gz | 0.924619 | 263 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__76755728 | en | At Asirius, we fully understand the importance of time in the aviation industry. With our 24-hour, seven days a week customer-service, we help our customers across the world with vital partssupport for routine maintenances and AOG situations to get their aircrafts back in the air where it belongs.
Whether it is a new purchase, exchange of an existing component, or repair/overhaul service with core-return, you can rely on Asirius.
Partnering with global OEM, MRO providers, Asirius has built up a stock database of both new and overhauled, manufacturer-refurbished aircraft spare parts you can rely on. Our extensive database of aircraft spares is updated every week to reflect new inventory stock position across warehouses of various partners in Europe. These include airframe components, rotables, landing gear, hydraulics, pumps, spares, filters, engine accessories, electrical items, instruments and avionics.
Asirius takes great pride in supporting business aircraft owners, operators and MROs across the world with cost-effective solutions with shortest delivery time and value-added services during all phases of an aircraft’s life-cycle. We are committed to ensuring highest quality standards and customer service for our valued customers. | aerospace |
https://www.techcentral.ie/ucd-launches-space-centre-in-major-development-for-irish-space-sector/ | 2023-06-04T23:33:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224650409.64/warc/CC-MAIN-20230604225057-20230605015057-00651.warc.gz | 0.919616 | 689 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__278780340 | en | UCD launches Centre for Space Research
C-Space, the UCD Centre for Space Research was officially opened today. The first of its kind centre is expected to boost Ireland’s space industry and provide vital skills and training for jobs of the future.
By building on nationally leading projects such as Eirsat-1, Ireland’s first satellite, UCD said C-Space will be a key national resource for space expertise and training. The centre will focus on current key space research themes, including: astrophysics; earth observation; gamma-ray detectors; nanosatellites and payloads; space materials and space structure dynamics and control.
The core research is underpinned by a cross-cutting industry support facility, to ensure a broad, positive impact for society and the economy from C-Space’s activities.
“As well as performing excellent space-related fundamental and applied interdisciplinary research,” said Prof Lorraine Hanlon, centre director, UCD School of Physics, “our purpose is also to build academic and industrial partnerships that advance the use of space to address global scientific and societal challenges.”
C-Space will support industry through consultancy, collaborations, and access to test facilities. In addition, the centre will help to ensure that industry needs are met through university-based courses such as a master’s degree programme in space science and technology and continuing professional development courses.
“UCD has a distinguished record in astrophysics and space research dating from the 1960s and continuing to the present day with the development of Eirsat-1, Ireland’s first satellite,” said Prof Orla Feely, UCD vice president for research, innovation & impact. “With the launch of C-Space, UCD will build our academic and industry relationships across the global space sector, developing our talent at home and maximising for Ireland the many technological and economic opportunities in this exciting field.”
From GPS tracking that enables the global shipping industry, to monitoring crop yields and managing food supply, the space sector plays an increasingly important role in daily life. Space contributes approximately €80 billion to the European economy annually. There are currently many sectors and businesses that rely on space systems and space data, and the number will increase dramatically in the next 10 years – with the evolution of new future networks-enabled technologies such as driverless cars, remote robotic surgery and automated agriculture.
“Ireland’s growing space sector is creating high value jobs that require people with specific skill sets to enable Irish space companies to succeed in the global marketplace,” said Danny Gleeson, chair of the Irish Space Industry Group. “We wholeheartedly welcome the establishment of the UCD Centre for Space Research and its commitment to produce graduates and professional training courses to meet the demands of the expanding Irish space sector and supporting the Government’s National Space Strategy for Enterprise.”
The UCD C-Space virtual launch event featured a line-up of prominent speakers, including: Prof Michael Rast, head of earth observation science strategy at the European Space Agency (ESA); Prof Malcolm Macdonald, founding director of the Scottish Centre of Excellence in Satellite Applications and Prof Lorraine Hanlon, director of C-Space at UCD. | aerospace |
http://www.otuslawgroup.com/2012/08/09/seattle-bound-flight-makes-emergency-landing-after-electrical-failure/ | 2013-06-18T06:13:12 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706961352/warc/CC-MAIN-20130516122241-00017-ip-10-60-113-184.ec2.internal.warc.gz | 0.932789 | 183 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__31796816 | en | A plane traveling from California to Washington State was forced to make an emergency landing in San Jose recently because of a malfunction in the electrical system. The Alaska Airlines flight — bound for Seattle, Washington, from Ontario, California – had just taken off when the plane’s air to ground sensor failed, requiring the pilots to fly the plane manually when the auto throttle became disconnected among numerous other electrical system malfunctions.
The plane’s pilots announced an emergency situation, which required them to depressurize the plane themselves, but the plane’s oxygen masks – designed to deploy automatically when the cabin begins to lose air pressure — never dropped from their overhead storage compartments. Passengers in the plane report overhearing flight attendants commenting to one another about the severity of the situation before the cabin’s backup pressurization system became automatically activated. The flight landed safely in San Jose with no reported injuries. | aerospace |
http://floridacommercialpilotschool.com/ | 2017-04-24T17:09:13 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119642.3/warc/CC-MAIN-20170423031159-00112-ip-10-145-167-34.ec2.internal.warc.gz | 0.950563 | 957 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__93192618 | en | Florida Aviation Academy is a commercial pilot training school that offers accelerated flight training to meet all needs. This Florida commercial pilot training school offers the following courses: Private Pilot, Instrument Rating, Commercial Pilot License, Multi Engine...Read More
If you are interested in becoming a commercial pilot, there has never been a better time. Research from the Federal Aviation Administration and the 2012 Boeing Pilot & Technician Outlook indicate a growing shortage of pilots over the next 20 years. The demand for pilots...Read More
Florida Aviation Academy has taken a unique approach to training commercial pilots. As a philosophy we keep a low student/instructor/aircraft ratio at the school so that we can immerse the students in their studies with special emphasis on flying. (We only admit 2 students per...Read More
Florida Aviation Academy is conveniently located at Pompano Beach Airport (KPMP) in Greater Fort Lauderdale Florida. With three large runways and an air traffic control tower, KPMP is an ideal training ground for soon to be commercial pilots. With more than 300 days of sunshine a year, your training will not be hampered by frequent weather delays.
Our facilities are touted as the best in the vicinity, offering spacious instructional rooms, a student study lounge, weather briefing and flight planning areas, and a state of the art Redbird FMX full motion flight simulator.
If you are interested in becoming a commercial pilot, there has never been a better time. Research from the Federal Aviation Administration and the 2012 Boeing Pilot & Technician Outlook indicate a growing shortage of pilots over the next 20 years. The demand for pilots will quickly outpace the number of pilots who are trained, so pilots will be in great demand over the next 20 years and possibly longer.
Both the increased worldwide demand to move goods and people by air, as well as changes in the mandatory retirement age for commercial airline pilots have created an unprecedented need for pilots now.
Florida Aviation Academy has taken a unique approach to training commercial pilots. As a philosophy we keep a low student/instructor/aircraft ratio at the school so that we can immerse the students in their studies with special emphasis on flying. (We only admit 2 students per aircraft and 2 students per each Flight Instructor)
Florida Aviation Academy’s 0 hours to Commercial License takes just 16 weeks in comparison to the 8-12 months it will take at most other Florida commercial pilot schools and colleges for the same program. During this time, the student will
Each instructor has only one or two full time students and all instruction is one-on-one, in contrast to the traditional classroom approach. This method allows individualized attention and is custom tailored to maximize the efficiency of each student’s program. Every student is scheduled for two, two-hour lessons with their instructor. The time in between is used for studying on computer stations or watching the audio-visual tapes that compliment each day’s lesson. Students typically spend 6-8 hours a day at the school, 6 days a week under this program.
This accelerated program offers many benefits for the student. Immersion in both theory and flight leads to a steeper learning curve over time with better retention rates, translating to cost savings for the student on many fronts. Our students are also more proficient and safer in their flying. This is simply due to the fact that flight lessons take place twice a day 6 days a week rather than the 3-4 times per week available at most other schools. Practice makes perfect. Practice often and… Our training method also allows the students to return to their home or job in a much shorter period of time reducing day to day living expenses at least by half.
Florida Aviation Academy limits the student count so that there are no scheduling problems with either the instructors or the aircraft and we can deliver what we promise. We have an excellent success rate for being on time and within budget. In addition we have a first time pass rate of better than 98% for written tests with an average score of 91% (The minimum passing grade for the written test are 70% but we do not believe in 70% pilots), and the first time pass rate of better than 93% for the practical exams.
This approach which we hope you will like, has one additional benefit. Having low student/instructor ratios allows us to follow each student’s progress on a daily basis so that they are kept on track with their scheduled programs. The daily briefing that the chief instructor has with each instructor allows us to address any learning challenges immediately. Our accelerated programs, one-on-one attention and continuous quality control are what separate Florida Aviation Academy from every other flight training institution. Everything we do is a function of this mission. | aerospace |
https://thethompsonadventure.com/category/military-family-life/ | 2023-05-29T22:18:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644913.39/warc/CC-MAIN-20230529205037-20230529235037-00730.warc.gz | 0.949387 | 274 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__54681769 | en | Category: Military Family Life
KC-135 Incentive Flight
I made a lot of jokes when I got my military dependent ID card about how the only thing I ever wanted out of this whole military adventure was BX and Commissary privileges. I even wrote to Patience w...
Frontiers in Flight Air Show // 2018
It's been quite a while since I've been to an air show. The last one I was at I was still in the Air Force and I had the very unique pleasure of being able to photograph the Thunderbirds from the wal...
The 4th of July on Film
Every year our friend Beth's family throws the most amazing 4th of July party. Here it is in all of it's square glory! Shot with a Hasselblad 500cm on Kodak Portra 800. Scanned by T...
Looking forward to some consistently warmer weathe
You sure do make me smile, Miss!
Merry one day late Christmas, friends and family!
Home sweet home! #dji #djiair2s
© 2023 The Thompson Adventure | aerospace |
http://www.myrcstuff.com/pages/planes/minihog/minihog.htm | 2018-10-18T01:34:55 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583511365.50/warc/CC-MAIN-20181018001031-20181018022531-00278.warc.gz | 0.901734 | 240 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__107741843 | en | The Mini Hog.
A conversion to electric after crash damage.
This was the original mini hog built by Jim Carss.
But after a crash Jim thought I could do an electric conversion.....
The wing was damaged at the rear section and ailerons needed repairing, no pics of that.
Battery mounting tray.
New wing supports of hardwood built into the new nose section.
New front with vent for ESC.
Repaired wing section re covered in silver.
Plan A motor
Plan A cockpit covers.
I needed a cowl so decided to build from scratch.
Bending two pieces of light ply to form a nice strong cowl.
Test fit looks good.
Trim off the excess and build a scoop to help keep the ESC cool.
Looks nice with the solarfilm covering on.
Plan B motor.
Complete and ready to fly.
Though it needed a name so it's a mini hog right.....
Cheers to Jim for the plane and to Ben for the bits and bobs (and the laughs).
Test flights show a lack of power hmmm 4 cell batteries on order (c:
Back to top | aerospace |
http://www.reddit.com/r/fpv/comments/y2pcf/as_requested_ama_about_fpv_ill_give_you_my_best/ | 2013-05-25T20:20:30 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706298270/warc/CC-MAIN-20130516121138-00037-ip-10-60-113-184.ec2.internal.warc.gz | 0.948517 | 407 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__106175314 | en | Thought I've only been flying since 2011. I've been through a few planes and wings and equipment. I've flown a lot and gained a pretty good amount of experience from that time. Having a love for aviation and video games. This hobby picked up quick for me on the "hands eye" coordination side.
Planes I have/had in order
-Falcon EPO wing
What is FPV? First person view. Short and sweet. Like a FPS video game you can say. You don't fly your plane "third person" from the ground. You watch through an onboard camera through either video goggles or a small screen. This is all linked from a video transmitter (Common frequences are 900mhz 1.3ghz 2.4ghz and 5.8ghz) and are recieved on the ground through a video receiever an antenna. This is all live feed. With no delays.
Now you can go simple or you can go complicated. Remember the more you add to your system. The more possible errors there could be. You don't necesarrily have to go to crazy. Especially if it is your first set up. I use an on screen display (DOSDv2) that shows me everything from gps coordinates, altitide, speed, battery life, how many amps i'm pulling. An arrow pointed to the home position on the ground at all times and autopilot. As well as many other features that can be covered later.
Pusher props make nice FPV planes. They tend to have glider wings for smooth long glides. Which is nice for beginners as well as experts. More importantly. You don't have to watch a prop spinning in the camera view. You could get a pan and tilt camera system on the plane though so you could look around with a headtracker and enjoy the sights a bit more.
So new to the hobby and have a few questions to get off your chest? Shoot. | aerospace |
https://www.flugrevue.de/english/boeing-delivers-3000th-everett-built-widebody/497605 | 2017-12-12T08:36:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948515311.25/warc/CC-MAIN-20171212075935-20171212095935-00321.warc.gz | 0.939207 | 362 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__87659251 | en | 2007-09-02 - Boeing 3000 widebodyBoeing delivers 3,000th Everett-built widebody
3000 Großraumflugzeuge aus Everett<br /> On 27 August, Boeing delivered its 3,000th widebody airplane from its Everett, Wash., site.
The airplane was a 777-200ER (Extended Range) model that was delivered to Korean Air. The 3,000 airplanes built and delivered from the Boeing Everett factory include 747, 767 and 777 models. The site is celebrating its 40th anniversary this year.
Over the years, the 3,000 widebody airplanes assembled at the Everett site have established a strong track record. Combined, the 747, 767 and 777 have completed more than 34.5 million flights through June 2007. They have logged approximately 148 million flight hours or nearly 17,000 years of flight time. The airplanes have flown approximately 71 billion nautical miles (131 billion kilometers), which is the equivalent of flying around the world 3.3 million times. "We can all take great pride in the achievements these airplanes have made and continue to make," Bogue said. "The Boeing 747, 767 and 777 are amazing airplanes with an unparalleled record of reliability, which is illustrated by the number of Boeing widebody airplanes in service today." Currently, more than 80 percent of the airplanes built at the Everett site -- approximately 2,610 airplanes -- are in service around the world.
The 3,000th-delivery milestone comes just nine years after the Everett site celebrated its 2,000th delivery -- a 747-400 taken by British Airways May 15, 1998. The plant's 1,000th widebody delivery was a 767-300ER delivered to Scandinavian Airlines on Aug. 14, 1989. | aerospace |
https://www.educaedu.co.uk/aerospace-vehicle-design-avd-aircraft-design-option-postgraduate-certificate-postgraduate-35307.html | 2022-07-05T01:11:05 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104506762.79/warc/CC-MAIN-20220704232527-20220705022527-00259.warc.gz | 0.922607 | 1,873 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__24978136 | en | Course Description:The Aircraft Design option of the MSc in Aerospace Vehicle Design (AVD) aims to provide a comprehensive overview of aircraft performance, structures and systems. A holistic teaching approach is taken to explore how the individual elements of an aircraft can be designed and integrated using up-to-date methods and techniques. You will learn to understand how to select specific systems such as fuel systems, and their effect on the aircraft as a whole. This course is suitable for students with a background in aeronautical or mechanical engineering or those with relevant industrial experience. Start Months:March or OctoberSchool:School of Aerospace, Transport and ManufacturingTheme:AerospaceEntry Requirements:A first or second class UK Honours degree (or equivalent) ideally in a related subject. Other recognised professional qualifications or several years relevant industrial experience may be accepted as equivalent; subject to approval by the Course Director. For further and specific information please visit the course page. English Language:If you are an international student you will need to provide evidence that you have achieved a satisfactory test result in an English qualification. The minimum standard expected from a number of accepted courses are as follows: IELTS - 6.5 TOEFL - 92 Pearson PTE Academic - 65 Cambridge English Scale - 180 Cambridge English: Advanced - C Cambridge English: Proficiency - CIn addition to these minimum scores you are also expected to achieve a balanced score across all elements of the test. We reserve the right to reject any test score if any one element of the test score is too low. We can only accept tests taken within two years of your registration date (with the exception of Cambridge English tests which have no expiry date). Students requiring a Tier 4 (General) visa must ensure they can meet the English language requirements set out by UK Visas and Immigration (UKVI) and we recommend booking a IELTS for UKVI test. Duration:Full-time MSc - one yearCourse Format:TaughtPostgraduate CertificateOverview: Modern aircraft are a complex combination of aerodynamic performance, lightweight durable structures and advanced systems engineering. This specialist MSc Aerospace Vehicle Design option explores how elements can be designed and integrated using up-to-date methods and techniques.Who is it for?:This course is suitable for students with a background in aeronautical or mechanical engineering or those with relevant industrial experience, and prepares graduates for careers as project design engineers, systems design, structural design or avionic engineers in aerospace or related industries, with the aim of progressing to technical management/chief engineer. Suitable for careers in civil and military aviation.Why this course?:This Aircraft Design option aims to provide a comprehensive overview of aircraft performance, structures and systems. A holistic teaching approach is taken to explore how the individual elements of an aircraft can be designed and integrated using up-to-date methods and techniques. You will learn to understand how to select specific systems such as fuel systems, and their effect on the aircraft as a whole.We have been at the forefront of postgraduate education in aerospace engineering since 1946. Aerospace Vehicle Design at Cranfield University was one of the original foundation courses of the College of Aeronautics. Graduates of this course are eligible to join the Cranfield College of Aeronautics Alumni Association (CCAAA), an active community which hold a number of networking and social events throughout the year.Cranfield University is well located for students from all over the world, and offers a range of library and support facilities to support your studies. This enables students from all over the world to complete this qualification whilst balancing work/life commitments.Informed by Industry.The course has an Industrial Advisory Committee with senior members from major UK aerospace companies, government bodies, and the military services. The committee meets twice a year to review and advise on course content, acquisition skills and other attributes that are desirable for graduates of the course. Panel members include: BAE Systems Airbus Royal Air Force Department for Business, Enterprise and Regulatory Reform Royal Australian Air Force Messier-Dowty Department of National Defence and the Canadian Armed Forces.Your teaching team:You will be taught by Cranfield's leading experts with many years of industrial experience. Key members of teaching staff on this option include: Aaron Latty Professor Howard SmithThe teaching on some taught modules is supported by lectures from visiting speakers from both industry and the military. Former speakers have included senior representatives from: Boeing Airbus BAE Systems Eurocopter.Accreditation:The MSc in Aerospace Vehicle Design is accredited by the Royal Aeronautical Society (RAeS) & Institution of Mechanical Engineers (IMechE) as meeting the requirements for Further Learning for registration as a Chartered Engineer. Candidates must hold a CEng accredited BEng/BSc (Hons) undergraduate first degree to comply with full CEng registration requirements.Institution of Mechanical Engineers (IMechE) Royal Aeronautical Society (RAeS) Institution of Mechanical Engineers (IMechE)Course details:The Aircraft Design option consists of 12 compulsory modules and a minimum of 60 hours of optional modules, which are selected from a list of 12 options. You are also required to complete a group design project and an individual research project.A unique feature of the course is that we have four external examiners, two from industry who assess the group design project and two from academia who assess the individual research project.Group project:The extensive group design project is a distinctive and unique feature of this course. This teamwork project takes place over six months and recreates a virtual industrial environment bringing together students with various experience levels and different nationalities into one integrated design team.Students are given responsibility for the detailed design of a significant part of the aircraft, for example, forward fuselage, fuel system, landing gear, environmental control system, wing. The project will progress from the conceptual phase through to the preliminary and detail design phases. You will be required to run project meetings, produce engineering drawings and detailed analyses of your design. Problem solving and project co-ordination must be undertaken on a team and individual basis. At the end of the project, groups are required to report and present findings to a large panel of senior engineers from industry.This element of the course is both realistic and engaging, and places the student group in a professional role as aerospace design engineers. Students testify that working as an integrated team on real problems is invaluable and prepares them well for careers in a highly competitive industry.Watch past presentation videos (YouTube) to give you a taster of our innovative and exciting group projects: Blended Wing Body Aircraft A9 Dragonfly Box Wing Aircraft MRT7 Tanker Aircraft A-13 Voyager SL-12 Vimana.Individual project:The individual research project aims to provide the training necessary for you to apply knowledge from the taught element to research. The project may be theoretical and/or experimental and drawn from a range of topics related to the course and suggested by teaching staff, your employer or focused on your own area of interest. It provides the opportunity for you to deepen your knowledge of an area that is of particular interest, and is often associated with a real-world problem that one of our industry partners is looking to resolve.Previous Individual Research Projects include: Ultra Long Range Science UAV Structure / Systems Development Conceptual Design of a Hypersonic Space Launcher and Global Transportation System Effect of Aerodynamics on the Conceptual Design of Blended Wing Body Aircraft Review, Evaluation and Development of a Microlight Aircraft Feasibility of the Application of Low Cost Scaled Aircraft Demonstrators.Assessment:Taught modules 10%, Group project 50%, Individual research project 40%Funding Opportunities:Laptop/Bursary OfferApply early and you may be eligible for our Laptop/Bursary offer. Students who accept an offer of a place on the MSc in Aerospace Vehicle Design course may be given the choice of either a £600 reduction in their tuition fees OR a high specification laptop. The laptop will be provided to students after registration on the course at Cranfield. The laptop will be for your own personal use, both during your studies and after you have completed the MSc course.Well-qualified UK applicants may be eligible to apply for the EADS Technology Masters Training Award.Cranfield Postgraduate Loan Scheme (CPLS)The Cranfield Postgraduate Loan Scheme (CPLS) is a funding programme providing affordable tuition fee and maintenance loans for full-time UK/EU students studying technology-based MSc courses.To help students find and secure appropriate funding, we have created a funding finder where you can search for suitable sources of funding by filtering the results to suit your needs. Your career:This MSc is valued and respected by employers worldwide. The applied nature of this course ensures that our graduates are ready to be of immediate use to their future employer and has provided sufficient breadth of understanding of multi-discipline design to position them for accelerated career progression.Graduates from this option have gone on to pursue engineering careers in disciplines such as structural design, stress analysis or systems design.Many of our graduates occupy very senior positions in their organisations, making valuable contributions to the international aerospace industry. Typical student destinations include BAE Systems, Airbus, Dassault and Rolls-Royce. | aerospace |
https://www.tapscape.com/capturing-the-skies-the-top-4-drones-for-stunning-photos-and-videos-in-2023/ | 2023-12-02T02:21:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100309.57/warc/CC-MAIN-20231202010506-20231202040506-00551.warc.gz | 0.866996 | 744 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__218278314 | en | Step into the future of aerial photography with our exploration of cutting-edge drones, pushing the boundaries of what’s possible in this dynamic era of technology. Whether you’re a professional seeking top-tier features or an enthusiast on a budget, there’s something for everyone.
And for those looking for exceptional value without breaking the bank, we’ve also curated a guide on the best camera drones under 300 USD, proving that innovation and quality can be accessible to all levels of enthusiasts. Join us as we unravel the limitless possibilities these drones offer, bridging the gap between affordability and cutting-edge technology in the exciting realm of aerial content creation.
DJI Mavic 4 Pro: Ultimate Portability and Performance
The DJI Mavic 4 Pro emerges as a paradigm of excellence in the realm of drone technology, seamlessly blending ultimate portability with unparalleled performance. Compact and foldable, it epitomizes convenience without compromising on cutting-edge features. At its core is a Hasselblad camera, renowned for its imaging prowess, capturing photos with stunning detail and videos in cinematic quality. Boasting an array of intelligent shooting modes, including ActiveTrack and SmartPhoto, it effortlessly adapts to diverse scenarios, making it a go-to choice for both enthusiasts and professionals.
The Mavic 4 Pro elevates the aerial photography experience with a powerful propulsion system for swift and stable flights, even in challenging conditions. Its extended battery life ensures more time in the air, unlocking possibilities for capturing expansive landscapes and intricate details. Whether you’re a travel vlogger, landscape photographer, or adventure seeker, the DJI Mavic 4 Pro stands as an epitome of technological sophistication, redefining the boundaries of what a drone can achieve in terms of both portability and performance.
Autel Robotics EVO Lite+: 8K Aerial Mastery
The Autel Robotics EVO Lite+ sets a new standard in aerial imaging with its 8K Aerial Mastery. This drone is a powerhouse for content creators and professionals who demand uncompromising image quality. Equipped with an impressive 8K camera, it captures breathtaking details, providing a cinematic touch to your aerial footage. The intelligent flight modes, robust build, and advanced stabilization make the EVO Lite+ a reliable companion for photographers and videographers seeking precision and excellence in every frame. Elevate your aerial photography and videography to the highest level with the Autel Robotics EVO Lite+, where mastery meets innovation in the skies.
Skydio X2: Autonomous Precision for Action Shots
As we marvel at the Skydio X2’s autonomous precision in capturing dynamic moments, it exemplifies just one facet of the vast world of drone capabilities. Drone diversity extends beyond specialized features, with a multitude of models catering to various needs. Whether you’re prioritizing autonomous flight, photography prowess, or budget-friendly options, the drone market offers a spectrum of choices. Embracing this diversity ensures that every enthusiast, professional, or hobbyist finds a drone tailored to their unique preferences and requirements. From precision in action shots to affordability and versatility, the world of drones unfolds with a rich tapestry of options, showcasing the diverse landscape of aerial technology.
Parrot Anafi USA: Military-Grade Imaging for Civilian Use
Unleash the capabilities of military-grade technology in civilian hands with the Parrot Anafi USA. Built for professional applications, this drone combines high-resolution imaging, thermal capabilities, and secure data transmission. Ideal for surveying, inspection, and public safety, the Parrot Anafi USA redefines what is possible in the realm of civilian drone technology. | aerospace |
https://scalecraft.com/en-fr/products/boeing-b-377-startocrusier-northwest | 2023-12-06T17:43:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100602.36/warc/CC-MAIN-20231206162528-20231206192528-00453.warc.gz | 0.956946 | 238 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__16622650 | en | Boeing B-377 Startocrusier / NorthwestItem Number: 1319
Boeing 377 Northwest Airlines airplane model. The Boeing 377 was a commercial transport development of the Model 367 (military C-97). The first flight of the prototype was made on July 8, 1947, and was subsequently delivered to Pan American, to become the biggest user of the Stratocruiser. There were a variety of interior configurations accommodating from 55 to 112 passengers, or, if equipped as a "sleeper", with 28 upper and lower berth units plus five seats. The main cabin was in the upper lobe of the 'double-bubble' fuselage, with a luxury lounge or cocktail bar seating 14 on the lower deck, reached via a spiral staircase. A total of 55 B-377s were built and disappeared from service during 1963. The aircraft had a maximum speed of 375 mph at 25,000 feet, maximum cruising speed of 340 mph at 25,000 feet. service ceiling above 32,000 feet, and a range of 4,200 miles.
Mahogany Wood. Scale: 1/100. Wingspan 16 1/2 inches, Length 13 inches. | aerospace |
https://pcbdaily.com/2011/03/25/gulf-coast-salute-tyndall-afb/ | 2023-03-30T20:14:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949387.98/warc/CC-MAIN-20230330194843-20230330224843-00625.warc.gz | 0.811067 | 475 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__155015066 | en | This Saturday and Sunday, Tyndall AFB is hosting the Gulf Coast Salute.
The event will feature military and civilian aerial performances. A dazzling array of civilian flying performers, including Tora, Tora, Tora and Greg Poe, will do their aerial magic.
Saturday & Sunday
9am- Airshow Gates Open
Jet Porta Potty
Static Aircraft & Ground Displays
C-17, A-10, UH-1B, E-9, B-52, U-2, T-6, BQM-167, F-15C, KC-135, T-38, MU-2, F-16, Navion, RV-8, F-22, EA-18, JSTARS, QF-4
11am- Opening Ceremonies
USSOCOM Parachute Team
Team Tyndall F-22 Fly over
GEICO Extra 300 Aerobatics
Sponsored in part by Panama City Beach Chamber of Commerce
Jelly Belly Interstate Cadet Comedy Acts
Lucas Oil Pitts Aerobatics
Jet Bus Demo
Sponsored in part by Panama City Toyota
USCG HH-65 SAR Rescue Demo
Tora Tora Tora
USAF F-22 Demo Team
USAF Heritage Flight (F-22, F-4, P-51)
USAF F-4 Demo
Team AeroShell Aerobatics
Fagen MX2 Aerobatics
Sponsored in part by Tyndall Federal Credit Union
6pm- Gates Close (1800 hours)
This year’s event will be highlighted by the U.S. Air Force Thunderbirds, in their 58th season representing the pride, precision and professionalism of the men and women of the United States Air Force.
Since their creation in 1953, the Thunderbirds have ignited passion in Americans through their grace and jaw dropping aerial maneuvers, exhibiting the skill and capability of the world’s most advanced and respected air, Space and Cyberspace force.
One thought on “Gulf Coast Salute Tyndall AFB”
What a thrill!!!! | aerospace |
http://metro.co.uk/2015/11/05/bored-of-your-9-to-5-job-nasa-is-hiring-astronauts-and-you-could-apply-5483593/ | 2018-01-22T08:36:55 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891196.79/warc/CC-MAIN-20180122073932-20180122093932-00509.warc.gz | 0.926251 | 353 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__66538641 | en | If you’re bored of your nine-to-five job, dust off your CV because this incredible career opportunity has just opened up.
NASA is hiring astronauts for future space missions and it’s an opportunity that cannot be missed.
So long as you’ve got a bachelor’s degree, you’re well on the way to being considered by the space organisation.
Your chances are even better if you’ve got an advanced degree in engineering, biological science, physical science, or mathematics.
The only catch is that you need to have had 1,000 hours of pilot-in-command experience in a jet aircraft or three years’ experience in a ‘progressively responsible’ related job.
And it also helps if you’re average height because living in a spacecraft isn’t the most spacious of residences.
NASA say that you need to pass their physical exam and have extremely good eyesight and blood pressure too, but it’s not that bad considering the incredible opportunity at stake here.
If you’re one of the chosen ones, you’ll be flying on the International Space Station, the Orion deep-space exploration vehicle or two other spacecraft currently in development.
NASA will start accepting applications from December 14 online and hopes to announce the successful candidates in mid-2017.
Brian Kelly, director of Flight Operations at NASA’s Johnson Space Center in Houston, said in a statement: ‘This is an exciting time to be a part of America’s human space flight program.
‘We encourage all qualified applicants to learn more about the opportunities for astronauts at NASA and apply to join our flight operations team.’ | aerospace |
https://360solver.com/astronaut-study-reveals-effects-of-space-travel-on-human-bones/ | 2022-10-06T21:23:05 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337855.83/warc/CC-MAIN-20221006191305-20221006221305-00154.warc.gz | 0.918322 | 876 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__151702263 | en | A research of bone loss in 17 astronauts who flew aboard the Worldwide House Station is offering a fuller understanding of the results of area journey on the human physique and steps that may mitigate it, essential data forward of potential formidable future missions.
The analysis amassed new information on bone loss in astronauts attributable to the microgravity situations of area and the diploma to which bone mineral density will be regained on Earth. It concerned 14 male and three feminine astronauts, common age 47, whose missions ranged from 4 to seven months in area, with a median of about 5-1/2 months.
A 12 months after returning to Earth, the astronauts on common exhibited 2.1% lowered bone mineral density on the tibia – one of many bones of the decrease leg – and 1.3% lowered bone power. 9 didn’t recuperate bone mineral density after the area flight, experiencing everlasting loss.
“We all know that astronauts lose bone on long-duration spaceflight. What’s novel about this research is that we adopted astronauts for one 12 months after their area journey to grasp if and the way bone recovers,” stated College of Calgary professor Leigh Gabel, an train scientist who was the lead writer of the analysis revealed this week within the journal Scientific Stories https://www.nature.com/articles/s41598-022-13461-1.
“Astronauts skilled important bone loss throughout six-month spaceflights – loss that we’d count on to see in older adults over 20 years on Earth, and so they solely recovered about half of that loss after one 12 months again on Earth,” Gabel stated.
The bone loss happens as a result of bones that sometimes could be weight-bearing on Earth don’t carry weight in area. House businesses are going to wish to enhance countermeasures – train regimes and diet – to assist stop bone loss, Gabel stated.
“Throughout spaceflight, superb bone constructions skinny, and finally a few of the bone rods disconnect from each other. As soon as the astronaut comes again to Earth, the remaining bone connections can thicken and strengthen, however the ones that disconnected in area can’t be rebuilt, so the astronaut’s general bone construction completely modifications,” Gabel stated.
The research’s astronauts flew on the area station up to now seven years. The research didn’t give their nationalities however they have been from the U.S. area company NASA, Canadian House Company, European House Company and Japan Aerospace Exploration Company.
House journey poses varied challenges to the human physique – key considerations for area businesses as they plan new explorations. As an illustration, NASA is aiming to ship astronauts again to the moon, a mission now deliberate for 2025 on the earliest. That might be a prelude to future astronaut missions to Mars or a longer-term presence on the lunar floor.
“Microgravity impacts a number of physique techniques, muscle and bone being amongst them,” Gabel stated.
“The cardiovascular system additionally experiences many modifications. With out gravity pulling blood in direction of our ft, astronauts expertise a fluid shift that causes extra blood to pool within the higher physique. This could have an effect on the cardiovascular system and imaginative and prescient.
“Radiation can be a big well being concern for astronauts because the additional they journey from Earth the larger publicity to the solar’s radiation and elevated most cancers danger,” Gabel stated.
The research confirmed that longer area missions resulted each in additional bone loss and a decrease chance of recovering bone afterward. In-flight train – resistance coaching on the area station – proved necessary for stopping muscle and bone loss. Astronauts who carried out extra deadlifts in comparison with what they often did on Earth have been discovered to be extra prone to recuperate bone after the mission.
“There’s a lot we nonetheless have no idea concerning how microgravity impacts human well being, notably on area missions longer than six months, and on the long-term well being penalties,” Gabel stated. “We actually hope that bone loss finally plateaus on longer missions, that individuals will cease dropping bone, however we don’t know.” | aerospace |
http://worldwartwo.filminspector.com/2014/06/super-weapons-of-luftwaffe.html | 2019-09-16T00:38:02 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514572439.21/warc/CC-MAIN-20190915235555-20190916021555-00246.warc.gz | 0.980127 | 12,655 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__100417508 | en | The Germans have a reputation for designing quality machinery, and in fact they did design far-reaching advanced aircraft types during World War II. While there is a lot of crazy talk about UFOs and other nonsense, what the Germans actually created during the war was in fact so far ahead of the other powers that it almost did enter the realm of science fiction. These were the Luftwaffe Super-Weapons.
Aircraft that Flew
The Allies also had jet aircraft either in development or in provisional use behind the front lines during the closing months of World War II. None saw combat, and none matched the capabilities of the ME 262. Its pilots claimed 542 kills, which did not affect the strategic situation but did badly scare Allied planners and also likely saved the lives of some German civilians.
The Germans built their first jet engine in 1936, designed by Hans Joachim Pabst von Ohain. A test plane, the Heinkel He 178, flew in 1938. Development on a fighter version began at once, led by by Messerschmidt designers Dr. Woldemar Voigt and Robert Lusser.
It took time to develop the fighter, and the hold-up was the engines. The entire design had to revolve around the fragile new engines. Also, the Germans were overconfident and did not think they would need the plane quickly, as the war was going well. The design team was slashed in February 1940. Other aircraft were easier to make and needed immediately. Nevertheless, progress continued, and the first successful jet-powered flight was on July 18, 1942.
Another hold-up was interference by Adolf Hitler, who wanted a ground-attack bomber rather than another fighter. However, this only resulted in a variant being designed, the Sturmvogel, and development on the main fighter version continued regardless of the wishes of higher-ups. The engines were the problem that had to be overcome, not Hitler. Those who claim that he personally kept the aircraft from appearing in the skies are misguided.
|A fleet of ME-262s ready to go, parked under the open sky - no worries in the world.|
The initial ME 262s were organized into Erprobungskommando 262 at Lechfeld near Augsburg in the spring of 1944, based at Achmer and Hesepe. The first combat success was on July 26, 1944, when a ME 262 damaged (and may ultimately have caused the destruction of) a Mosquito bomber. This was significant, as the fast and nimble Mosquito was considered a difficult aircraft to destroy. Around this time, the unit became operational as an Einsatzkommando known as Kommando Nowotny after its commander, Major Walter Nowotny. The Allies noticed the new fighters appearing in the skies over Germany that August, and this unexpected development began to worry USAAF General Carl Spaatz and the intelligence boys.
Sporadic ME 262 missions continued through the fall. Nowotny himself was shot down on November 8, 1944. The unit was reorganized into a fighter squadron (Jagdgeschwader), JG 7, commanded by Macky Steinhoff, but it was withdrawn until January 1945. Lieutenant General Adolf Galland took over a unit in February 1945 and created a "superstar of the Luftwaffe" unit, staffed by the best pilots. This unit hit the Allies hard in March 1945, operating in numbers for the first time and scoring kills. One Luftwaffe pilot, Hauptmann Franz Schall, was credited with 17 kills, and another, Oberleutnant Kurt Welter, claimed 25 kills. Oberstleutnant Heinrich Bär claimed 16 kills.
As always with any good plane, weak pilots were still shot down, while the best racked up the kills. That any pilots could creditably claim that many kills in the short time that the ME 262 squadron flew is remarkable and illustrates the power of the design.
Armament varied. Some versions had four 30 mm MK 108 cannons, others only two. Some were armed with rockets, 24 x 55 mm R4M rockets. The ground attack versions, which were not successful, carried 2 x 250 kg boms or 2 x 500 kg bombs.
The ME 262 was superior for its time, but it was far from perfect. It had a relatively short combat range, and the engines were vulnerable to enemy fire. The engines themselves burned out quickly and only lasted a certain number of hours before having to be replaced.
Perhaps the best test pilots of all time was Captain Eric "Wink
le" Brown, one of aviations's legends. He was asked in 2010 (minute 6:30):
"Was there any German aircraft that you evaluated during the war where you thought, 'this is so much more advanced we should just put it into production ourselves in the UK'?"
"Oh Yes. The one which was... which staggered us, frankly, with its quantum jump in performance was the jet - twin jet - Messerschmidt 262. When I tested it here at Farnborough, it was 125 miles an hour faster than any Allied fighter. Now, this puts it in a league by itself, and it was virtually untouchable. And that rattled us, frankly, to find that, and it's just as well that they were unable to produce them fast enough to really make a nuisance of themselves. Anyway, at this stage in the war, which is very late, the Germans were running out of pilots and running out of fuel, but the thought of them perhaps having pilots and fuel and a lot of these jets was a bit sobering."Several ME 262 survive, in museums and in private hands. Some replicas are in flying condition. The ones being built today are considered part of the original production run begun during World War II.
Messerschmitt Me 163 Komet
Of all the planes of the Second World War, the Messerschmitt Me 163 Komet was the craziest. Sure, there were fanciful designs that didn't stand a chance of ever being made, but the Komet was, in fact, made. Not only was it made, but it became a major effort of the Hitler regime, an effort that was completely pointless and utterly wasted.
While the ME 163 has all the appearance of being a last-ditch aircraft that only a desperate man would cling to for dear life, in fact it was the product of years of careful development that began well before the war started. It derived from gliders, and then someone thought to add a propeller to it. It was so low-rent that it didn't even have wheels until late in development, relying instead on a dolly to take off and a fixed skid to land. This in a craft with extremely combustible and hazardous fuel that would explode if you accidentally spilled onto another form of fuel that it used.
|Putting the C-Stuff in the C-Stuff tank. Wait, that is the C-Stoff tank, right? I better go check.|
The air frame was considered so good that a rocket engine was fitted to it as soon as one became available. The engine worked on two separate fuels that had to be kept apart and supplied to different fuel tanks: C-Stoff (hydrazine/methanol-base fuel) and T-Stoff (hydrogen peroxide oxidizer). While exceedingly dangerous, the Stoff exploded when it mixed and produced a powerful explosion that propelled the ship forward. The speed and rate of climb was unheard of, as was the peril to the pilot if the craft had a rough takeoff or landing and the tanks leaked (which happened a lot).
|These were small little birds|
The crazy thing was flying as early as October 2, 1941, when test pilot Heini Dittmar flew 624.2 mph in the Komet, coming darn close to the speed of sound. Naturally he couldn't publicize the record, but it wasn't broken (except by another ME-163) until 1947 (by some calculations, 1953). The dolly and skid were causing all sorts of problems, and the craft had to be brought off the runway by a Scheuch-Schlepper (no, I'm not making this up). It was all a big hassle, and made worse by the fact that the airframe design was too good: the slightest breeze would make the craft overshoot the runway during the unpowered landing.
|Taking a rest on the most advanced aircraft in the world|
However, speed is speed, and there is no substitute. The ME 163 was the fastest thing on earth, and that counts for something in air forces. The designers worked on the problems and tinkered with different engines, and this took all sorts of time. Other problems arose: the thing was just too darn fast. When you are flying 500 mph and your target is flying 200 mph, it's just hard to aim a gun at it. Also, the flight time was incredibly short due to the small size of the craft, and the tiny ship was unstable. Finally, the plane flew high but the cabin was unpressurized, putting pressure on the pilot to stay conscious. The project was handed off from one manufacturer to another, as Messerschmidt was busy making aircraft that were actually ready for action. While it was designed by the Messerschmidt team, Junkers actually built them.
|A ME-163 sitting on the grass|
Nobody seemed in a great hurry to get the extremely volatile fighter into service. Finally, some were ready in May 1944 and zipped around in the bomber stream. They put on quite a show for the Allied pilots, who watched in astonishment as the little planes zoomed by them without doing them any harm - too fast to aim the guns. Units were planned to protect key oil refineries, but ironically there wasn't enough fuel for the fighters. The program sputtered along, but nobody was really into it, and finally in the last days of the Third Reich it was abandoned altogether. All told, the ME 163 pilots shot down some 16 Allied planes for all the effort. There are said to be ten ME 163s in museums and quite possibly some more in private hands, and there are a few well-known reproductions that fly at air shows.
Horten Flying Wing
The Horten brothers, Walter and Reimar, were glider designers. Gliders were all that Germany legally could design under the terms of the Treaty of Versailles, and the Horten Brothers had fun designing alternative designs for their gliders. They joined the Hitler Youth in 1933, and continued their glider experiments.
|The Horten brothers in their Luftwaffe uniforms|
Both brothers became Luftwaffe pilots, but they retained their interest in design. They were looked upon as interlopers by the real aircraft designers, but had the advantage over others of being actual Party members. They were good pilots: Walter flew as Adolf Galland's wingman and was credited with seven kills.
The brothers' best design was the Horten 229. It was a jet-powered flying wing that was built and flew before the end of the war. The brothers came up with other advanced designs as well, but they were never built except as gliders. They also participated in the Amerika Bomber project.
|I like how someone just casually parked their bike within feet of the most advanced plane in the world.|
The war ended before any of their projects could see combat. Out of anything that flew during World War II, this was perhaps the one whose basic design principles resonated the longest down through history and, indeed, remain embodied in present-day military aircraft.
|Horten 2-29 - WW2 German Stealth plane. A group of experts from Northrop Grunman, a global security company, recently re-built the Horten 2-29 for a television special airing on the National Geographic Channel.|
Captain Brown also was asked (minute 7:50) about the Horten Brothers' flying wing, which came along too late to see combat.
"What's your opinion on the Germans' flying wing design, the Horten 9? Do you think they would have made a good plane?"
"Oh yes, I believe the Horten brothers, who were specialists in tail-less aircraft or all-wing aircraft - it's a difficult formula to get right, but when you get it right, it pays huge dividends, and the Horten 9 they had certainly I think got it right. And the great pity is that although we captured one which could have been repaired and it went to the United States, it was never brought to fruition. We know it has flown, it flew about four times, but not with what I call an experienced test pilot, but I had great faith in the Horten brothers."
|The plane did fly, several times|
The Horten 229 (or 9, as some call it) was not a fantasy aircraft; it was built and flown several times in test flights. It had a very low frontal profile and was made of wood, so it had a minimal radar signature.
Recent tests of full-size replicas made according to the original designs assigning it a 20% smaller blip on a standard radar screen than its size otherwise would indicate.
|That is just the very tip of the nose, the plane was much larger|
No Horten remained intact after the war, only fragments. However, some of the fragments were substantial enough to warrant bringing back to the US for further study.
|The Horten Ho 229 V3 being unloaded in 1945 at Freeman Field. Much of the damage to the wing roots can be attributed to the sharp angle of the hoisting strap digging into the plywood.|
The Germans typically did not want their equipment captured intact. It was a point of serious pride, especially within the Luftwaffe.
|What remains of the Horten Ho IX / Horten Ho 229 Jet-Powered Flying Wing at the Smithsonian|
Only the small central section was salvaged from a forgotten hangar, the Germans having destroyed the wings themselves before its capture.
|The Horten parts remain in a storage shed to this day|
The Smithsonian Museum has the only surviving Horten 229, but it was locked away in storage and never restored until recent attempts.
JU-390 "New York Bomber"
|Actual JU-390 being readied for flight|
Adolf Hitler badly wanted to bomb New York City. The Luftwaffe also had a prime target on the US mainland: the major automotive plants in Michigan that were churning out airplanes that were wreaking havoc on the German homeland. The generic name for development in this area was the "Amerika Bomber." Both objectives were within reach by war's end, but territorial losses and industrial damage prevented these ambitious objectives from being realized.
The Luftwaffe had halted development of strategic bombers in the 1930s - "The Fuhrer does not ask me how big my bombers are, only how many I have," Hermann Goering once said - a decision which the Germans regretted as the years passed and the Allies demonstrated the devastating power of four-engine bombers. Some projects were attempted, but it was tough to tool up and develop a capable strategic bomber. One project that got beyond the design stage was the "New York Bomber."
The German designers took the Junkers 290 and expanded it, lengthening the wings to fit a total of six engines and lengthening the fuselage to increase the payload. It would have carried a crew of ten in full operational mode, with two 13mm machine guns in a gondola, two on the beam as in Allied bombers, and a 20 mm cannon in the tail. The plan was to prepare it for maritime reconnaissance, bombing and transport. The engines were BMW 801D radial piston engines of 1730 horsepower apiece. These would have provided a top speed of 314 mph, better than Allied bombers and comparable to most fighters of the day, with a range of 6,030 miles and a service ceiling of 19700 feet.
|JU-390 in flight|
Two prototypes were built and flown. First flight was October 20, 1943, with the second prototype also flying that month. Tests continued through mid-1944. There is an unproven legend that one of them flew for 32 hours and came within site of New York City that spring before turning back to its field in France - possibly within the aircraft's capability, but highly unlikely and fiercely denied by some experts. Other, more exotic legends such as that one actually flew over Detroit and New York are pretty much impossible.
If the war had continued, the JU-390 would have had major strategic implications. The impact would not have been the bomb damage caused by the craft, but from the Allied response. The Americans were notorious for taking careful security precautions against proven threats, for instance instituting extensive convoys and other defensive measures in response to the short-lived U-Boat operation in 1942 off the American coast (Operation Paukenschlag). If even a few of the "New York Bombers" had bombed continental US targets, the US would undoubtedly have instituted costly air patrols, perhaps put up observation and barrage balloons off the coast, and instituted naval surveillance for air attacks. This would have cost the US greatly and diverted resources from other pressing tasks. It never happened, though, with the JU-390 project basically abandoned when the Allies captured the French airfields in August 1944. The planes were flown to Germany and destroyed.
An idle speculation is that Hitler (or others) could have flown this bomber somewhere far away as the Reich collapsed. However, where would he have gone? There were no safe havens.
Henschel HS 132
|Henschel Hs 132|
The Henschel Hs 132 was a World War II dive bomber and interceptor aircraft of the German Luftwaffe that never saw service. The unorthodox design featured a top-mounted BMW 003 jet engine (identical in terms of make and position to the powerplant used by the Heinkel He 162) and the pilot in a prone position.
In February 1938, the world's first helicopter was demonstrated by the German test pilot Hanna Reitsch indoors at the Deutschlandhalle sports stadium in Berlin, Germany. Called the Focke Wulf Fw 61, it subsequently set several records for altitude, speed and flight duration culminating, in June 1938, with an altitude record of 3,427 m (11,243 ft) and a straight line flight record of 230 km (143 mi).
|FW 61, of the type flown by Hanna Reitsch|
The first production series helicopter was the Flettner Fl-282.
Another Luftwaffe helicopter was the Focke Achgelis FA 223. It was armed with a 1 x 7.92 mm MG15. It had a crew of two and was substantially larger than the other early types, though it came into service in 1942, around the same time as teh Fl-282.
|Focke Achgelis FA 223|
The Americans also had some experimental helicopters in the works, but the Germans were far ahead in this area. Only a couple dozen Luftwaffe helicopters were made because the Allies bombed the main production facility, and those that were made were used primarily as artillery spotters, operating out of the test field at Rangsdorf. If the Germans had had better luck, the order the Wehrmacht placed for 1000 of them would have been filled and they would have been everywhere.
Luftwaffe helicopters were not even that rare, they just didn't have a defined role yet, such as helicopters gained during the Vietnam War as troop carriers. They may look sketchy because they don't look like later helicopters, but they were capable of lifting cannon and even airplanes.
Below is some rare footage of Luftwaffe helicopters of World War II, set to "Where Eagles Dare," the theme to a 1968 Clint Eastwood film:
Several Fl-282 survive, one in Russian hands, one with the Americans at Dayton, and one with the British in Coventry.
Dornier DO 335 Pfeil (Arrow)
|Dornier DO 335|
The Dornier Do 335 Pfeil (Arrow) was a heavy fighter. It was big and had two engines, one mounted fore and one aft, both on the plane's center-line. This unique push-pull layout actually worked and gave the Arrow a speed unmatched by any other piston-driven aircraft. Only a few saw any kind of operational service, but they were just over the horizon.
|Dornier DO 335|
The Arrow was only spotted by the Allies now and then in the last days of the war, most likely on training flights gone wrong. During April 1945, there simply wasn't anywhere left to train that wasn't an operational area. However, when you are spotted by enemy planes and fired upon, that's combat, even if you merely run away faster than your pursuers can catch you (which the Arrow did).
|Do-335s on the apron at Oberpfaffenhofen at the war's end, including unfinished two-seat versions|
Armament was two 15 mm Mk 103 machine guns in the nose and a 30 mm Mk 103 cannon firing through the propeller hub. Some versions also had cannon in the wings, too. Top speed was well over 400 mph, 474 mph with boost. Having the two propellers in-line helped reduce wind drag and gave the design greater speed than, say, an American P-38.
Below is some footage of the DO 335.
This is one aircraft that was being manufactured at war's end and would have seen major combat duty later in 1945 if the war had lasted that long.
Heinkel He-162 "Salamander"
While another of the last-minute jet projects undertaken by the Germans as the Allies closed in, the Heinkel He-162 "Salamander" was no jury-rigged disaster. The Germans had the technology, the materials and, most importantly, the desperate need to crank out a capable jet fighter, and the ME-262 couldn't do it alone. Envisaged as a "People's Fighter" which could be flown by just about anyone, the Salamander instead was a high-performance cutting-edge piece of hardware that stood a good chance of turning the tide of the air war if the Wehrmacht had been able to hold its airfields.
|The He-162 Salamander, basically a jet engine with a vestigial plane attached|
The Allies were flattening German cities one by one, and the Luftwaffe had to do something. Hitler was interfering in the ME-262, diverting its development to make it capable of bombing, and its jet engines were troublesome and in short supply. What was needed was a less complicated project that could be slapped together without any rigamarole and put in the hands of Hitler Youth who would destroy the enemy bombers as they had destroyed the British tankers at Caen. Air defense was becoming critical because the Allies were destroying the life's blood of any modern army, the Reich's oil supplies.
|Heinkel HE162 jet in British markings|
Luftwaffe head Hermann Goering and Albert Speer, the armaments chief who knew what the failing industrial base could still achieve, came up with the idea of a "throwaway fighter," one made out of wood and other non-critical materials. Specifications were issued on September 10, 1944, after France had fallen and the Russians were on the Vistula but during a stable period on all fronts. Heinkel already had designs in the works - all aircraft designers have contingency designs ready to be worked up in short order - and won the contract. It cranked out the prototype in the incredibly short time of six weeks, reflecting the extreme desperation being felt by higher-ups who probably shot anyone who delayed development.
|A surviving He 162|
The first Salamander flight on December 6, 1944 succeeded, but the second flight a few days later killed the pilot and revealed glue problems that had to be worked around. Small changes were made to compensate for the structural problems without correcting them, which never would have been attempted in normal times. The changes kind of worked, but the craft was plagued with problems throughout its short lifespan. Still, that the craft could be produced at all under conditions in Germany during late 1944 was little short of a miracle.
|A captured He-162. From conception in September 1944 to operations in early 1945 - an incredible industrial achievement using slave labor and all exigencies of a police state|
Production proceeded immediately despite the problems - there was a war on! I./JG 1 had the honor of training in the brand new fighter at Parchim, which was a convenient 80 km south-southwest of the Heinkel factory. The Allies were on to the German plans and promptly bombed Parchim, sending the unit scrambling to other airfields, winding up near the Danish border. There simply wasn't enough time to get the unit ready in normal fashion, but in desperation some of the planes were flown on missions during the last month of the war anyway - the pilots knew it was a death-trap, but the survival of their country was at stake. Some kills were achieved - how many will never be known, but there were several - at the cost of about the same number of planes lost primarily to mechanical problems. Armament was two 20mm MG 151 cannon, while top speed was variable depending on height but reached a maximum of an incredible 562 mph for short durations at 20,000 feet. It was the fastest jet in existence, though the rocket-powered ME-163 was faster. Flight duration was a measly 30 minutes, which caused some fatalities as pilots couldn't make it back to the runway.
|The captured He 162 in British markings|
Rather than destroying their surviving aircraft at the surrender as many other units were doing, JG 1 kept the advanced fighters intact and turned them over to the Allies. Testing showed that they were fine, responsive aircraft with issues that, properly developed, could have been devastating weapons. Of all the last-minute projects of the Luftwaffe, the little-known Salamander may have held the most real promise, but time had run out. Several examples survive.
Guided missiles are so common now that they seem as though they always have been around, sort of like the term "teenager." But the word "teenager" was only invented in the mid-1940s, and so was the guided missile - and the Germans did it. There was a concurrent American program, the Azon, but as usual with these advanced designs (and these are issues of national pride, facts be damned, but the truth will out) the Azon came along later and is completely forgotten, while the German Fritz X was used first and to stupendous effect.
Nobody is trying to claim that the Germans were better people for having created these weapons first. However, trying to claim the reverse - that they didn't create some epic things first - is simply anti-intellectual. Which is great if you aren't interested in the truth, but we try to describe only the truth here. It is important to be exact about what actually happened during World War II, because once you head off into fantasyland you get Holocaust deniers and all that. The Holocaust happened, and so did the Fritz X.
The training ground of the Spanish Civil War had proven the difficulty of hitting moving ships with bombs - a lesson it took the Allies a long time to learn. A German engineer, Max Kramer, started thinking about the problem, and he experimented with small 250 kg bombs, adding remote-controlled spoilers in the late 1930s. Much like modern video games, the controls on the bomb were activated with a joystick via radio signal. The transmitter was a Funkgerät (FuG 203) Kehl, the receiver a Funkgerät (FuG 230) Straßburg. The transmitter had a range of only five miles, and the controlling aircraft had to remain in steady flight, exposing it to counter-fire.
|Do 217K-2 with its unique “non-stepped” cockpit — photo from September 1943.|
Gruppe III of Kampfgeschwader 100 Wiking (Viking), designated III./KG 100, was supplied with the Fritz X. The medium range Dornier Do 217K-2 was chosen as the control aircraft, though at times other aircraft such as the "flying fireworks" Heinkel He 177A Greif long-range bomber may have used them. Everything was ready by July 1943, which offered some perfect opportunities for deployment because that was when the Allies were exposing themselves by first invading Sicily, then the Italian mainland. There were numerous protected Luftwaffe bases in Italy from which to operate, and the Allied fleet had minimal (at least compared to later) air protection. Conditions were ripe for a demonstration of the Fritz X's capabilities.
|The Fritz X|
Attacks began on July 21, 1943, with no effect, and continued sporadically through August. While there were no successes, the attacks gave the crews invaluable experience. By September, they were fully up to speed. The Italians switched sides in early September, and this truly ticked off the Germans, who were afraid of the example on their other numerous shaky allies. Order must be maintained, they knew, so something had to be done to punish Italy. Hitler's standard response then and later was to launch an air raid on the offender to little effect, but this time there was a better target.
|The Roma meets its fate|
The Italian fleet had done nothing useful throughout the war except provide some air defense to scattered Italian cities, at least as the Germans saw it. In fact, the Italians had huge fuel stocks saved up that astonished the Germans when they found them after the Italian change of sides, fuel that could have supported numerous high-value missions when they might have achieved strategic results. There thus was no love lost between the Germans and the Italian Navy after the latter defected. After having not contributed at all to the war effort, the Italian battleships promptly broke out of their northern Italian harbors and fled for the Allies on September 9.
|Fritz heads for the Roma (artist's conception).|
However, it was a typical screwed-up operation, with the Italian fleet uncertain what to do and where to go to surrender, having neglected to figure out before leaving the harbour where they were supposed to go. The bottom line is that they remained in Italian waters too long, in daylight, where the Luftwaffe had clear supremacy, and paid the price. The pride of the Italian fleet was the Roma, their newest and best battleship. As it dithered, the Germans sent their Dorniers after it. The first attack failed, but the second succeeded. The Germans sank the Roma with two hits and a near miss. Over 1200 men (figures vary, but it was somewhere around 1250), including the commanding Admiral, died. The Roma's sister ship, the Italia, also was hit, but limped into Malta. The Italia made no further contribution to the war effort.
|Fritz X on display|
Other successes followed. The secret Allied trump card with its successful invasions was the overwhelming naval gunfire support that protected the invasion beaches. Salerno, the invasion of Italy proper, provided another fine area for use of the Fritz X. The USS Savannah, a cruiser, was hit and sent home on September 11, 1943, lucky to have survived. The light cruiser HMS Uganda was next, hit by a Fritz-X off Salerno at 1440 on 13 September 1943. It also barely survived and was put out of action. Some merchant ships may have been next, though accounts vary. The British battleship Warspite, though, was a definite casualty on September 16, 1943, and also sent home, never to be the same again. A few other ships were damaged. The Salerno invasion by then had succeeded and the Allies were heading north, so the attacks were discontinued.
|Loading a Fritz X|
The Allies then proved their incredible ability to mitigate the effect of dangerous opposing weapons. They captured an intact Fritz X system and used it to develop jamming counter-measures. These worked, and the Germans did not have the time, the ability or the opportunity to pierce them sufficiently to make the Fritz X significant again. The system's main flaw wasn't the weapon itself, but the fact that it required some kind of control of the surrounding airspace for it to take effect. By 1944, the Allies had complete control of the sky, and while the Fritz X may have been used on D-Day, by then the launching platform - the Dorniers - couldn't get anywhere near their targets, much less launch the missiles and fly unmolested while guiding them to their targets. After that, the Germans had much bigger problems to worry about and the Luftwaffe was in terminal decline. But as a revolutionary weapon, the Fritz X had made its mark.
Henschel Hs 293
|Henschel HS 293 Radio-controlled Glide Bomb|
A variant was the Henschel HS 293 Radio-controlled Glide Bomb, which was rocket-propelled and guided by a gunner in the launching aircraft by radio. While a much more sophisticated and impressive weapon, the radio bomb was known to only sink one ship, the corvette HMS Egret (and possibly another whose attacker is disputed with the Fritz). The Allies figured out how to jam the radio frequency used to guide the Hs 293 (the Allies were extremely sensitive to German radio-guiding practices due to their experience with the Knickebein system and successors during the Battle of Britain). Sometimes, simpler really is better. Apparently, there were several different variants on this general idea.
Henschel Hs 117
|A Henschel Hs 117 Schmetterling on display at the National Air & Space Museum (NASM), Steven F. Udvar-Hazy Center.|
The Henschel Hs-117 Schmetterling ("Butterfly") was the work of Professor Herbert A. Wagner, who also developed the Henschel Hs 293 anti-ship missile. It was an extremely sophisticated design, intended to be used as a TV guided German surface-to-air missile. It would be guided to the target using a telescopic sight and a joystick to guide the missile by radio control. Beginning in May 1944, the Luftwaffe tested this Hs-117 design extensively, but Wagner couldn't get it quite right. He couldn't even figure out how to launch it, via plane (Heinkel He 111, this version was designated Hs 117H) or from a 37mm gun carriage. Despite a majority of test flights failing, the desperate German government slotted the missile into mass production in December 1944. This may have been more for public relations purposes than any hope that the HS 117 actually would work, as late-war rumors about "wonder weapons" was thought to help German morale.
|Henschel Hs-117 Schmetterling ready to fire.|
The project simply was not ready for use despite the order to mass produce it. SS-Obergruppenführer Hans Kammler cancelled the Hs-117 project in February 1945. The Hs-117 is another of those "if they only had another year" weapons. Or two years. Or maybe five.
|The Ruhrstahl X-4.|
The Ruhrstahl X-4 was a wire-guided air-to-air Luftwaffe missile. The X-4 was the basis for the development of later ground-launched anti-tank missiles, including the Malkara missile. The X-4 did not see operational service.
The Rheintochter was a German surface-to-air missile developed during World War II by Rheinmetall-Börsig. Its name comes from the mythical Rheintöchter (Rhinemaidens) of Richard Wagner's opera series Der Ring des Nibelungen. The Heer (army), which bizarrely was in charge of all rocket development and not the Luftwaffe (rockets were considered a form of artillery), ordered it in November 1942. However, regardless of classification, in spirit if not in fact this was a Luftwaffe project.
The missile was a multi-stage solid fuelled rocket. There were 82 test-firings, with an air-to-air version contemplated. A typical rushed late-war desperation project, it never succeeded. The project was cancelled on February 6, 1945. Given a few more years of ordinary development, it probably would have been the best anti-aircraft missile of its time, but it needed time that Germany no longer had.
V-1 flying bomb
The V-1 flying bomb (German: Vergeltungswaffe), also known to the Allies as the buzz bomb, or doodlebug, and in Germany as Kirschkern (cherrystone) or Maikäfer (maybug), was an early pulse-jet-powered cruise missile used by Germany against the Western Allies.
|A V-1 preserved in a museum in Auckland, NZ - The War Memorial Museum (author's photo).|
The V-1 was another of the many German advanced weapons that appeared during the final years of the war. It didn't have a category - it was simply known at the time as a flying bomb - until the 1980s, when the term "cruise missile" was invented. That's how far ahead the Germans were.
The V-1 was developed at Peenemünde Army Research Centre on the Baltic coast by the German Luftwaffe under the leadership of Werhner von Braun. The concept originated in the 1920s, with the pioneering rocketry work of Dr. Robert Goddard and Hermann Oberth. It combined two elements that were not banned as research by Germany, rockets and gliders, so the underlying technology could be developed freely. Engineer Fritz Gosslau began work on pilotless aircraft in 1936 for Argus Motoren, an auto/plane engine manufacturer. In 1939, the company submitted a proposal to the RLM (German Air Ministry) headed by Hermann Goering to create a pilotless weapon carrying a 2200 pound warhead up to 310 miles. Once the RLM accepted, Argus formed a consortium with Lorentz AG and Arado Flugzeugwerke to develop the missile.
|V-1 being hauled into place|
The RLM got cold feet. It was cancelling or downgrading in priority futuristic projects in the 1940-1941 time frame due to over-confidence about the war situation and a desire to focus on proven designs. Ernst Udet, Luftwaffe Director-General of Equipment who showed a lot of practical sense about designs, cancelled the project. However, Gosslau persevered on his own. After Udet's suicide in November 1941, and after a bit more development and the war situation a bit less rosy, Udet's replacement Generalfeldmarschall Erhard Milch reinstated the project (now called Fi 103) in mid-1942 with Fieseler the chief contractor. Not only did Milch re-start it, he made it a top priority. Things had changed that much in a year.
|V1 over London in its death dive|
The first V-1 flight took place on December 10, 1942, dropped from an aircraft. Development continued, and the V-1 was more or less ready by mid-1944. It launched from fixed skids, with the engine set to cut off after flying a certain time/distance. It then would drop to the ground and explode. The skids were built in France along the Channel coast, pointed at London. After the Allied invasion on D-Day, June 6, 1944, the Germans rushed the V-1 into action, and the first salvo took place a week later, on June 13, 1944.
|An original V-1 on the launch ramp|
Between June and October 1944, when the last launching site was over-run by the Allies, 9,521 in total, sometimes 100 in a day. This was the "Little Blitz" that was continued on by the V-2 until the end of the war. Residents of London learned that a V-1 in flight was no big deal, but when the engine cut off, it was time to run for cover. The V-1 was the most effective of all of the Luftwaffe super-weapons, causing about as much damage as the entire original Blitz all by itself. The British suffered over 22,000 casualties. After it no longer could be used against London, attacks were directed at the main Allied port, Rotterdam, and other important targets.
|A V-1 in flight - what a chasing interceptor would have seen|
The Allies were forced to spend heavily on counter-measures, which is what made the V-1 such a cost-effective weapon. With an average speed of 350 mph, the V-1 could only be caught by the most advanced Allied planes.
|Fi-103 manned V-1|
The Germans developed a late-war manned version of the V-1, but it was never used.
This experimental aircraft featured in a dramatic opening to a 1965 World War II film, 'Operation Crossbow,' about bombing the secret rocket factories. In the film, Hanna Reitsch pilots one and figures out why it hasn't been working, suggesting corrective action. The scene actually isn't that far from the truth.
|German pilot Hanna Reitsch sitting on a V-1 rocket manned version (Fieseler Fi 103R) on the test site Rechlin (Rechlin-Larz). 1944 Germany. Yes, it existed, and yes, she would have flown it in a heartbeat if Hitler asked.|
It made for good drama, and Reitsch certainly was capable of such stunts, but the Germans were not, despite what people might think, too keen on suicide missions. Besides, that was an awful lot of work to put into an aircraft for only one flight, when a Me-262 could be constructed instead and be used over and over. The key problem is that the Germans never developed a warhead that would justify these one-way missions on a cost basis.
|The Fieseler Fi 103R|
The fast Hawker Tempest, of which very few were available, were used to defend against the V-1s, as were Mosquito bombers and jet-powered Gloster Meteors. As shown below, even Spitfires could sneak up on a V-1 and nudge it off course.
|FZG 76 Piloted V-1 rocket. Allied code name, Doodle Bug.|
The Allied counter-measures worked to a certain extent, and were greatly hyped to put the worried citizenry at ease (much like with the Patriot missile several decades later), but many, many V-1s got through and caused the Allies a lot of difficulty. Again, the problem was the lack of suitable warhead, some tnt or similar explosive wasn't going to be a game changer by that point.
Much is made of the Allied jets and how they were just as capable as German jets. The Germans, however, were a generation ahead and that is why the Allied jets never saw action during the war. The Meteors, in fact, only became truly useful after redesigns and new versions became available after the war. The V-1s, though, caused a lot of damage during the war, were effective, and, from the German perspective, were a useful and cost-effective weapon to have in the arsenal.
The V-2 (German: Vergeltungswaffe 2, "Vengeance Weapon 2"), technical name Aggregat-4 (A4), was the first long-range ballistic missile, and the first one used in combat. It was the product of decades of development and a high-point in technological development during World War II. The V-2 led directly to missile development by the Allied powers in subsequent decades and the first Moon landings in 1969-1973.
|This was a completely mobile missile, which could be pulled out of hiding, raised and launched literally in minutes.|
Hermann Oberth was an Austro-Hungarian Transylvanian who developed an early fascination with rockets after reading Jules Verne's book, "From the Earth to the Moon." He began idly designing and building rockets as a young student, then during World War II began experiments on his own with rockets that used liquid propellants. Nobody was very interested, but he continued his studies after the war, and published a school dissertation he had written, "Die Rakete zu den Planetenräumen (The Rocket into Interplanetary Spaces), as a book.
Wernher von Braun also had an interest in rockets. He bought a copy of the self-published Oberth book and matriculated at the Technical University of Berlin, where he assisted Oberth in liquid-fueled rocket motor tests. Artillery captain Walter Dornberger noticed von Braun's promise and arranged an Ordnance Department research grant for von Braun. Von Braun then worked next to Dornberger's existing solid-fuel rocket test site at Kummersdorf testing field, and he wrote a doctoral thesis ("Construction, Theoretical, and Experimental Solution to the Problem of the Liquid Propellant Rocket" (dated 16 April 1934))that spelled out advanced concepts for rocketry. He and the others also borrowed from the advances of American physicist Robert H. Goddard and even occasionally contacted him with questions. It was an ideal team: Oberth the theorist, von Braun the implementer, Dornberger running interference with the authorities and providing resources.
|The distinctive checkerboard paint pattern was later sometimes replaced with olive green|
The group worked on rocketry throughout the 1930s. Walter Thiel designed an engine that solved many technical problems and became the basis of the A-4. Dornberger arranged a move of the group to the Army Research Center at Peenemünde, a top-secret research and manufacturing facility on a small Baltic island just off the German coast. The top leadership was not too impressed - Hitler correctly assessed the A-4 at that stage as nothing but a long-range artillery shell - but Dornberger kept the project going. As the fortunes of war turned against the Germans, they began looking for panacea projects, and the V-2 leapt to the top of the list.
After a decade of development, von Braun announced in September 1943 that the rocket was "practically complete/concluded." Indeed, from a long-term perspective it was, but the Devil is in the details. It took another year of frantic work to iron out the bugs. Hitler now changed his tune and, whatever his actual thoughts about the rocket's actual effect on the war, knew a propaganda tool when he saw one. He commanded that assembly line production of the V-2 begin at the Mittelwerk site by prisoners from Mittelbau-Dora, a concentration camp where an estimated 20,000 prisoners died during the war. The glorious V-2 was put together by horribly maltreated people who were working on the tools of their own suppression.
|A V-2 flying straight and true|
The first launch in combat was not against England, but against Paris on September 8, 1944; Hitler always attacked capitals that had defected, and this was his classic gesture of contempt. Attacks against London began the same day. Unlike the V-1, the V-2 could be launched from anywhere from mobile launchers, so the Allied conquest of France did not prevent the rocket's use against London. Londoners began dying, and the public did not know why: the rockets arrived unseen and unheard until they exploded.
The Allies took various countermeasures of minimal impact, but the only true solution was to overrun the underground German production facilities and strangle the manufacturing inputs. As with everything else, the inability to defend had pluses and minuses: on the plus side for the Germans, that meant the rockets got through. On the minus side for Germany, it meant the Allies did not have to spend exorbitant amounts on aircraft defense, as they did on, say, patrols against U-boats or air attacks and naval positioning against the Tirpitz sitting endlessly at anchor in Norwary. The V-1 was a much more effective weapon in this sense, though not as terrifying.
Over 3100 rockets were fired, and most of them were not against London. Only 1402 were against England, 1358 against London. The rest were against European targets: 1664 against Belgium (Antwerp being a key Allied port), 76 against France, 19 against The Netherlands, 11 against the Remagen Bridge after it was taken intact in early March 1945 (to no effect whatsoever).
|A V-2 nearing the end of its flight|
The warhead was 1,000 kg (2,200 lb) of Amatol, a typical World War II explosive mixture of TNT and ammonium nitrate. With a better payload, the rocket might have had a strategic impact on the course of the war, but ultimately the V-2 was nothing but a painful sideshow - painful for both sides. In fact, sometimes the Germans didn't even bother with an explosive payload at all, as the rocket's impact itself had the overwhelming destructive effect. Poison gas was available and could have been used to great effect, but then the Allies would have started dropping it on German cities. Besides, Hitler had an aversion to poison gas from his World War I days.
There were 2,754 civilian deaths in London alone attributed to the rocket before operations ceased on March 27, 1945, 1,736 killed in Antwerp. V-2s left a huge impact crater and caused extensive - but random - damage. The V-2s almost always were aimed against cities because they fell wherever they fell, anywhere within a huge radius, unguided (though radio guidance was attemped with middling results). They were as likely to fall uselessly in an empty field or in water as on a crowded cinema full of people (as happened once in Antwerp, killing over 500 people in a stroke).
The cost to Germany was fantastically expensive. It was the German "Manhattan Project," and in fact cost more than the US development of the atomic bomb. SS General Hans Kammler organized production using slave labor, thousands of whom died due to maltreatment, without which costs would have been even greater. Overall, for the cost, the rocket hurt Germany more than it hurt the Allies, though it hurt both sides a great deal. It did, however, allow Hitler and his cronies to keep the troops fighting a hopeless war for months based on the spurious propaganda promise that the V-2 was just one of many "super weapons" coming along that would lead Germany to ultimate victory despite all the obvious evidence to the contrary. That was perhaps the largest cost of all.
|A Saturn V liftoff. Note the black/white pattern. Remind you of anything above?|
However, this was one weapon that also had a future civilian use of great import. The money the Germans spent was not wasted. Scientists such as von Braun were brought to the United States under Operation Paperclip and continued their research in New Mexico, using captured V-2 rockets (but this time without slave labor). That was just the start. Von Braun personally advised President Kennedy, who accordingly made his bold promise to go to the Moon during the 1960s. Von Braun, Oberth and the rest helped make it happen, along with countless American scientists. The Russians also used the German technolog. They captured some German scientists and used them for their own space/missile program (they likely would claim it was all their own doing), and may have spied on the American program's progress as well. As a character in "Ice Station Zebra" commented, "The Russians put our camera made by *our* German scientists and your film made by *your* German scientists into their satellite made by *their* German scientists."
Space flight is a peculiar legacy of the Third Reich, but spaceflight would have happened decades later than it actually did without the Germans' contributions to basic space science.
When casually dismissing German attempts at technological breakthroughs that might change the entire war situation around as mere fantasy, armchair historians sometimes forget the sheer number of projects under development from early in the war that may, under the right circumstances, have borne fruit. Jet aircraft, missiles, helicopters - everything seemed right on the verge of fulfilment.
|Rheinmetall-Borsig F55 Feuerlilie anti-aircraft missile, 1943|
The Feuerlilie (English, "Fire Lilly") was one such project. The Aviation Research organisation (Deutsche Forschungsanstalt für Luftfahrt - DFL) recognized as early as 1940 the need for aerial defense beyond what fighter aircraft could deliver, showing phenomenal foresight. The DFL thus set in motion development of a surface-to-air missile, first in a 25cm diameter version which had about a handful of launches by 1943. It was a two-stage rocket that was launched from a kind of ramp.
The work developed steadily, but a good motor could not be found. As with the various jet engine projects, it wasn't until 1944 that the various technical problems began to be resolved. The final F-55 was 55cm in diameter and used Rheinmetall 109-505/515 solid rockets. There were four launches, beginning in May 1944, so the project did produce a real, flyable missile. However, the missile proved to be too unstable in flight to serve its intended purpose. Development continued into 1945, and due to the war situation the entire project was shut down in January of that year. Given a couple of more years, the missile had the potential to be quite effective.
Ba 349 Natter
|Ba 349 Natter|
The Ba 349 Natter actually flew, so it cannot be considered strictly as an aircraft only at the paper stage. However, its only known flight managed only to kill its pilot on 1 March 1945. The unfortunate volunteer pilot, Lothar Sieber, became the first man in history to take off from the ground in a vertical orientation under rocket power, 15 years before the major post-war powers attempted it.
It was a typical 1945 German project born out of desperation. The objective was to fly the plane against the Allied bomber streams. project remains shrouded in mystery. Out of all those projects, only a few were at all viable, and none made a difference. The Natter proved irrelevant to the war's outcome despite the high hopes vested in it.
The Bachem Ba 349 Natter (Viper, Adder) was a World War II German point-defense rocket powered interceptor, which was to be used in a very similar way to a manned surface-to-air missile. After a vertical take-off, which eliminated the need for airfields, the majority of the flight to the Allied bombers was to be controlled by an autopilot. The primary mission of the relatively untrained pilot, was to aim the aircraft at its target bomber stream and fire its armament of rockets.
Factory workers saw the Soviets approaching and decided to carry one example into the mountains to present to the Americans. That Ba-349 is known to survive in storage at the Smithsonian Institute in Suitland, Maryland, but it is not on public display.
|This is the Bachem Ba 349 which factory workers transported into the Alps to turn over to the Americans.|
Aircraft and Related Equipment Still at the Design Stage
Television Remote Control
|German Third Reich television intended as missile remote control.|
Television was cutting edge technology during World War II, having been invented by a variety of scientists and engineers around the world over a period of about 50 years. It was used in limited fashion in the New York City metropolitan region in the late 1930s. It also was used in Germany in the mid-1930s - in fact, the 1936 Berlin Olympics were the first Games to be broadcast on television (and not on NBC!). The Germans evidently had studied remote control using television and were busy making a television remote control system for their Mistel Bomber when the war ended.
|Henschel Hs 117 Schmetterling.|
The plan was to use the television guidance on the Henschel Hs 117 Schmetterling ("Butterfly") surface-to-air and air-to-air missile. In the air-to-air version, this missile would be controlled by using a joystick - just like you could use on your 1990s Microsoft pc games like Flight Simulator. The Schmetterling project was promising, and obviously the concept was completely feasible, but neither the missile nor the guidance system was far enough along for it become operational. Despite poor testing results, in January 1945, production of 3,000 missiles a month was proposed. However, it just wasn't ready, and on 6 February, SS-Obergruppenführer Hans Kammler cancelled the project in order to focus on things that were ready. Under better circumstances, the Schmetterling with its joystick control that was decades ahead of its time might have become operational in 1946 or 1947.
The Focke-Wulf Triebflügel (Triebfluegel) was one of the weirdest designs of the war that might just have worked. This was a thrust-wing fighter that was the first planned VTOL aircraft (Vertical TakeOff and Landing). It was planned to be used as defense against the incessant Allied bomber streams flying over Germany. The best attribute of this design is that it didn't require a runway, which during the latter stages of the war were being bombed incessantly by the Allies.
There was no prototype built because the Allies captured the factory before the designers could get beyond the wind-tunnel stage. The aircraft is unique because it has neither wings nor rotors as such, and would have ascended and descended by firing the three rockets attached to the fuselage. It would have operated somewhat like a helicopter, except with the entire lower body rotating. It was projected to have four cannon in the forward fuselage.
|This is a rather fanciful depiction of what the Triebflugels might have looked like|
Since it never got to the prototype stage, it is impossible to say how it would have operated or what problems it might have had. However, it is quite an unusual design that had no equal anywhere else.
Lippisch Delta Wing Fighter
Dr. Alexander Lippisch was born in Munich, Germany in 1894. He worked on Delta winged fighters during the 1930s, and his design led to the Me 163 rocket-powered interceptor which flew successfully and shot down roughly a dozen Allied bombers.
After the war, Dr. Lippisch's Delta DM-1 glider and delta jet fighter designs led directly to the Convair XF-92 and subsequently to the highly successful F-102 Delta Dagger and F-106 Delta Dart fighters of the US (which was eager to apply German delta-wing technology to the emerging jet technology of the time period). The end product by Convair became the B-58 Hustler. The public may not have known much about this design (because they weren't interested and weren't told), but post-war American aircraft designers sure did.
20 sq meters
Typical Release Altitude
Experimental Messerschmidt Fighters P.1079
The Messerschmitt company was building refined versions of the Me 109 throughout the war, but it also was designing advanced aircraft propelled by pulsejets, the same propulsion as the V-1 flying bombs. This remained strictly on the drawing board - with one or two exceptions - and the entire project was cancelled in December 1944.
|Messerschmitt P-1101 prototype Oberammergau, foto by Arthur Hansen 7854 Military Intelligence Détachement. Appears to be a mockup solely for a wind-tunnel test|
|ME P-1011. It appears to be a jet engine with a plane loosely attached.|
Junkers Pulse Jets EF-126
The Junkers company also tried to develop some pulse jets that would serve as fighters. They got a frame together without an engine. The Soviets tried to build one after the war and apparently did, but then they dropped the project.
|EF 128 painting|
|EF 128 painting| | aerospace |
https://stem4ks.com/page/2/ | 2023-12-05T01:21:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100540.62/warc/CC-MAIN-20231205010358-20231205040358-00776.warc.gz | 0.777095 | 471 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__67115698 | en | This is a quick crib sheet to help you as you build model rockets. There is much more to be found on the Internet. If you find a helpful link please share it in the comments section below.
To Convert Inches (in) to Centimeters (cm): (in) * 2.54 = (cm’s)
Example: 5 in * 2.54 = 12.7 cm
To Convert Feet (ft) to Meters (m): (ft) / 3.281 = (m)
Example: 7 ft / 3.281 = 2.1335 m
To Convert Meters (m) to Feet (ft): (m) * 3.281 = (ft)
Example: 30 m * 3.281 = 98.43 ft
Added 1-19-19, for a guide to build your own altitude tracker using a protractor review this guide we put together.
Updated 7-20-16, some of the links below have changed the content and no longer include the simple altitude calculation so we have added it below.
To calculate the height of a right triangle: tan(angle) * distance = height
(yes, use a calculator to find the tangent)
Example: tan(59°) * 100 feet = 166.43 feet
Example: Sandy is launching her rocket. Her cousin, Tim, is standing 300 feet away with a protractor when Sandy launches her rocket. The protractor angle reads 127° when the rocket reaches its highest point, known as apogee. Tim knows he needs to subtract 90° from the angle on the protractor to get the correct angle. How high did the rocket go?
tan(127° – 90°) * 300 feet = height
tan(37°) * 300 feet = height
~0.75355 * 300 feet = height
~226.07 feet = height
Sandy’s rocket flew about 226.07 feet in the air. (We round off the extra digits after .07)
Finding a side in a right-angled triangle
How to measure model rocket altitude
Rocket Center of pressure calculator
Rocket Altitude Calculator
Determine Maximum Altitude
OpenRocket Model Rocket Simulator – Freeware
Flight Simulator Programs (List of different software) | aerospace |
https://mvrsimulation.com/casestudies/aerial-refuel.html | 2024-04-22T09:08:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818105.48/warc/CC-MAIN-20240422082202-20240422112202-00257.warc.gz | 0.898623 | 1,646 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__87563185 | en | MVRsimulation Virtual Reality Scene Generator (VRSG) is used in multiple aerial refueling simulation programs.
Mobility Air Forces Distributed Mission Operations (MAF DMO)
In Q4 2022, MVRsimulation received an order for 30 VRSG licenses to support the Mobility Air Forces Distributed Mission Operations (MAF DMO) program.
The MAF DMO program’s mission is to train in a secure, realistic networked environment while reducing risk and operating costs, with capabilities that enable Live, Virtual and Constructive (LVC) participation in a wide range of MAF, U.S. Air Force, Joint and Combined exercises.
A major focus for the effort, led by prime contractor Northrop Grumman, is the provision of on-demand, cyber-secure, distributed training solution for training missions, including virtual air refueling, using virtual air refueling in geographically dispersed, networked, high-fidelity training simulators – representing the tanker aircraft, boom operator pod and the receiver aircraft.
As a long time enabler of CAF DMO, the geographically dispersed, networked simulation is a key capability of VRSG. We have also developed wide ranging support for high-fidelity aerial refueling simulation, including 3D military aircraft models that include geometric detail sufficient to support the aerial refueling mission.
VRSG uses GIS vector data of road networks to place light points of random spacing and intensities, resulting in realistic nighttime scenes of urban areas from high altitude. Recognizable road networks are often used in nighttime refueling operations to enhance navigation and situational awareness for pilots.
ANG BOSS refueling simulator
The Air National Guard (ANG) Refueling Wing uses 143 VRSG real-time licenses in the KC-135R Boom Operator Simulator System (BOSS) at 17 units. This fully immersive Distributed Mission Operations (DMO)-capable refueling boom operator trainer is a high-fidelity replica of a KC-135R Block 40 boom pod, and has been certified by the U.S. Air Force for boom operator training missions in lieu of actual flight time.
The BOSS environment emulates the actual aircraft boom controls and includes associated operating systems, 4-channel image generation and projection systems, instructor operator station, physics-based tanker and receiver models, threat environment generation station, and ARCNet Gateway. Other technologies include head-tracking, voice recognition and synthetic response, and a recording/debriefing capability. The compact size of the BOSS (22' x 21') allows it to fit within a 27' x 30' room with 12' ceilings.
Click here to see a video of the KC-135 BOSS refueling simulator.
KC-135R ANG Boom Operator Simulator System (BOSS) with MVRsimulation visuals. (Photo courtesy of FAAC Inc.)
Inside the boom pod of the KC-135R Air National Guard (ANG) Boom Operator Simulator System (BOSS) with MVRsimulation visuals. (Photo courtesy of FAAC Inc.)
The BOSS is intended for squadron-level training to be co-located with operational KC-135 air refueling wings. The BOSS systems are in use at locations across the US where fully qualified boom operators at the ANG KC-135R flying units use the BOSS for a complete training curriculum: initial qualification, difference qualification, certification, requalification, mission certification, and instructor upgrade training, and meet Aerial Refueling Airplane Simulator Qualification (ARASQ) standards. Mission-rehearsal DMO training is through the ANG Distributed Training Operations Center (DTOC).
As part of the initial delivery of VRSG licenses, MVRsimulation provided 4-meter CONUS++ 3D terrain enhanced with cultural lighting for all of the CONUS area. The terrain features cultural lights points that are geospecific to actual road networks.
MVRsimulation VRSG real-time simulated boom operator view of a KC-135R entity refueling an A-10C over virtual Denver, CO. This scene also features volumetric clouds which cast shadows onto the terrain and culture below. Refueling-specific features of VRSG include support for up to 4 shadowable light sources.
MICROBOSS DESKTOP REFUELING SIMULATOR
The ANG also uses 25 MVRsimulation visual systems (game-level ruggedized rackmount PCs loaded with VRSG licenses) in its desktop training system which uses a computer-generated receiver aircraft to train KC-135R boom operators in refueling procedures. The Micro Boom Operator Simulation System (MicroBOSS) incorporates software features and capabilities of the ANG BOSS (described above) as well as the Air Education Training Command (AETC) Boom Operator Weapon System Trainer (BOWST). This desktop system uses selective-fidelity concepts in the hardware design to provide a realistic and cost-effective training environment. Through the use of photo-realistic graphical displays, touch screens, an aural cueing system, a high-definition out-the-window display, and representative joystick controls, the MicroBOSS provides the functional equivalent of a complete KC-135R boom pod station.
Using highly detailed visual models, the MicroBOSS can provide training on Air Force, Navy, and NATO receiver aircraft. Training personnel can adapt MicroBOSS scenarios to support each unit's unique mission profiles, or concentrate on high-interest training times from operational lessons learned. Mission preparation for air refueling profiles, including the Boom Drogue Adapter (BDA), enables the aircrew to be mission ready.
MVRsimulation VRSG in the MicroBOSS.
According to QuantaDyn, which developed the MicroBOSS, VRSG was chosen for this program for several reasons. From a boom operator's perspective, VRSG's high-fidelity graphical environment, atmospheric conditions, cultural lighting, and realistic precise shadow and lighting are very important components for providing realistic refueling training. The detailed ground representation of high-resolution terrain (such as MVRsimulation's Afghanistan virtual terrain) is important for identifying location; in daytime from the imagery on the ground, and at night, from the cultural lighting. The variety of sky models and cloud models and the ability to modify cloud effects and other environmental characteristics are all critical for maintaining situational awareness in the refueling operations, and provide the opportunity to train under adverse conditions. The high-resolution receiver models contain details useful in training. The shadowing of the boom on the receptor aircraft is fast and precise, which is important for replicating exactly what a boom operator sees while refueling the receiver aircraft. The external light profile, which enables one to adjust the lighting as a rheostat rather than having to use a step illumination, is a distinctive benefit.
RECEIVER AERIAL REFUELING PILOT SIMULATOR
AVT Simulation uses VRSG in its Receiver Aerial Refueling (RAR) Part-Task Trainer developed under the U.S. Navy's SBIR program. The simulator uses a head-tracked stereo head mounted display (HMD) with MVRsimulation visuals to provide the pilot a truly realistic view of the tanker and its refueling equipment.
In the simulator, the pilot can focus on formation flight realism and the final up-close refueling approach, making contact and maintaining contact during fuel transfer. Head tracking allows the pilot to see everything including the full interior and exterior of the aircraft which provides visual cues for aligning with the visual cues from the tanker aircraft equipment. The RAR features a small footprint and is built in a self-contained shipping container.
MVRsimulation VRSG real-time simulated boom operator view of a KC-135R entity refueling an A-10C during night operations over virtual Denver, CO. The scene features the shadows cast by the KC-135R's tail-mounted flood light illuminating the A-10C, and the cultural lights of Denver. | aerospace |
https://thenextweb.com/news/orbital-sciences-antares-rocket-blasts-off-on-its-maiden-voyage | 2023-03-28T14:52:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948867.32/warc/CC-MAIN-20230328135732-20230328165732-00677.warc.gz | 0.944155 | 358 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__86896745 | en | Josh Ong is the US Editor at The Next Web. He previously worked as TNW's China Editor and LA Reporter. Follow him on Twitter or email him a Josh Ong is the US Editor at The Next Web. He previously worked as TNW's China Editor and LA Reporter. Follow him on Twitter or email him at [email protected].
Satellite maker Orbital Sciences Corporation has just launched the maiden voyage of its Antares rocket as it continues preparations to begin providing supplies to the International Space Station (ISS).
Blast-off took place at exactly 5:00 pm Eastern on Sunday, with everything proceeding as expected, according to Spaceflight Now’s live coverage of the event. The rocket carried with it a mass simulator of the Cygnus spacecraft that will be used on future missions.
The next launch for the Antares will be the first demo flight of the Cygnus, which will bring a test payload to the ISS. That mission is scheduled to take place in late June or early July.
When informed of the successful test flight, ISS Commander Chris Hadfield responded, “That’s super, great news. Good for them. That bodes well for all of our futures.”
NASA has handed off resupply missions of the ISS to private spaceflight companies. Both Orbital and Elon Musk’s SpaceX are under contract to provide supplies, and SpaceX has already carried out two successful missions. SpaceX is set to carry out a minimum of 12 flights to the ISS, while Orbital’s contract outlines a minimum of eight missions.
Image credits: Nasa/Bill Ingalls, Spaceflight Now
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https://2016.spaceappschallenge.org/challenges/aero/dont-crash-my-drone/projects/project-ceres | 2022-12-01T06:30:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710801.42/warc/CC-MAIN-20221201053355-20221201083355-00397.warc.gz | 0.937455 | 262 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__182285336 | en | Project Ceres received a Global Nomination.
Create an app that will enable small drone operators to know more about specific weather parameters, local terrain and no fly zones within a five-mile radius of their GPS location.
Nowadays, the drone market is exponentially growing, new users often want to fly their drone immediately after purchasing it. This creates dangerous situations as they aren’t used to flying these machines.
Our aim with Project Ceres is to avoid those dangerous situations, we do this by constantly monitoring each drone by using its GPS coordinates and keeping track of the various dangers that may occur during the flight, such as:
We have developed a solution using a web server which receives a GPS position from the drone, makes a request to get the weather data, processes it to get a current risk percentage and calculates a logarithmic regression to show the risk prediction for the next 15 seconds as well as the real time location of the drone.
The advantages of our solution is that we don’t need complicated drones to make it work, just a basic sensorless GPS capable drone.
Because all the calculations are done on our server, our solution is completely distributed and we accept web, desktop and mobile clients
Google Maps API
Amazon Web Services | aerospace |
https://www.juniorfrequentflyer.com/ | 2023-03-21T03:57:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943625.81/warc/CC-MAIN-20230321033306-20230321063306-00506.warc.gz | 0.761736 | 104 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__235124428 | en | JUNIOR FREQUENT FLYER
The Junior Frequent Flyer flight logbook is a travel journal created specially for children, aged 0-12. Take to the skies with our passport-sized 52-page A6 logbook – perfect for expats, aviation enthusiasts and frequent flyer families.
Cannot call API for app 380204239234502 on behalf of user 10161390241835449
FLY WITH US ON INSTAGRAM | aerospace |
http://staff.southwales.ac.uk/users/5639-swilli10/ | 2020-06-02T10:19:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347424174.72/warc/CC-MAIN-20200602100039-20200602130039-00494.warc.gz | 0.889279 | 210 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__48468320 | en | Stephen Williams known as Steve
ILM NVQ L4 – Management
IOSH Managing Safely
Train The Trainer
1979-1987 Indentured apprenticeship & time served Panel Beater/Sprayer for Mercedes Benz
1987 2009 Aircraft Engineer in RAF: 22 years experience of all areas of Aircraft Maintenance Practices (Mechanical) on both fixed wing and rotary wing aircraft. Rising to the rank of Sergeant.
2009 2012 4 years experience as Engineering Lecturer for the MOD at MoD St Athan. Specialist Instructional Officer delivering engineering training both theory and practical to RAF trainees in the engineering trades.
2012-Present: Aircraft Maintenance Technician in the AME department of the Aviation Academy in G Block of Treforest Campus.
Chartered Management Institute
City & Guilds Institute London
Areas of Expertise
Aircraft Maintenance Engineering (Mechanical) Structures and On Aircraft
If you are a journalist on deadline and you need to speak with a member of university staff with particular expertise, please contact the Press Office. | aerospace |
https://www.zupyak.com/p/925243/t/nasa-sees-atlantic-s-leslie-become-a-hurricane | 2021-11-29T03:34:52 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358685.55/warc/CC-MAIN-20211129014336-20211129044336-00015.warc.gz | 0.951684 | 182 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__6519344 | en | NASA's Aqua satellite captured an infrared image of Hurricane Leslie that revealed strong storms circled the center.
At 1:55 a.m. EDT (0555 UTC) on Oct. 3 the MODIS instrument that flies aboard NASA's Aqua satellite gathered infrared data on Leslie.
Strongest thunderstorms were fragmented as they circled the center and were in a thick band northeast of center where MODIS found cloud top temperatures as cold as minus 63 degrees Fahrenheit (minus 53 Celsius).
NASA research has shown that cloud tops with temperatures that cold were high in the troposphere and have the ability to generate heavy rain.
The National Hurricane Center or NHC noted "Deep convection surrounding the center of Leslie has become better organized overnight, with the development of a ragged eye in infrared satellite images."
A microwave image revealed a well-defined low-level eye with a ring of broken convection surrounding it. | aerospace |
http://www.thedenverchannel.com/topic/aviation | 2017-03-28T02:20:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189589.37/warc/CC-MAIN-20170322212949-00034-ip-10-233-31-227.ec2.internal.warc.gz | 0.946933 | 290 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__142429774 | en | The carrier said that laptops, tablets, DVD players and electronic games must be stored in checked baggage for its flights.
Besides aging pilots, industry experts say millennial applicants are too busy looking down at their phones to recognize the opportunity in…
Frontier Airlines is investigating why a plane flew with about 20 screws missing from an area near the front of the wing.
It has caused some travelers to experience some headaches on a very busy pre-holiday travel day.
More than 3,300 drone pilots signed up to take the new aeronautical exam the first day it was available.
Delta Flight 2845 was bound for Rapid City Regional Airport in South Dakota on Thursday when the pilot accidently landed the…
A federal court will rule whether a passenger can claim damages for missing a flight due to a long security line for a screening.
Travelers might be a bit perplexed coming soon when flying into the John Glenn International Airport.
Russian transport police say a 10-year old girl flew from Moscow to St. Petersburg without identification or a ticket.
Authorities say a small plane has crashed on a Southern California freeway and struck a car, killing one person and injuring five others.
An American Airlines co-pilot was detained this morning under suspicion that he was drunk, according to the Federal Aviation Administration.
Two pieces of debris recently discovered along the coast of Mozambique are "highly likely" to have come from missing Malaysia… | aerospace |
https://theawesomer.com/xeric-trappist-1-nasa-edition/533726/ | 2023-01-29T14:56:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499744.74/warc/CC-MAIN-20230129144110-20230129174110-00372.warc.gz | 0.937288 | 516 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__174765916 | en | Are you a total space nerd? This NASA-backed watch is made for you.
You don't have to travel 39 light-years (or 229 trillion miles, duh) to get a glimpse of the recently-discovered Trappist-1 and its seven Earth-sized planets. You can do it right after you back this Kickstarter campaign.
The Awesomer is reader-supported. When you buy through links on our site, we may earn an affiliate commission. As an Amazon Associate I earn from qualifying purchases. Learn more.
This year, the watch is getting a major upgrade. Xeric has teamed up with NASA to create a brand new otherworldly collection of watches to celebrate the 50th anniversary of our landing on the moon. If you pre-order right now, you can secure the super early bird pricing and save 36% off the future retail price.
Completely redesigned from the ground up, the Trappist-1 NASA Edition boasts automatic, self-winding movement and brighter stars. It does away with traditional clock hands and trades them in for two glowing Super-LumiNova planets to tell the time, along with a constellations-like seconds hand that replicates the movement of how comets streak across the night sky. And if that isn’t enough to thrill our fellow space nerds, the grille adorning the watch face was designed after the ISS Cupola Grille, the largest viewing port ever placed in space.
It's easy to assume that the watch is fragile considering all its intricate parts, but don't fret, it's protected with glass dome made from Hesalite, which is a shatter-resistant material originally developed for NASA in the '60s to withstand the harsh environment of space. As for the straps, the full-grain leather is specially textured and stitched to look like the ridge-lines seen on space gloves.
Only 1969 pieces of each Trappist-1 NASA Edition variant will be crafted, and each piece will be individually numbered to ensure authenticity. The quartz model will even come with an engraved 50th-anniversary commemorative caseback of the Apollo 11 mission patch.
Make a pledge today to get your hands on this celestial marvel and snag the special discount, too. Head on over to this page to get started.
Crowdfunded projects pose a degree of risk for buyers, so be sure to do your research and fully read the seller's detailed description and production plans before plunking down your hard-earned money. | aerospace |
https://journals.tubitak.gov.tr/elektrik/vol20/iss4/7/ | 2024-02-22T05:15:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473690.28/warc/CC-MAIN-20240222030017-20240222060017-00591.warc.gz | 0.829801 | 298 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__75929042 | en | We present a tracking ground system for low Earth-orbiting (LEO) satellite image reception composed of a software part and a material part. The developed prediction software (LAAR-TRACK) ensures an efficient satellite orbit determination. It is based on the simplified general perturbations model (SGP4) used by the North American Aerospace Defense Command for generating orbital elements. LAAR-TRACK gives the azimuth and the elevation needed for the antenna to signal, in real time, LEO satellites during their passage above the ground receiving station. The software is loaded on a computer directly connected, via the parallel port, to the tracking interface that we developed, which will be detailed in this paper. The proposed tracking system is composed of a simple hardware interface structure that can be easily technically reproduced without any programming. The cost of the proposed tracking interface is lower than that of the other proposed realizations.
LEO satellites, ground station, two-line elements, SGP4 model, satellite tracking interface
RAHAL, WASSILA LEILA; BENABADJI, NOUREDDINE; and BELBACHIR, AHMED HAFID
"Automatic tracking system for weather satellite image reception,"
Turkish Journal of Electrical Engineering and Computer Sciences: Vol. 20:
4, Article 7.
Available at: https://journals.tubitak.gov.tr/elektrik/vol20/iss4/7 | aerospace |
http://www.key.aero/view_event.asp?ID=1215&thisSection=military | 2014-07-29T18:49:16 | s3://commoncrawl/crawl-data/CC-MAIN-2014-23/segments/1406510267824.47/warc/CC-MAIN-20140728011747-00015-ip-10-146-231-18.ec2.internal.warc.gz | 0.790436 | 93 | CC-MAIN-2014-23 | webtext-fineweb__CC-MAIN-2014-23__0__171375732 | en | Exercise Pashtun Dawn
11-Feb-2013 to 3-Mar-2013
UK - Salisbury Plain
Filed Under Military Aviation Events.
Interested in Military Aviation?
Most Read News...
- Eurofighter reveals E-Scan radar
- Scorpion in the UK
- Swiss Hornet to star at Yeovilton Air Day
- Russia to bid for KC-X?
- Disney's Planes Exclusive! We talk to the Director | aerospace |
http://www.airscouts.com.au/humour-1/hardlandingpa | 2017-04-25T20:22:44 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120878.96/warc/CC-MAIN-20170423031200-00191-ip-10-145-167-34.ec2.internal.warc.gz | 0.977223 | 277 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__51575646 | en | Overheard on a flight on a particularly windy and bumpy day. During the final approach the Captain really had to fight the weather. After an extremely hard landing, the Flight Attendant came on the PA and announced, "Ladies and Gentlemen, welcome to Anchorage, Alaska. Please remain in your seats with your seatbelts fastened while the Captain taxis what's left of our airplane to the gate!"
After landing hard, the pilot gets on the PA system to explain the arrival: "Sorry for the hard landing folks. It wasn't the pilot's fault, and it wasn't the plane's fault. It was the asphalt."
An airline pilot hammered his ship into the runway really hard on a certain flight. The airline had a policy, which required the pilot to stand at the door while the passengers exited, give a smile, and a "Thanks for flying XYZ airline." He said that in light of the bad landing, he had a hard time looking the passengers in the eye, thinking that someone would have a smart comment. Finally everyone had gotten off except for this little old lady walking with a cane. She said, "Sonny, mind if I ask you a question?" "Why no M'am," said the pilot, "what is it?" The little old lady said, "Did we land or were we shot down?" " | aerospace |
https://www.chipper.aero/the-chipper | 2021-02-27T02:49:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358064.34/warc/CC-MAIN-20210227024823-20210227054823-00267.warc.gz | 0.90246 | 243 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__227190146 | en | THE CHIPPER AIRCRAFT
We're driven to provide a superior Two Place aircraft kit. Chipper is an inexpensive, high performance aircraft which you can build from a kit. Chipper is an FAA registered and approved light sport experimental aircraft.
✔ Side by side seating
✔ Clean sheet CAD design allowed us to start with uncompromised goals and a fresh new design
✔ Classic look
✔ Great STOL performance
✔ Rugged landing gear
✔ Flaps + droop ailerons
✔ Taildragger or Tricycle gear
✔ Cabin is primarily honeycomb aluminum
✔ 4 GPH fuel burn (80HP)
✔ 912UL / ULS and other engines
✔ Takeoff in 400 feet - at gross
✔ Lift up to 600 lbs.
Low cost and ease of construction makes Chipper great for EAA chapter builds, student builds, and flying clubs. We claim CHIPPER is the best value in its category on the market. Discover for yourself: compare our acquisition costs, assembly time, range, speed, and STOL performance to any other two place high wing kit aircraft kit. | aerospace |
http://silkscape.com/mars/ds1.htm | 2023-06-07T12:21:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653764.55/warc/CC-MAIN-20230607111017-20230607141017-00087.warc.gz | 0.95854 | 1,991 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__69507098 | en | A major step in the plan for a manned landing on Mars was realized on October 24, 1998, when NASA's Jet Propulsion Laboratory successfully launched Deep Space 1, a technology-validation test vehicle with the primary goal of confirming and refining first-ever, operational ion-propulsion technology.
The spacecraft's experimental, concentrating solar-power array was deployed, and 36 years after NASA established its first electronic-propulsion research program, the first operational ion-propulsion spacecraft engine system came to life at 2:53 p.m. P.S.T., Tuesday, November 24, and following an initial shut-down problem common to this type of engine, it continued running smoothly. After running overnight in 500-watt mode, engineers stepped-up the engine to 1300-watt operation and left the engine running over the Thanksgiving weekend. At full power, the engine expends 2500 watts, generating thrust equivalent to the weight of a sheet of paper at sea level.
The engine was later restarted, and on Tuesday, January 5, 1999, the autonomous navigation system turned off the ion engine, completing the first part of the Deep Space 1 mission thrust profile, during which time the engine logged more than 850 hours and 59 short-duration shutdowns, which are recycle operations done to prevent damage from particles it encounters.
The new solar array technology, combined with the battery and new power electronics system are critical components of the ion propulsion, which depends upon them for a reliable flow of about 2,000 watts of electricity for engine power.
Ion propulsion, ten times more fuel-to-thrust efficient than chemical-based propulsion systems, expels stripped xenon electrons at 70,000 mph, as compared with chemical-engine thrust velocities of about 10,000 mph. The spacecraft will "burn" 99 pounds of xenon gas during the mission, which will slowly accelerate the craft more than 4,000 mph above the orbital velocity achieved by DS-1's Delta II launch vehicle. Ion propulsion will provide major weight, speed and cost advantages in the cruise phase of future Mars landing and other planetary missions, and to station-keeping satellites in geosynchronous Earth orbit.
The DS-1 test of the new autonomous optical navigation system has worked flawlessly, allowing the spacecraft to determine its position, adjust attitude to control trajectory and operate the propulsion system. The integrated camera and imaging spectrometer was utilized to join with the Saturn-bound Cassini spacecraft in making observations of the solar wind, and a new, light-weight transmitter to link with the Deep Space Communication Network at a new, higher frequency was tested and is being used to align and fine-tune Deep Space instruments for reliable operation at the new frequency (Ka-band) which, at four-times higher than the current band, carries more data with less power consumption from the spacecraft. As of May 1, seven of DS-1's payload of 12 experimental/confirmation technologies had accomplished 100% of their basic testing procedures with the others on schedule and having completed 75% of the experiments.
On January 12, 1999 the spacecraft was more than 10 million miles from Earth and receding from us at more than 1.1 miles per second. On March 15, 1999, DS-1 completed a more than two-month coasting phase when its ion propulsion system was reactivated, gradually propelling the spacecraft to greater speed until April 27 when it was shut down.
The six-week burn accelerated DS-1 by more than 650 miles per hour, and on Wednesday, July 28, 1999, at 9:46 p.m. Pacific time, DS-1, the first mission under NASA's New Millennium Program, ended what scientists call its "amazingly successful mission" by completing its planned close fly-by of asteroid 9969 Braille. The maneuver, which occurred 117 million miles from Earth and brought the spacecraft within 16 miles of the asteroid, was executed by the experimental on-board autopilot system, validating the autopilot's technology and marking the successful completion of testing for all 12 of the spacecraft's new technology systems.
In the early morning before completing the asteroid fly-by, DS-1 experienced what is called a "safing" event, lasting about six hours, during which time a small software glitch was detected by DS-1's fault-detection software, triggering the execution of a program of protective measures: the spacecraft halted non-critical activity, oriented its solar panels toward the Sun, pointed its light- and heat-sensitive instruments away from the Sun and switched to its low-gain antenna while awaiting commands from mission controllers. The mission team diagnosed the software glitch, recovered the spacecraft from the safing event and executed a trajectory correction maneuver to fine tune DS-1's 35,000 mph approach to the asteroid.
The advantages of ion propulsion in the burn which concluded April 27 were dramatically demonstrated by the comparative fuel/thrust calculations. While the six-week, continuous, ion thrusting consumed less than 11 pounds of DS-1's xenon fuel, had the same amount of conventional, chemical propellant been burned instead, DS-1's 650-mile-per-hour acceleration would have been reduced to about 50 miles per hour.
The mission team had been working to solve continuing problems with DS-1's star tracker, which had still not recovered from its last safe-mode fault procedure, and they had been practicing with the aiming and exposure of DS-1's combination visible camera and imaging spectrometer (MICAS) in preparation for its extended-mission close approach to two comets of extremes in 2001: Comet Wilson-Harrington, a dormant comet, in January; and in September, Comet Borrelly, one of the solar system's most active. The spacecraft had been put on an initial trajectory for the intercepts, and NASA had approved the extended mission.
In mid December, 1999, engineers brought the spacecraft out of safe standby to practice orientation procedures without the onboard star tracker, which continued to malfunction, and then returned it to the standby mode, in which it remained until engineers were ready to proceed with setting the groundwork for a work-around to the failed star tracker. On January 14, 2000, they successfully determined the rotational velocity of the craft and executed the mathematics and commands required to point the spacecraft antenna at Earth for an extended period, which is significant because it made it possible to upload new software to control the craft without the star tracker, once the writing and testing of it had been completed. On June 8, 2000, the new software was uploaded to the spacecraft and configured successfully. Comprehensive testing of the software and spacecraft functions, which now allow the craft's camera to serve as a star tracker, was begun, and on June 12, the craft succeeded in locating and locking onto primary stars on the first try, which combined with its ability to locate the sun, provides the craft with two reference points and the ability to navigate itself again, without the star tracker. This accomplishment is significant and involved ground simulations and patient waiting for analysis and confirmation of each spacecraft system test and response.
The next testing phase, now successfully completed, was to determine if the spacecraft could maintain constant tracking while under ion-propulsion thrust. On June 28, 2000, the engine was powered to full thrust and after one week, engineers shut it down and ascertained the accuracy of the craft's tracking during the powered dequence. JPL's goal to resume long-term ion thrusting in July to set a course for a September 2001 flyby of comet Borrelly has now been met. The extended mission to flyby comet Wilson-Harrington has been scrubbed because of the time lost in developing and implementing the star tracker work-around. The new tracking software development and testing, called "...one of the most challenging yet one of the most successful and impressive robotic space rescues ever accomplished," has allowed NASA to reach its goal of a July restart of the engine on the extended mission. DS-1 will be under continuous ion thrust for many months to make the September 2001 interception of Borrelly. The extended mission goals are to obtain photos of the nucleus area, obtain charged particle measurments and infrared spectral data to determine the composition.
Deep Space 1 is now more than twice as far from Earth as is the Sun, more than 315 million kilometers (195 million miles) from Earth, so far away that the time to complete two-way radio communication, that is, to send a command and receive an acknowlegement, is more than half an hour. Almost everyone reading this has had to work with technical support on the phone to solve a computer or software problem. To appreciate what JPL has accomplished so far in working around the star tracker, imagine that you had to wait 15 minutes for the tech-support rep to hear your problem, and then another 15 minutes to get his reply, and so on for each and every step, and then imagine that the tech support rep is a robot that only speaks digital code.
- The number of spacecraft ion-propulsion-engine recycles (59 short-duration shutdowns) has shown that the environment of open space is more benign than a vacuum chamber, where a ground-test engine that operates in conjunction with the spacecraft engine has experienced more than four times as many shutdowns as the actual spacecraft engine.
- DS-1 pictures fell far short of expectations, but the spacecraft's infrared camera has returned valuable data which has determined the asteroid is composed of basalt and pyroxene. No visible-light pictures worth viewing were obtained, but by looking through the finger-print similarity of DS-1's imaging infrared spectrometer result, an idea of Braille's general appearance may be ascertained.
Web design by | aerospace |
https://www.greencastleaeroclub.com/minutes/minutes-of-the-august-28-2019-board-of-directors-meeting | 2024-02-24T11:56:52 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00681.warc.gz | 0.9535 | 445 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__75682383 | en | The meeting was called to order by President Rick Treiber at 6:35 p.m.
OTHER BOARD MEMBERS PRESENT: Randy Stannard, Andy Orszula, Chris Lenz (with little Flynn), and Karo Stigler
MEMBERS PRESENT: Bob Dunn, James Jensen, Shawn and Gayle Rhinehart, Mike Mango, Dean Beranek, and Mark Eads
The minutes of the August 21, 2019 Board of Directors meeting were read by Karo. Randy moved with second by Chris that the minutes be accepted as read. Vote taken; Motion carried.
1. Treasurer’s Report: Randy reported we’re doing well; all bills are current.
2. Airplanes: Rick reported the prop for the Chief will be done and shipped out Friday. Everything else is flying. A couple of squawks for aircraft are open on the computer but neither of those will keep the planes from flying. All others have been satisfied.
3. Chris installed the sky beacon on 17U last weekend, took it to Duke and Tony, and they signed off on it. The sky beacons are VERY expensive and, if broken, must be replaced, not repaired; therefore, please be very careful with them.
4. Chris is the coordinator for the Vets Kinnick Flyover and Children’s Hospital Wave the Wings event scheduled between first and second quarters of the football game on September 14. If you want to fly in the event, please contact Chris.
1. Shawn is still looking for pilots to fly Young Eagles during our 22 September Family Air Adventure.
2. Rick needs four pilots to fly on the 22nd of September for our Family Air Adventure and Young Eagles event. Karo also may be jumping that day (her jump was cancelled last year as the jump plane was out of time).
3. Shawn, Anna, Gayle, and Mae Rhinehart attended the Red Tail exhibit in West Branch at Hoover and they said it was great.
Karo moved with second by Chris that we adjourn. Vote taken; Motion carried. Meeting adjourned at 7:04 p.m. | aerospace |
https://sacramentol5society.nss.org/novae/apollo-14-breakfast-on-the-moon-video/ | 2023-11-30T07:34:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100172.28/warc/CC-MAIN-20231130062948-20231130092948-00677.warc.gz | 0.957617 | 218 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__164829950 | en | This is the fourth “Breakfast On The Moon” Apollo mission virtual celebration sponsored by the National Space Society Chapters’ Assembly and the Sacramento L5 Society chapter. In this Breakfast, we were honored to have Gerald D. Griffin, the renowned NASA official, Apollo program flight director, and Johnson Space Center director, as our distinguished guest. Mr. Griffin was flight director for Apollos 14, 16, and 17, and also played a key role in the safe return of Apollo 13. The panel was moderated by Dr. Anthony Paustian, ex-Air Force fighter pilot, author, National Space Society Director of Communications and Branding, and our 2021 International Space Development Conference Chair. Finally, rounding out the panel was noted Space Historian Rod Pyle. Mr. Pyle worked with NASA at Jet Propulsion Lab and Johnson Space Center, has written many books covering the history and technology of space exploration and science, and is also editor of our Ad Astra magazine. Joseph Bland, President of the Sacramento L5 Society, was the Zoom webinar host. | aerospace |
https://www.aerospacesimplified.com/aviation/fastener/retainer-spring-dzus-fastener/ | 2023-11-30T11:45:37 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100184.3/warc/CC-MAIN-20231130094531-20231130124531-00078.warc.gz | 0.723674 | 130 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__210930576 | en | RETAINER, SPRING, DZUS FASTENER are readily available at Aerospace Simplified, your premier destination for all aircraft fasteners. We offer competitive pricing and fast lead times on a wide range of RETAINER, SPRING, DZUS FASTENER parts, including popular part numbers like 205-032-831-7 and many others.
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Glad You Chose Aerospace Simplified as Your Parts Distributor Website today. We Hope that You Will Remember Us the Next Time You’re Looking for Required Parts.Request for Quote | aerospace |
http://www.shopforpcgames.com/2016/03/flight-simulator-x-download.html | 2017-04-27T05:06:35 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121869.65/warc/CC-MAIN-20170423031201-00454-ip-10-145-167-34.ec2.internal.warc.gz | 0.908658 | 190 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__251421582 | en | Flight Simulator x download is available here for free. Flight Simulator X was developed by Microsoft Game Studios by Microsoft Corporation in 2006. Flight Simulator X is a simulation of aircraft that allows the players to immerse in the real life situations a pilot has to go through when flying a plane. Flight Simulator X download is easy to follow. Flight Simulator X allows the player full experience of flight with a vast array of aircraft ranging from single engine aircraft to 4 engine C130 aircraft.
Flight Simulator X Online
Flight Simulator X Online feature is available if you download it here. Flight Simulator X Online allows the player to fly planes in a vast range of area. This allows players to interact with each other and fly missions all over the area and be a part of a large airline that hires you as the captain of an aircraft. Flight Simulator X Online consumes much more power but can be handled by new PC.
Flight Simulator Screenshots
Flight Simulator X Download Link | aerospace |
https://www.dcca.com/our-customers/department-of-defense | 2024-02-29T02:22:31 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474775.80/warc/CC-MAIN-20240229003536-20240229033536-00002.warc.gz | 0.915081 | 612 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__36773583 | en | Department of Defense
DCCA is proud to support our Defense Agency customer’s mission critical IT and engineering needs.
We deliver agile technology and engineering solutions that include producing, disseminating and securing information that directly relates to the security of the United States and its’ allies.
With over three decades of experience delivering technology solutions to federal agencies, we understand the challenges that our DoD customers often face when working to meet mission-critical, technology objectives within budget restraints. Our specialized services are geared specifically toward rapidly delivering IT and engineering solutions while employing continuous process improvement initiatives and industry-leading practices.
Department of Defense (DoD)
DCCA provides high-performance cloud-based computing solutions, offering the DoD actionable analytic and information capabilities. This C4ISR program includes virtual cloud computing architecture design, development and integration, as well as agile software analysis, design, integration and testing expertise.
Our large-scale dynamic provisioning based solution leverages map-reduce virtual processing and a secure Hadoop-based big data architecture (multi-petabytes storage utilizing Accumulo Clusters), as well as creates toolkits for data-driven analytics, geospatial synchronization and visualization.
U.S. Air Force
DCCA provides classified O&M and comprehensive ITSM service desk operations for Tyndall Air Force Base. We manage Network Control Center (NCC) functions, including: configuration management, network and operation maintenance, service desk support, IA/computer network defense, server farms, desktops, telephony support, network management, SharePoint administration, VTC activities, and COOP requirements.
Select Department of Defense Past Performance
- DCCA is helping the U.S. Air Force modernize its main communication system at Vandenberg Air Force Base, California. As part of this contract, DCCA is transitioning the launch and test range system’s communication subsystem to an IPv6 format from the current asynchronous transfer mode network. This six (6) year contract will provide services at four (4) military facilities to include Vandenberg Air Force Base, Pillar Point Air Force Station, Point Mugu and Santa Ynez Peak.
- We supported a DoD agency’s operations and maintenance (O&M) program and provided experienced enterprise service desk, network, database, web, Sharepoint, and Video Teleconferencing (VTC) professional services.
- DCCA was the prime contractor for a DoD program in providing Operations and Maintenance (O&M) support in a TS/SCI classified environment for a complex suite of mission critical SIGINT processing systems.
DCCA is one of the best companies I have had the pleasure of working with. They not only respond to tasks with the right mix of management and personnel from their own ranks, but also quickly establish working relationships with the government staff. The ability of DCCA to hit the ground running was critical to providing the government with top performance. | aerospace |
http://marsnews.com/archives/2002/02/07/mars-odyssey-deploys-antenna-nearly-ready-for-science-mission.html | 2023-09-28T00:58:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510334.9/warc/CC-MAIN-20230927235044-20230928025044-00531.warc.gz | 0.979689 | 148 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__232944936 | en | NASA’s Odyssey spacecraft, which recently settled into its proper orbit around Mars, has now deployed an antenna that is needed for high-speed data downloads to Earth. The high-gain communications antenna, as it is called, was unfurled at 10:29 ET Tuesday, Feb. 5. The act is on of the final steps required to get the probe ready to begin science missions. The antenna boom was deployed to its latched position with a motor-driven hinge and locked into place as expected, officials said Wednesday. The high-gain antenna is 1.3 meters (4.3 feet) in diameter, with a parabolic shape. The antenna can transmit at data rates as high as 110 thousand bits per second. | aerospace |
https://www.spaceagetravel.com/what-happens-if-u-stay-in-space-for-too-long | 2023-10-04T23:27:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511424.48/warc/CC-MAIN-20231004220037-20231005010037-00205.warc.gz | 0.948973 | 465 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__220323132 | en | Space exploration has always been a source of fascination for humans. From blockbuster movies like The Martian to the incredible feats of astronauts like Sergei Krikalev, who spent more than 803 days in space, we are constantly amazed by the possibilities of space travel. But what happens if you stay in space for too long?The human body has evolved to function under gravitational conditions, so when we are in space, our bodies undergo physical changes. Without gravity, our muscles and bones weaken, particularly in our legs and lower back.
Astronauts often lose about 5% of their weight during a typical 4- to 6-month stay on the Space Station. This is not life-threatening, but it is important to eat balanced meals with the right amount of vitamins, minerals and calories to ensure good health. In addition to the physical effects of being in space, astronauts also face other challenges. Many find that they are not as hungry or that the food doesn't taste as good. They also need to be careful about exposure to radiation, which can damage the immune system and make them susceptible to infections.
To protect space travelers, NASA and other space agencies are exploring the effects of radiation and testing different materials that can be used in suits and spaceships. Finally, astronauts must also be aware of the dangers of being exposed to extreme temperatures. If you are exposed to extreme cold or heat in space, your body will begin to vaporize and your tongue and eyes will boil. Without air in your lungs, your blood will stop sending oxygen to your brain. The biotech company Samsara Therapeutics has expanded its R&D lab space at The Oxford to explore how long humans can survive in space. While Matt Damon did a great job making a living on Mars, it left viewers wondering how long humans can survive in space.
Depending on where you are in space, this will take between 12 and 26 hours, but if you're near a star, you'll burn yourself to a crisp. In conclusion, while it is possible for humans to survive in space for extended periods of time, there are many physical and psychological challenges that must be taken into account. Astronauts must take care to eat balanced meals with the right amount of vitamins and minerals, protect themselves from radiation exposure, and be aware of extreme temperatures. | aerospace |
https://defense.ph/2022/04/02/afp-acquires-short-sherpa-transport-aircraft/ | 2022-12-06T13:44:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711108.34/warc/CC-MAIN-20221206124909-20221206154909-00592.warc.gz | 0.940009 | 356 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__156914233 | en | The Armed Forces of the Philippines (AFP) acquired a Short Sherpa military transport aircraft previously owned by the Semirara Mining and Power Corporation on Friday, April 1.
The Short Brothers & Harland SD3-30 Aircraft was turned over to the Philippine Army in a ceremony held at the Ninoy Aquino International Airport, Pasay City.
The twin-engine turbo-prop aircraft has a maximum speed of 291 kilometers per hour and can accommodate 27 passengers. It has an overall length of 58 feet and a wingspan of 74 feet and eight inches.
The aircraft currently has 10,846 + 24 hours with a total cycle of 15,141. It is fitted with Pratt & Whitney PT6-45R engines and two Hartzell 5 bladed metal propellers.
Present in the turnover and signing of the deed of donation were General Andres Centino, AFP Chief of Staff; Major General Henry Doyaoen, Philippine Army Vice Commander; and Defense Undersecretary Cardozo Luna.
“Donating the Short SD3-30 Sherpa Aircraft is the most sustainable means of developing the Philippine Army’s aviation force aside from procurement. Likewise, this will greatly impact the accomplishments of the unit’s mission of providing aviation support to its ground forces,” said USec Luna.
The Semirara Mining and Power Corporation, owned by the Consunji family, cited in the deed of donation its desire to assist the Philippine Army in responding to the need of the Filipinos.
The Philippine Army, on the other hand, expressed its appreciation and gratefulness for the donation. The aircraft will be added to the existing air assets of the Philippine Army, enhancing its capability in providing support to its ground troops. | aerospace |
http://indianexpress.com/article/technology/science/nasa-software-to-improve-spacing-between-planes/ | 2016-10-28T16:06:08 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988722951.82/warc/CC-MAIN-20161020183842-00017-ip-10-171-6-4.ec2.internal.warc.gz | 0.880575 | 639 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__238558278 | en | NASA has developed a new air traffic control software to better manage the spacing between planes to help save both time and fuel and reduce emissions.
The computer software tool designed to aid air traffic controllers was presented to the Federal Aviation Administration (FAA) during a ceremony at the agency’s headquarters in Washington.
The Terminal Sequencing and Spacing (TSS) technology will enable air traffic controllers to better manage the spacing between aircraft as they fly more efficient approaches into airports, saving both time and fuel and reducing emissions.
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The software enables the routine use of what are called Performance Based Navigation procedures, resulting in fewer course and altitude changes, while also reducing the frequency of necessary communications between controllers and pilots.
The TSS tool provides information to controllers about the speeds they should assign to aircraft as they follow fuel-efficient, continuous-descent arrival procedures while passing through a region of airspace surrounding an airport called the TRACON (Terminal Radar Approach Control), covering a distance from an airport of about 80km.
TSS is the another step in NASA’s support of the development of a Next Generation Air Transportation System, or NextGen, which is a joint multi-agency and industry initiative to modernise and upgrade air traffic control system.
NASA’s Airspace Systems Programme, which is part of the agency’s Aeronautics Research Mission Directorate, began the research that led to the development of TSS in 2009, with prototype development beginning in 2011.
NASA used these prototypes to test TSS in 16 high-fidelity simulations involving controllers and pilots. | aerospace |
https://elpasoheraldpost.com/utep-selected-to-joined-the-ranks-of-universities-space-research-association/ | 2022-05-17T01:15:49 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662515466.5/warc/CC-MAIN-20220516235937-20220517025937-00759.warc.gz | 0.948925 | 592 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__164754758 | en | Photo courtesy UTEP
The University of Texas at El Paso has joined the ranks of the Universities Space Research Association (USRA), a nonprofit corporation comprised of 114 universities that have demonstrated a commitment to the advancement of space-related science, technology and engineering.
The California Institute of Technology, the Massachusetts Institute of Technology and the University of Chicago are also among the association’s member institutions.
USRA’s current members formally admitted UTEP into the Association on May 17, 2021. Several space- and aerospace-related initiatives buoyed the University’s application for membership in the USRA. Those included the Aerospace Center, also known as cSETR, which conducts research using computational modeling of heat flow, fluid flow and structural analysis to create test hardware and experimental facilities in space propulsion, small satellite design and combustion in the energy sector.
The substantial number of recent UTEP doctoral graduates and current students in space- and aerospace-related fields, as well as the high number of courses available in these areas at UTEP, were also important components of the University’s bid.
“This designation from the USRA is an important recognition of the transformative work that members of the UTEP faculty and staff are doing in the fields of space and aerospace research,” said Roberto Osegueda, Ph.D., UTEP vice president for research.
“From innovations in unmanned aerial vehicles to the creation of new ways to use natural resources in environments such as the moon, these projects aim to revolutionize not only their respective fields, but also the local community through the creation of new industries where our students can apply their talents.”
Jack F. Chessa, Ph.D., chair of the department of mechanical engineering in UTEP’s College of Engineering, has been appointed as the University’s delegate to the USRA.
The eligibility criteria for USRA membership includes demonstrated significant contributions in space or aerospace research fields by faculty, and a substantial commitment to courses of study and dissertation research leading to the doctorate in one or more related fields.
“We are very pleased to welcome UTEP as a member,” said Dr. Jeffrey A. Isaacson, USRA’s President and CEO. “Its expertise broadens our collective strength in space-related science and technology, worldwide. We look forward to UTEP’s active engagement with, and contributions to, our association.”
UTEP’s stature as a national center of expertise in space and aerospace research is poised for continued growth thanks to significant initiatives that are still taking shape.
Those include a new Bachelor of Science in Aerospace and Aeronautical Engineering that was approved by The University of Texas System Board of Regents in early May, and the creation of the Center for Advanced Manufacturing and Aerospace, for which the Regents allocated $70 million in late 2019. | aerospace |
https://host.pcrecruiter.net/pcrbin/jobboard/job/PT6RR250-Engine-Shop-Technician/b/I66XHQ6GAQ2WW4EEL2RWZJGMQBJJXEHOHKDI34A57IIYP2HU4CYLTDZRP2ZXXUT5JF5ZNYXSTX3WLKYNM52SO | 2019-04-22T13:12:10 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578553595.61/warc/CC-MAIN-20190422115451-20190422140507-00003.warc.gz | 0.899315 | 587 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__173858090 | en | This position will relate and converse technically with customers and have qualifications in either PT6 or RR250 engine maintenance repair and overhaul business.
Magellan Aerospace, Mississauga offers excellent career opportunities, competitive salary, health and pension benefits packages. Starting salary will be based on experience and qualifications.
• Prior experience as a turbine engine mechanic, with an emphasis on the overhaul, repair, and troubleshooting of PT6 and/or RR M250 series engines.
• General understating and willingness to learn applicable company processes and procedures pertaining to a Part 145 repair station.
• Demonstrate proper use and knowledge of tools and measuring equipment.
• Knowledge of related aviation engines components.
• Must be able to read, write, speak, understand and communicate in English.
• A and/or P certification preferred.
• Experience as a test cell operator desirable.
• Over 5 years of MRO experience working at a Part 145 repair station
• Experience in Field Service work on related engines or aircraft would be advantageous.
• Minimum five years related experience preferably in Aerospace or related industry.
• Ability to read and interpret documents such as safety rules, operating and maintenance instructions, and procedure manuals.
• Ability to add, subtract, multiply, and divide in all units of measure, using whole numbers, common fractions, and decimals.
• Ability to use height gages, micrometers, calipers etc., to measure, check and correlate information with blueprints, specifications and repair routings to perform welding operations consistent with approved specifications.
Magellan Aerospace is a global, integrated aerospace company that provides complex assemblies and systems solutions to aircraft and engine manufacturers, defence and space agencies worldwide. The organization officially adopted the name “Magellan Aerospace Corporation” in 1996; deriving it from the intrepid explorer Ferdinand Magellan. His global exploits at the turn of the 15th century established a number of firsts, so the company’s vision has been to carry this same legacy into the future of the aerospace industry.
At Magellan we have over 80 years of collective knowledge and experience in the aerospace industry, and believe one truth: People create value. Employees are our greatest resource in working towards a successful future, and together we build professional relationships that thrive. We know that personal development is fundamental to the success of every individual, and every individual is fundamental to the success of our business, so we invest in our employees and provide excellent career progression opportunities. When you are part of Magellan, you are part of the team!
Magellan Aerospace respects the privacy and confidentiality of personal information provided by candidates and shall not disclose to any external parties unless legislated.
Thank you for considering this exciting opportunity. This document is intended to provide the reader with information and is not a contractual document. Some of the material therefore may be subject to change. | aerospace |
https://www.topcybernews.com/how-drones-have-an-effect-on-your-menace-mannequin-2/ | 2020-10-21T13:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107876500.43/warc/CC-MAIN-20201021122208-20201021152208-00202.warc.gz | 0.935637 | 272 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__138530155 | en | Most safety leaders are unlikely to have drones on the record of threats they should defend in opposition to on the cyber or bodily safety entrance. Drones can, nonetheless, introduce new dangers that organizations want to acknowledge and deal with proactively, say safety consultants, even when a company isn’t utilizing them.
A rising variety of organizations have not too long ago been deploying drones—or unmanned aerial automobiles (UAVs) or unmanned plane techniques (UAS)—for quite a lot of purposes. Examples embody crop monitoring, surveying websites and terrain, inspecting utility infrastructure, delivering items, and checking warehouse stock.
Amazon has acquired a variety of consideration for its deliberate Prime Air drone supply service, however others have been quietly forging forward with their very own drone tasks. Power agency Southern Firm, for example, has been utilizing drones for infrastructure inspections, assessing storm harm, and vegetation administration. Allstate Insurance coverage is utilizing drones to evaluate property harm in a number of states. Shell conducts surveillance of its shale property globally with drones, CVS and UPS have teamed as much as provide a quick prescription medication supply service through drones.
Analyst agency Gartner has predicted that the productiveness features that drones allow will drive enterprise demand for the expertise and push the put in base from 324,000 final 12 months to over 9 million worldwide by 2028. | aerospace |
http://encyclopedia2.thefreedictionary.com/continuous-wave+radar | 2018-03-21T05:40:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647576.75/warc/CC-MAIN-20180321043531-20180321063531-00380.warc.gz | 0.737049 | 291 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__253504525 | en | Another highlight is a 79 GHz binary phase-modulated continuous-wave radar
transceiver with TX-to-RX spillover cancellation in 28nm CMOS (developed together with Panasonic), and a flexible thin-film NFC tag powered by a commercial USB reader device at 13.
II-16 Precision Approach Radar II-16 Low Probability of Intercept II-17 HF Radar II-17 Passive Radar II-18 X-Band Radar II-19 Continuous-Wave Radar
II-20 Radar Gun.
Detection and Search Radars II-26 Threat Radars II-26 Battlefield and Reconnaissance Radar II-27 Missile Guidance Systems II-27 Space and Range Instrumentation Radar Systems II-27 PC Radar Technology II-27 Radar Types II-28 3D Radar II-28 Millimeter Cloud Radar II-28 Imaging Radar II-28 Incoherent Scatter II-28 SCR-270 Radar II-28 Multistatic Radar II-28 Planar Array Radar II-29 Precision Approach Radar II-29 Low Probability of Intercept II-29 HF Radar II-30 Passive Radar II-31 X-Band Radar II-32 Continuous-Wave Radar
The system identifies the types of radar threats, measures the threat parameters and then uses the transmitters to jam both pulse and continuous-wave radars
, while control features ensure that home-on-jam weapons are not allowed enough time to acquire the aircraft. | aerospace |
https://www.rafaelsantos.es/web/simulators?start=8 | 2021-03-08T16:07:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178385378.96/warc/CC-MAIN-20210308143535-20210308173535-00331.warc.gz | 0.86946 | 879 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__97742539 | en | - Hits: 956
If you think the default VFR map is too simple, this is your AddOn.
A map to view OpenStreetMap from within the simulator. Ideal and essential to not lose the immersion when flying in RV or to fly on a monitor with everything integrated into the cockpit.
Now with new options:
- OSM and basemap from OpenStreetMap contributors
- Layer of airspaces, with all airports and airfields in the world, all controlled spaces, all VORs and all NDBs. Thanks to openAIP Data (CC-BY-NC-SA)
- Meteorological radar layer, with exact rain indicator at all times. Thanks to RainViewer.com
- Aerial photo basemap. Thanks to Mapbox.com
- You can watch the last hours in motion to see the direction of the clouds.
- Airplane movement and panel data update rate more adjusted for smoother map.
- Internal performance improvements for greater compatibility with Flight Simulator.
- Font size larger to better legibility into VR
With v1.5, the map includes all NDB, VOR and notification points of Spain for a comfortable VFR flight too. The NDB & VOR frequencies and the name of the notification points will be displayed when you mouse over them.
HOW TO INSTALL
You just have to unzip the .zip in the Community folder of Flight Simulator, like all Add-ons.
When you start the flight you will see a new option in the options panel. Click on it and the map will open.
Very occasionally the map is opened with a reduced size or the map looks incomplete, resize the window with the mouse and move the window to the desired position and the map will appear correctly.
With the new v1.6 it's corrected but it's possible in very specific systems.
- Hits: 41
Flight Level Change Mode (FLC)
1) Select the desired altitude by turning the ALT Knob to set the altitude in the Altitude Select box. This altitude must be selected first because Flight Level Change mode will only fly toward a selected altitude.
2) Press the FLC Key. The flight director is activated (if not already active) and 'FLC' is now displayed in green in the Active Mode field and the Airspeed Bug will appear on the Airspeed Indicator. Pitch commands are given to manually maintain airspeed. Press the AP Key to engage the autopilot for maintaining the current airspeed. Altitude Hold mode is automatically armed with 'ALT' displayed white in the Armed Mode field to the right of the 'FLC' annunciation.
3) The Airspeed Bug can be adjusted in 1 knot increments by pressing the NOSE UP/NOSE DN Keys to set the desired airspeed. The airspeed setting will be displayed in the Selected Airspeed box above the Airspeed Indicator and in the Airspeed Reference field in the AFCS Status Bar.
4) Airspeed may also be changed by pressing and holding the CWS button to manually establish the desired airspeed using the control wheel. When the CWS button is released, the currentairspeed will be maintained.
5) The most important: Adjust engine power to allow the autopilot to fly the aircraft at a pitch attitude which corresponds to the selected airspeed and the desired flight profile (descent or climb). You have to change the throttle power by at least a bit to start/activate the climb or the descent. Slower to descent, faster to climb.
6) With Altitude Hold mode armed, as the selected altitude is reached, 'ALT' will flash in green for 10 seconds in the Active Mode field, after which the annunciation stops flashing. This signals the altitude capture is complete and the selected altitude will be maintained at the selected airspeed. If only the flight director is engaged, pitch commands are given to manually maintain the selected altitude.
I recommend you try this procedure with my Baron G58 with G1000 and Avitab Integration.
Page 3 of 9 | aerospace |
https://www.flyingbulls.at/en/pilots/raimund-riedmann | 2024-02-24T05:27:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474523.8/warc/CC-MAIN-20240224044749-20240224074749-00437.warc.gz | 0.960314 | 703 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__89079259 | en | Raimund Riedmann quit his degree in architecture for the sake of his flying career – an important decision: Riedmann has been a pilot at The Flying Bulls since 2000 - virtually since it was formed - he is now the Flight Operations Manager & Chief Pilot of the fixed-wing aircraft. He has approval to fly nearly all aircraft models in The Flying Bulls fleet. Of course he has found a few personal "favorites": the bulky Corsair, the "mascot" of The Flying Bulls, the delicate P-38 and the "Jumbo" in the house of The Flying Bulls – the Douglas DC-6. His greatest flying challenge up to now: there is a "special" challenge for established pilots too – for Raimund Riedmann, this was his first flight with the Corsair – of course he could resort to the vast experience of his predecessor, Sigi Angerer– but at some point you have to just say "here goes!"
1. Do you remember your first flight as a pilot?
RR: Sure, every detail. It was an oldtimer even back then, a 1950s Rhönlerche, the training glider in Innsbruck, back in the summer of 1986.
2. How many flying hours have you completed so far?
RR: 16,500. (February 2023)
3. Airbus 380 or B-25?
RR: B-25! The Mitchell is flying in its purest form, without electronic aides and computers.
4. Which plane would you like to fly if you could have any choice, and why?
RR: A Starfighter. It combines everything a plane should have. Beautiful shape, sex appeal, speed, and it must have had great steering response. Apparently, it was a bit of a challenge and anything but easy to fly.
5. Are there any technical or design details of the aircraft that fascinate you in particular?
RR: What gets me is how advanced those planes were in terms of aerodynamics. Nothing has changed much since, especially passenger planes, irrespective of how modern they are.
6. What are the flight qualities that inspire you the most in an aircraft? And is there anything you’d criticise?
RR: The DC-6 is in a class of her own, she’s very flexible, whether she’s used as cargo or passenger plane, short or long haul. The Corsair gives you a real sense of three dimensions in space. As great as that sounds, you always need to be sensible and respect your limits.
7. Have you ever worried about the age of a plane once you’re on board?
RR: I’ve never been worried, but there may be some tension when boarding a plane you’re not so familiar with. Apart from that I fully trust the technical team who do a great job.
8. What was the most turbulent flight you ever witnessed?
RR: I’ve experienced engine failure. It’s interesting to see how trained behaviour patterns can be applied in an emergency.
9. Is there any other aircraft that ought to be added to The Flying Bulls collection?
RR: A Starfighter – and it would have to be airworthy. But the noise will probably ensure this remains an impossibility, so in the meantime I’ll keep dreaming of flying a Hawker Sea-Fury. | aerospace |
https://twinotterspotter.blogspot.com/2012/03/on-move_27.html | 2021-08-04T15:17:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154878.27/warc/CC-MAIN-20210804142918-20210804172918-00451.warc.gz | 0.836241 | 208 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__41692826 | en | - West Georgia Regional, GA (KCTJ/CTJ) - Orange County, VA (KOMH/OMH)
- Orange County, VA (KOMH/OMH) - Nashua, NH (KASH/ASH)
The aircraft had previously flown down to Georgia in early February.
|MSN 48 - DHC-6-100 N202EH|
Stroudsburg, PA Aug-2007
Bill Shull Photo
99 - DHC-6-100 N990KD Flanagan Enterprises (Nevada) Inc., Carson City NV
- Helena, MT (KHLN/HLN) - Springbank, AB (CYBW/YBW)
MSN 99 N990KD has returned to Springbank, AB - perhaps signalling a lease return from Flanagan Enterprises (Nevada) where it had been flying for the Parachute Center in Lodi, CA.
Photos of the aircraft can be seen on the 25-Mar-2012 blog entry. | aerospace |
http://store.x-plane.org/Epic-E1000-Skyview-v2_p_478.html | 2017-05-24T04:17:52 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607786.59/warc/CC-MAIN-20170524035700-20170524055700-00256.warc.gz | 0.840878 | 452 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__172827706 | en | The Epic E1000 is all composite, carbon fiber aircraft that redefines the standard of excellence in the personal aviation marketplace. With slingshot acceleration, jet-class speed of more than 325 knots, is the fastest and quickest aircraft of its class. This new model comes with the new Dynon Skyview advanced avionics.
This aircraft was designed with the cooperation of SOMMA Aviation, an EPIC 1000 operator. The E1000 is powered by the Pratt & Whitney Canada PT6-67A turboprop engine making a monstrous 1200 SHP.
New Skyview Touch v2
- SkyView Touch - Simulated Skyview with easy to use TouchScreen - new and exclusive
- SID - STAR and Airways. They can be entered with ease with the new Skyview Touch - new and exclusive
- advanced TCAS system - new
- Dynamic Weather map on the Skyview Screen - new
- Packed with as many features as a $60-$70 aircraft!
Aerobask Quality 3D Model
- High quality 3D model throughout
- Flight model defined according to the specifications of public data. Fun to fly.
- Ultra-High Resolution textures. 4K, Ambient Occlusion, Specular, Normal mapping and night lightning.
- Fully functional and animated Virtual 3D cockpit.
- Panoramic windshield with reflections, rain and icing effects.
- Ground Power Unit
Skyview for X-Plane
- 3 EFIS Skyview
- Extensive custom logic to simulate the real Skyview
- Custom MAPs & FMS
- Flight Plans Management
- AutoPilot and radio
- All EFIS can be displayed in Pop-up view
- EIS MVP50, 2 Garmin GNC255, 1 STEC5000 Autopilot, ADL110B weather radar, TCAS and vocal alerts.
- Can also be viewed as Pop-up windows
- Options Menu
- Fuel & weight management
Custom 3D Sounds
- Engine, gear, flaps, door, vocal alert, callout.
- Enhanced 3D sound engine using SASL functions.
Bonus: Free copy of the Lisa Akoya with your purchase! | aerospace |
http://bihairtai.com/adu-01164-how-do-i-autonomously-launch-land-my-drone-on-a-flatbed-truck/ | 2023-12-03T01:49:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00264.warc.gz | 0.922523 | 662 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__20034709 | en | In the present day’s query is about launching/touchdown a drone autonomously from a flatbed truck.
Our caller for right now, Renn is from Australia and has known as in with an attention-grabbing query that has not been requested on Ask Drone U earlier than. Renn’s query is about launching/touchdown a drone autonomously from a flatbed truck.
On right now’s present, we current two options to assist Renn out. First, you’ll study a tethered drone system that may be flown from a shifting car. The subsequent answer is especially progressive as this know-how can be utilized to autonomously fly DJI drones.
We additionally speculate how autonomous flying can be utilized to considerably scale up powerline inspections and drone deliveries amongst different issues. For all this and far, way more, tune in to our newest present now. Thanks for the good query, Renn. Fly Protected!
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- [01:22]In the present day’s present is sponsored by our new flight college, PROPS
- [02:57]In the present day’s query is about touchdown/launching autonomously from a flatbed truck
- [04:43]What are some attainable end-use circumstances for launching autonomously from a flatbed truck?
- [09:10]Paul shares particulars a couple of tethered drone system that may be launched from a flatbed truck
- [09:50]New know-how for autonomously flying DJI drones | aerospace |
http://www.awwwards.com/tomasz-blokowski/votes | 2014-04-17T21:36:35 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1397609532128.44/warc/CC-MAIN-20140416005212-00492-ip-10-147-4-33.ec2.internal.warc.gz | 0.748336 | 193 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__18562931 | en | A new British Airways site to launch their new Airbus A380 and Boeing 787 Dreamliner. Each one is full of innovations designed to improve your wellbeing. The first aircraft launch campaign that features people not planes and talks of feelings instead of features. An approach as innovative as the aircraft themselves.
Foundry is a multi-week festival dedicated to the exploration of the forward-thinking music and experimentation in technology.
ook Cycle, fabriquant de vélos carbone pour le cyclisme sur route, la piste, le triathlon et le VTT. Look a inventé la pédale automatique et est leader sur ce marché grâce à la gamme Kéo.
The concept portfolio of Jovan Rocanov featuring branding, websites, apps and print design.
Responsive Website for Okanagan Hockey
nizuka is the portfolio of Nicolas Zezuka, a french Front-End developer | aerospace |
https://www.telegraphindia.com/1021227/asp/frontpage/story_1519148.asp | 2017-09-22T15:11:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818688997.70/warc/CC-MAIN-20170922145724-20170922165724-00111.warc.gz | 0.978945 | 644 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__240846655 | en | New Delhi, Dec. 26: A MiG-21 Bis aircraft of the Indian Air Force crashed near the Srinagar airport this afternoon.
At least one militant group has claimed responsibility for shooting down the plane. The IAF has, however, ruled out chances that the plane was brought down by firing.
One person was killed on the ground and his son injured. The pilot ejected and was said to be “safe”, apart from a broken hand.
A caller claiming to speak for the Jamiat-ul-Mujahideen, a pro-Pakistan militant outfit, telephoned journalists in Srinagar and said the plane was brought down by the organisation. The IAF spokesman in New Delhi, however, said there was no indication that the plane had been fired at.
It is another matter that IAF’s MiG-21s have been crashing without having to be shot down. Today’s is the 12th crash of a MiG-21 this year, the 18th of an IAF fighter.
The IAF spokesman, Squadron Leader R.K. Dhingra, said the plane was on its landing run, about 4 km from the runway, around 2.30 this afternoon when the pilot, Flying Officer B.K. Singh, detected trouble and ejected. The aircraft hit the top of a three-storey house.
The MiG-21 Bis that crashed today is not one of the several aircraft of its kind being upgraded. It was said to be returning from a training sortie and was on “low endurance”.
The general assumption is that the plane had been flying for about 25 minutes. A MiG-21 Bis usually has a flight endurance of 40 minutes. Operational sorties are frequently restricted to 30 minutes.
Dhingra said the crash could have been the result of “a bird-hit, human error or a technical defect”, running through a gamut of reasons. This is the third time this year that a MiG-21 has come crashing down on an inhabited area.
Chances of a bird-hit were said to be high because the plane was flying at a low altitude. Human error is not ruled out because the pilot — as his rank, Flying Officer, indicates — may not have crossed the “critical” experience threshold of 600 flying hours. Given the MiG-21s’ vintage and outdated technology, a technical defect is a common cause, too, for mishaps.
The IAF spokesman said half the fighter fleet was made up of MiG-21s and about 60 per cent of the operational sorties were done on the aircraft. This year, there were more operational sorties because of the 10-month-long mobilisation of the armed forces under Operation Parakram.
A parliamentary committee has recommended that the entire fleet of MiG 21s — about 20 squadrons — be scrapped. The defence establishment finds the suggestion impractical.
A rough estimate puts the cost of replacing one squadron of the MiG-21s — which are air defence fighters — at Rs 2,000 crore. | aerospace |
https://www.aspentimes.com/news/airline-eyes-direct-flight-from-atlanta/ | 2021-09-28T05:00:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060201.9/warc/CC-MAIN-20210928032425-20210928062425-00384.warc.gz | 0.937834 | 799 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__86285072 | en | Airline eyes direct flight from Atlanta
ASPEN ” Delta Air Lines executives are in early discussions with local aviation officials to bring a direct flight from Atlanta to Aspen.
Local officials recently pitched the direct route to Delta executives in the airline’s hub city, Atlanta. Management on all levels of the airline seemed receptive to the idea that Aspen could make Delta stronger in the national and international markets.
Bill Tomcich, president of Stay Aspen Snowmass and the local liaison to the airline industry, said he and Aspen-Pitkin County Airport Director Jim Elwood met with Delta officials Oct. 17 in Atlanta.
“It was an incredibly productive meeting,” he said.
Even so, the aircraft Delta would use ” the CRJ-700 ” has weight restrictions limiting the number of passengers it could carry on the 1,304-mile trip from Atlanta to Aspen.
United’s daily flight from Chicago to Aspen ” which is 1,013 miles ” pushes the envelope similarly in that it can’t always sell a full plane, which also is a CRJ-700.
But because the flight is so popular, United has decided to increase its daily flights this winter from two to three, with a fourth on Saturdays.
“That flight was profitable enough to increase it this winter,” Tomcich said.
Delta executives are contemplating whether it’s economically feasible to bring daily flights into Aspen from Atlanta, which would expand Delta’s reach into the international market.
Now that Delta will offer direct flights from Paris to Salt Lake City this spring, airline executives want to capitalize on Delta’s Salt Lake-to-Aspen route.
“It’s a logical next step for Delta to make it easier for international travelers to get to Aspen,” Tomcich said.
United, which has partnerships with a host of international airlines, offers flights to 117 destinations in 26 countries, and two U.S. territories. United uses its direct Chicago flight to Aspen for many international travelers.
“The weakness of Delta is its global network,” Tomcich said. “This would open Aspen to international markets. We pitched them on that possibility, and they are looking at the feasibility.”
Tomcich couldn’t say when that decision could come, except to say it would be “soon.”
Delta began the Salt Lake-to-Aspen route in June 2006 with one daily flight. By mid-summer last year, that increased to two daily flights and eventually turned into year-round service, Tomcich said. This winter season, Delta will offer three daily flights, with a fourth flight on Saturdays.
Delta, the nation’s No. 3 airline, filed for bankruptcy in September 2005. Delta emerged from a 19-month reorganization in April.
Carolyn Sackariason’s e-mail address is email@example.com.
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Changes are coming to Aspen’s downtown landscape when it comes to using public right-of-way space for private use. | aerospace |
https://www.hermann-historica.de/en/auctions/lot/id/437848 | 2023-03-27T22:45:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948708.2/warc/CC-MAIN-20230327220742-20230328010742-00170.warc.gz | 0.941285 | 192 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__167768671 | en | A rudder of a Saiman 202, before 1946
Orders & Military Collectibles from 1919 | A90r | Live auction | 80 Lots
DescriptionThe wood covered in a thin layer of fabric and lacquered in the Italian national colours on both sides, the Italian royal coat of arms printed on both sides, riveted light alloy components. Slightly damaged in places, minor repairs, signs of age. Dimensions 130 x 81 cm. The Saiman 202 was a single engine aircraft developed by the Italian company Società Anonima Industrie Meccaniche Aeronautiche Navali (SAIMAN) at the end of the 1930s. Designed for the general aviation market, it was mainly used by Regia Aeronautica for training purposes during World War II.
Extremely rare find as they were only built for a short time (1938 - 1951).
Condition: II Questions about the lot? | aerospace |
http://yusefjournal.blogspot.com/2008/05/arrow.html | 2018-05-22T02:07:39 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864622.33/warc/CC-MAIN-20180522014949-20180522034949-00011.warc.gz | 0.985455 | 563 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__95005909 | en | The Bomarc was the choice of airframe for Northern Defense when the AV Roe Arrow project was cancelled.
The Arrow was the most technologically advanced fighter aircraft in the world....the project started in 1953 and was suddenly terminated six years later. It is hard to imagine such an advanced machine so early...a huge delta wing fighter with two huge axial flow engines in an era which was still rumbling propeller airliners traveling across the ocean!
This was the big Iroqois engine made at the Orneda plant. It was not the first axial jet engine, in fact, it wasn't the first anything, but it broke records for weight vs power which has not been exceeded even today. It never got installed in the Arrow....good thing since events overtook the project. Even with the less powerful test engines, the Arrow broke every record on its test flight. The only thing it could not pass would have been a gas station.
In 1957, the Canadian Conservative government was annoyed enough with the slow pace of development and the cost overruns (400%, steep by even government standards!) that they shut the project down. The leader of the project was so pissed off at the cancellation that he had all six completed airplanes brought out into the apron in front of the hanger and cut up into bits. His team of engineers and aircraft workers went on to Florida, to Cape Canaveral, to put a man on the moon. He actuated his golden parachute, and retired to the Muskokas. The Conservative government under John Diefenbaker was rocked by this scandal, and eventually fell.
Even now, 51 years later, I cannot forgive the people involved for their incredibly bad decisions. The government still paid the whole amount because of early termination penalties, so they saved zero money. The Bomarc missile sat idle for 30 years with US warheads on them guarding the permafrost, so Boeing made their pile. AV Roe restructured and became Avro, which still bids on repair contracts in Toronto, and Boeing took over their hangers to make airliner wings for about 40 years.
You can't prove a negative....maybe the Bomarc missile was the correct choice for the cold war, and its very threat was good enough to prevent the nuclear conflict we all worried about back then, or maybe it was not. Certainly the Arrow was not needed for defense. A few years later, Defense doctrine changed yet again, and we bought a bunch of used fighters from the States, which again, were never needed. But I can't help but wonder that if the AV Roe team of engineers had completed that contract, and gone on to other contracts, what Canada would have accomplished in the field of battlefield aviation.
Somehow fire fighting water bombers don't have the same romance. | aerospace |
https://webbook.nist.gov/cgi/cbook.cgi?Author=Hayes%2C+P.C.%2C+Jr.&Mask=2000 | 2023-04-01T21:55:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950247.65/warc/CC-MAIN-20230401191131-20230401221131-00392.warc.gz | 0.737049 | 218 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__265866720 | en | |Author:||Hayes, P.C., Jr.|
You may also wish to search for items by Hayes, P.C., Hayes, P. and Hayes.
2 matching references were found.
Hayes, P.C., Jr.; Pitzer, E.W., Characterizing petroleum- and shale-derived jet fuel distillates via temperature-programmed Kováts indices, J. Chromatogr., 1982, 253, 179-198, https://doi.org/10.1016/S0021-9673(01)88376-X . [all data]
Hayes, P.C., Jr.; Pitzer, E.W., Kovats indices as a tool in characterizing hydrocarbon fuels in temperature programmed glass capillary gas chromatography. Part 1. Qualitative identification, Inhouse rpt. for Air Force Wright Aeronautical Labs., Air Force Wright Aeronautical Labs., Wright-Patterson AFB, Ohio, 1981, 75. [all data] | aerospace |
https://www.kcbsolutions.com/2022/02/28/kcb-solutions-provides-space-grade-gan-power-amplifier-hybrids-aiding-development-of-future-global-navigation-and-timing-satellites-capability/ | 2023-01-31T19:46:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499890.39/warc/CC-MAIN-20230131190543-20230131220543-00144.warc.gz | 0.884822 | 792 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__204275467 | en | High REL Gallium Nitride amplifiers to be installed in the NTS-3 satellite
Shirley, MA 2/18/22 – KCB Solutions is proud to announce our involvement in supporting a major satellite systems manufacturer’s payload development for the NTS-3 satellite, helping to raise GaN to new heights as a space level space level hybrid on one of three USAF Vanguard missions.
The KCB Solutions team worked with a major satellite contributor, creating custom hermetic packages, space level microelectronic assembly, test, class K equivalent screening and qualification of multiple GaN Power Amplifier hybrid modules. Working closely with our customer KCB Solutions provided a turn-key surface mount hybrid product. KCB Solutions designed and developed all associated assembly, test and burn-in fixturing and required test software.
NTS-3, or Navigation and Timing Satellite 3, is an Air Force Research Laboratory (AFRL) government funded demonstration satellite, expected to launch in 2023, that will push the boundary of today’s position, navigation, and timing (PNT) technology to develop a more flexible, robust, and resilient architecture for satellite navigation technology (Global Positioning Satellite System).
Joel Mozer, chief scientist of the U.S. Space Force, said “NTS-3 will demonstrate technologies such as phased array antennas, flexible signals and reprogrammable payloads that will add ‘cyber hardness.’”
Among the components that will be tested on NTS-3 are an On-Orbit digital waveform generator, advanced antennas systems and highly efficient Gallium Nitride Amplifiers supplied by KCB Solutions
To test these new capabilities in hardware, software and concepts of operations, NTS-3 will operate for at least one year in Geosynchronous Earth Orbit.
Space satellites have significant constraints with respect to size, weight, and Power. Gallium Nitride is a III/V semiconductor that has low sensitivity to ionizing radiation and can be used to produce high power and high efficiency amplifiers at microwave frequencies, these properties make them ideal for Satellite microelectronics applications
KCB Solutions produces packaged Gallium Nitride (GaN HEMT) High Electron Mobility Transistors and Integrated Circuits using Surface‐Mount Technology (SMT) for applications that require high reliability for space, military, or other harsh environments.
These products offer superior properties compared to silicon or gallium arsenide, including more efficient operation, higher breakdown voltage, higher saturated electron drift velocity, power density, wider bandwidths, and higher thermal conductivity.
About KCB Solutions
Founded in 2003, KCB Solutions has grown into a leading manufacturer of RF and Microwave surface mount microcircuits and hybrids, focused on Space, Aerospace, and Defense applications. Based on our commitment to product quality and an exceptionally high level of customer service, we have become a partner and sole source supplier to some of the largest OEMs in the world.
Our modern manufacturing facility reflects our philosophy of cost-efficient vertical integration with state-of-the-art automated assembly and electrical testing. Our investment in technology allows us to control the manufacturing process to achieve our customers’ requirements. Through the implementation of continuous improvement and lean manufacturing practices, AS9100 quality standards have been put in place to specifically address the requirements of our target markets.
KCB has a long history of supplying Space Level product tested using the flows outlined in MIL-PRF-38534 Class H or K (multi-chip hybrids) and MIL-PRF-38535 Class Level B and S (single chip), with an excellent reputation for on-time delivery and reduced overall cost. Coupled with our program and component management resources, we are able to support long-running space programs for the commercial and defense industries and help minimize obsolescence risk throughout the life of any program. | aerospace |
https://news.mit.edu/2009/aeroastros-castonia-named-usaf-cadet-year | 2023-03-22T13:18:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943809.76/warc/CC-MAIN-20230322114226-20230322144226-00734.warc.gz | 0.953277 | 175 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__266467543 | en | The Air Force Chief of Staff, Gen. Norton A. Schwartz, has named Cadet Col. Ryan W. Castonia the 2009 United States Air Force Cadet of the Year. Castonia is a member of the Air Force Reserve Officers' Training Corps Detachment 365 in Cambridge, Mass. Cadet Castonia, who served as the cadet wing commander at the time of nomination, is scheduled to graduate in June 2010 with a bachelor's and master's degree. The award recognizes the most outstanding cadet in one of the three Air Force commissioning programs — Officer Training School, the Air Force Academy and Air Force ROTC.
AeroAstro student Cadet Col. Ryan W. Castonia has been named U.S. Air Force Cadet of the Year by Air Force Chief of Staff Gen. Norton A. Schwartz. | aerospace |
https://russia-insider.com/en/us-strategic-military-transport-aircraft-lands-today-lviv-airport/5564 | 2019-09-21T08:57:30 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514574377.11/warc/CC-MAIN-20190921084226-20190921110226-00438.warc.gz | 0.969834 | 88 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__92442913 | en | We thought it was the evil Russians who were doing all the arming and the transporting and the interfering and the escalating and the...
This information originally appeared at Off Guardian
Today 11th April a US strategic military transport aircraft Lockheed C-5 Galaxy landed in the airport of Lviv, in the west of Ukraine. The pictures were published in the city’s FB page.
Today in Lviv landed an American strategic military transport plane | aerospace |
https://www.whatech.com/market-research/industrial/archive/393014-learn-details-of-the-global-flight-tracking-system-market-report-for-2017 | 2018-10-19T09:49:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512382.62/warc/CC-MAIN-20181019082959-20181019104459-00325.warc.gz | 0.884236 | 832 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__147214085 | en | The need for improving surveillance abilities of airport facilities in the world has triggered the growth in adoption of Automatic Dependent Surveillance-Broadcast (ADS-B) flight tracking systems.
The Flight Tracking System market research report introduce incorporates analysis of definitions, classifications, applications and industry chain structure. Besides this, the Flight Tracking System market report also consists of development trends, competitive landscape analysis, and key regions development status.
Flight Tracking System are the instruments in the cockpit of an aircraft that provide the pilot with information about the flight situation of that aircraft, such as altitude, airspeed and direction.
They improve safety by allowing the pilot to fly the aircraft in level flight, and make turns, without a reference outside the aircraft such as the horizon. Visual flight rules (VFR) require an airspeed indicator, an altimeter, and a compass or other suitable magnetic direction indicator.
The Flight Tracking System market has witnessed significant growth over the past few years owing to rising construction activities in the commercial and residential sectors. An increasing number of commercial buildings such as offices, data centers, and hotels is leading to greater deployment of the global market.
The safety of passengers and crew members is of prime importance for airline companies especially when the aircraft is flying over a region outside the radar coverage or over areas where communication with the pilot or other crew members is impossible.
ADS-B provides better surveillance in fringe areas and considering the rising number of incidents of aircraft missing without leaving any trace for airline companies, the need to track aircraft has become the most important objective. This factor is creating growth in the adoption of ADS-B systems worldwide.
This report studies Flight Tracking System in Global market, especially in North America, Asia-Pacific, Europe, Middle East & Africa (MEA), Southeast Asia and India, focuses on top manufacturers in global market, with capacity, production, price, revenue and market share for each manufacturer, covering
Honeywell International Inc
Rockwell Collins, Inc
Garmin International Inc
FLYHT Aerospace Solutions Ltd
SKY TRAC SYSTEMS LTD
Spider Tracks Limited
BLUE SKY NETWORK
Table of Content:-
1 Flight Tracking System Market Overview
1.1 Product Overview and Scope of Flight Tracking System
1.2 Flight Tracking System Segment by Types
1.2.1 Global Production Market Share of Flight Tracking System by Types in 2016
1.3 Flight Tracking System Segment by Applications
1.3.1 Flight Tracking System Consumption Market Share by Applications in 2016
1.3.2 General Aviation
1.3.3 Civil Aviation
1.3.4 Military Aircraft
1.4 Flight Tracking System Market by Regions
1.4.1 North America Status and Prospect (2012-2022)
1.4.2 Europe Status and Prospect (2012-2022)
1.4.3 Asia-Pacific Status and Prospect (2012-2022)
1.4.4 Middle East & Africa (MEA) Status and Prospect (2012-2022)
1.5 Global Market Size (Value) of Flight Tracking System (2012-2022)
2 Global Flight Tracking System Market Competition by Manufacturers
2.1 Global Flight Tracking System Capacity, Production and Share by Manufacturers (2015 and 2016)
2.2 Global Flight Tracking System Revenue and Share by Manufacturers (2015 and 2016)
2.3 Global Flight Tracking System Average Price by Manufacturers (2015 and 2016)
2.4 Manufacturers Flight Tracking System Manufacturing Base Distribution, Sales Area, Product Types
2.5 Flight Tracking System Market Competitive Situation and Trends
Category: Market Research Publishers and RetailersCompany about: Research N Reports is a new age market research firm where we focus on providing information that can be effectively applied. Today being a consumer driven market, companies require information to deal with the complex and dynamic world of choices. Where relying on a sound board firm for your decisions becomes crucial. Research N Reports specializes in industry analysis, market forecasts and as a result getting quality reports covering all verticals, whether be it gaining perspective on ... | aerospace |
https://aircraftmechanicshirts.com/products/awesome-radial-engine-shirt | 2017-06-28T00:14:58 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128321961.50/warc/CC-MAIN-20170627235941-20170628015941-00297.warc.gz | 0.965265 | 139 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__107344421 | en | It was a gift for my husband who is an A&P and is a Stearman pilot. It was perfect for a birthday gift.
Work for an aviation company that used to have a radial engine spray plane. Loved the sound of that engine. Shirt describes me quite well. Round engine and me are like Radar O'Rielly and helicopters. If you are a fan of round engines you should have one of these.
My dad loves it
I'm very proud of being an aircraft mechanic. The logo on front is worth the cost alone.
Dad LOVED this shirt!
just to let these modern day jet engineers ,that we were real engineers. | aerospace |
https://rdgflight.com/ | 2023-06-05T19:55:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652161.52/warc/CC-MAIN-20230605185809-20230605215809-00391.warc.gz | 0.947843 | 604 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__4601730 | en | WE CAN HELP YOU COMPLETE YOUR MISSION
RDG Flight Services LLC has been established by retired Bell Helicopter Textron Inc. Test Pilot Richard (Rick) Gorton. Rick worked for Bell from 1993 until 2013. He began his career at Bell Helicopter as a Production Test Pilot and at his retirement, he was assigned to the Experimental Flight Test Facility XworX. He also often worked as an Instructor Pilot at the Bell Training Academy. While at Bell, Rick also attended the U.S. National Test Pilot School in Mohave California completing the Rotary Wing Test Pilot short course. Prior to coming to Bell Helicopter, Rick retired from the U.S. Army as a Chief Warrant Officer 4 (CW4) Master Aviator. One of Rick's assignments while at Bell Helicopter was to oversee and coordinate aircraft delivery, relocation and marketing demonstration flights. This included international flight planning, pilot scheduling and cost estimating. He also completed many domestic and international helicopter delivery flights, with special emphasis on to and through all of North, Central, and South America. Aircraft deliveries to other parts of the world would initiate from the arrival air or sea ports then flown to the final customer location.
We can provide your operations with safe, efficient, and experienced aircraft operations at a reasonable price. Our services include:
Post Maintenance Functional Check Flight, Post modification/customization Functional Check Flights, Aircraft delivery and ferry flights within the U.S. and Internationally as well. Aircraft Pre-buy, we will fly with you, your customer or inspector for an evaluation flight. We can also provide a written report on request. We are primarily a helicopter pilot aviation consultant based business however, we are in contact with other like companies in the fixed wing arena.
While RDG FLIGHT SERVICES LLC does not offer an initial student pilot program, we do offer a multitude of pilot training curriculum with the following prerequisites: - FAA or equivalent, Private Rotorcraft - Helicopter - FAA Third Class medical certificate or equivalent - Compliance with U. S. FAA, CBP and TSA regulations Flight Training - Flight Review (Bi Annual Flight Review) - Pilot Proficiency Check - Instrument Flight - Transition training
We can assist by providing interim flight crew to fill-in for illness, vacation, Initial Operation Experience (IOE) to satisfy pilot insurance flight time requirements and more. If you have a need or even a question just let us help you.
RDG Flight Services LLC has access to highly skilled, qualified, and experienced flight crew members. We are an excellent solution to your temporary pilot needs. We are normally able to support your requirements on short notice.
If you have a need or even a question feel free to contact RDG FLIGHT SERVICES LLC. Let us help you complete you mission.
Select SUBMIT PAYMENT button and enter invoiced am mount on payment page.
Thank you. We appreciate your business. | aerospace |
https://goefoundation.org/eagles/warden-henry-e/ | 2023-09-26T06:10:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510149.21/warc/CC-MAIN-20230926043538-20230926073538-00292.warc.gz | 0.968976 | 669 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__5386008 | en | Henry E. “Pete” Warden saved the Boeing B-52 Stratofortress program from termination. Warden was born in 1915 in Texas. His father, an Army general, was then stationed in the Philippines. At age 13, his father was serving on Long Island, New York, where young Warden got his first flight in an airplane, wearing the parachute of then-lieutenant Jimmy Doolittle! After first studying architecture at Texas Agricultural and Mechanical College for 2 years, Warden earned a degree in aeronautical engineering from Catholic University in Washington, D.C. He then spent 3 more years at Massachusetts Institute of Technology. He conducted wind tunnel tests while he worked for 2 years as a teaching assistant. In November 1939, Warden entered the Air Corps as a lieutenant and trained at Love Field, Texas.
Gaining his wings in 1940, Warden was assigned to airfields near San Francisco, where he first flew the Curtiss P-36 Mohawk and then the P-40 Warhawk. His unit, the 20th Pursuit Squadron, was sent to Nichols Field, near Manila in the Philippines, where he worked as a depot inspector. When the Japanese attacked Hawaii and the Philippines, MacArthur ordered American and Philippine forces to positions on the Bataan Peninsula. Warden requested to stay at Nichols to repair and assemble P-40’s. He saved one requiring an engine change for himself and flew to Bataan, narrowly escaping capture by the Japanese. Warden was sent from Bataan to Mindanao to find more airplanes. He found three planes in packing crates and, while testing one that he had assembled, shot down a Japanese transport.
When Bataan fell, Warden flew to Australia on a Consolidated LB-30 Liberator. From 1942 to 1944, he was a key figure in the Army Air Force logistics system in Australia. In June 1944, he was assigned to Wright Field, Ohio, to work on the Convair XB-36 and the Northrop XB-35 programs. Promoted to lieutenant colonel in 1945, he was named Chief of Bombardment Branch, Engineering Division. Warden was responsible for many projects, including the Douglas XB-47, the Martin XB-48 and XB-51, and the Boeing XB-52. In December 1946, he helped set a transcontinental speed record, as the pusher-puller Douglas XB-42 Mixmaster light bomber flew from California to Washington, D.C. in just 5 hours. Warden had a major impact on the two most important bombers ever employed by Strategic Air Command, the B-47 Stratojet and the B-52 Stratofortress.
He put jet engines on these aircraft! Leaving Wright Field, Warden attended Air War College at Maxwell AFB, Alabama, and remained there as an instructor until late 1953. Next, as a staff officer in the Pentagon, he worked long range plans as Chief, Air Warfare Systems Division. From 1957 to 1960, he was Deputy Commander for Tests at the Air Force Missile Test Center, Patrick AFB, Florida. Then, until he retired in 1964, Warden was assigned to Air Force Systems Command at Andrews AFB, Maryland. After his retirement from active duty, Warden was the Corporate Director of Plans for North American Aviation. | aerospace |
https://flymarket.com/listings/1950-fairchild-hiller-fh-1100/ | 2021-10-25T03:58:29 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587623.1/warc/CC-MAIN-20211025030510-20211025060510-00343.warc.gz | 0.835032 | 208 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__86085384 | en | 1950 Fairchild-Hiller FH-1100 For Sale
1950 Fairchild-Hiller FH-1100 - For Sale - $55 000
Available - Serial Number 178
Very nice Hiller UH-12A S/N 178 N8178H for sale! This helicopter is offered as a result of the closing of its former owner’s estate. It’s got very low total time (2794.1 Hours Total Time). A very fresh engine with only (52.2 hours since major overhaul) by Ft. Wolters Helicopter, the world’s renowned Hiller renovation service. It’s got recent overhauled main rotor blades (100 hrs. since major overhaul) by Tulsa Rotor Blades, the premium Hiller blade repair shop, overhauled tail rotor blades ( 30 hrs. since major overhaul) recent tail rotor gearbox overhaul by Ft. Wolters, recent main transmission overhaul, recent mercury clutch, plus much, much more! Airframe very straight and clean. | aerospace |
http://sailing.co.za/twin-spacecraft-launch-to-track-earths-water-movement/ | 2023-11-29T02:15:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100047.66/warc/CC-MAIN-20231129010302-20231129040302-00886.warc.gz | 0.905537 | 623 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__37951505 | en | A joint U.S./German space mission to track the continuous movement of water and other changes in Earth’s mass on and beneath the planet’s surface successfully launched on Tuesday from the California coast.
The twin spacecraft of the Gravity Recovery and Climate Experiment Follow-On (GRACE-FO), a joint NASA/German Research Centre for Geosciences (GFZ) mission, lifted off on a SpaceX Falcon 9 rocket from Space Launch Complex 4E at Vandenberg Air Force Base in California, sharing their ride into space with five Iridium NEXT communications satellites.
Ground stations have acquired signals from both GRACE-FO spacecraft. Initial telemetry shows the satellites are performing as expected. The GRACE-FO satellites are at an altitude of about 305 miles (490 kilometres), travelling about 16,800 mph (7.5 kilometres per second). They are in a near-polar orbit, circling Earth once every 90 minutes.
“GRACE-FO will provide unique insights into how our complex planet operates,” said Thomas Zurbuchen, associate administrator of NASA’s Science Mission Directorate at NASA Headquarters. “Just as important, because the mission monitors many key aspects of the Earth’s water cycle, GRACE-FO data will be used throughout the world to improve people’s lives – from better predictions of drought impacts to higher quality information on use and management of water from underground aquifers.”
Over its five-year mission, GRACE-FO will monitor the movement of mass around our planet by measuring where and how the moving mass changes Earth’s gravitational pull. The gravity changes cause the distance between the two satellites to vary slightly. Although the two satellites orbit 137 miles (220 kilometres) apart, advanced instruments continuously measure their separation to within the width of a human red blood cell.
GRACE-FO continues the U.S./German partnership of the original GRACE mission, which operated from 2002 through 2017. “This mission continues and advances an amazing achievement of science and technology pioneered by the United States and Germany,” said Zurbuchen.
For 15 years, GRACE’s monthly maps of regional gravity variations provided new insights into how the Earth system functions and responds to change.
Among its innovations, GRACE was the first mission to measure the amount of ice being lost from the Greenland and Antarctic ice sheets. The mission improved our understanding of the processes responsible for sea level rise and ocean circulation, provided insights into where global groundwater resources are shrinking or growing, showed where dry soils are contributing to drought, and monitored changes in the solid Earth, such as from earthquakes.
Frank Webb, GRACE-FO project scientist at NASA’s Jet Propulsion Laboratory (JPL) in Pasadena, California, notes that to understand changes taking place in the climate system, scientists need data records several decades long.
“Extending the data record from GRACE will allow us to better distinguish short-term variability from longer-term trends,” he said. | aerospace |
https://theconversation.com/us/topics/mars-mission-2020-67034 | 2022-01-19T12:15:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301309.22/warc/CC-MAIN-20220119094810-20220119124810-00198.warc.gz | 0.924971 | 166 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__99016359 | en | Perseverance follows in the tracks of Curiosity. The latter’s touchdown on Martian soil in 2012 marked the first successful use of several pioneering space technologies.
This summer, NASA’s Mars Perseverance rover is taking the next giant leap in our search for signs of life beyond Earth.
Even on ‘Mars’, humans waste food. And some types of food are more likely to end up in the bin than others.
It’s established Mars was once a planet with surface-level water. So with multiple MARS missions starting next year, the key to seeking out martian life may instead lie in the contents of its ‘dust’.
An academic describes the career high of working on the most successful mission to Mars, and the little rover that made it possible. | aerospace |
https://www.patriotsplanet.net/BB/threads/southcarolinas-insomniac-theater.24126/page-370 | 2020-10-29T10:03:15 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107904039.84/warc/CC-MAIN-20201029095029-20201029125029-00389.warc.gz | 0.979003 | 109 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__113349376 | en | Well, I'm going to do something rare for me and stay on-topic. I've been awake since 0445 for the 3rd day in a row. I *think* it's the first flights coming into land at Heathrow. We're south-east of them and I think flights loop around London from the South or South West, and then head West over central London to land at Heathrow (which is on the Western edge of London).
Of course, once I'm awake at that time, I start to brood. | aerospace |
http://kalsarikannit.wtf/Nasa%20Live%20Feed%20Oggi | 2021-04-17T13:50:12 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038460648.48/warc/CC-MAIN-20210417132441-20210417162441-00289.warc.gz | 0.666159 | 2,009 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__229371850 | en | NASA è un tema caldo del 17 Dicembre 2019, leggi le ultimissime news a proposito. NASA è un tema caldo del 17 Dicembre 2019, leggi le ultimissime news a proposito. NASA è un tema caldo del 17 Dicembre 2019, leggi le ultimissime news a proposito. NOTIZIE IN Oggi martedì 17 Dicembre 2019. brings you the latest images, videos and news from America's space agency. Get the latest updates on NASA missions, watch NASA TV live, and learn about our quest to reveal the unknown and benefit all humankind. 28/12/2018 · Direct from America's space program to YouTube, watch NASA TV live streaming here to get the latest from our exploration of the universe and learn how we discover our home planet. NASA TV airs a variety of regularly scheduled, pre-recorded educational and public relations programming 24 hours a day on its various channels. Live video from the International Space Station includes internal views when the crew is on-duty and Earth views at other times. The video is accompanied by audio of conversations between the crew and Mission Control. This video is only available when the space station is in contact with the ground. During "loss of signal" periods. brings you the latest news, images and videos from America's space agency, pioneering the future in space exploration, scientific discovery and aeronautics research.
04/04/2017 · Live 2018 NASA Earth from Space - "International Astronomy Day", ISS HD Video is presented. NASA Live stream of Earth seen from space powered by NASA HDEV cameras aboard the International Space Station. Watch the Earth roll Captured by HDEV cameras on board the International Space Station. Get Live. Il notiziario viene creato dal nostro algoritmo di classificazione automatica di testi con le ultimissime novità dai quotidiani e le agenzie di stampa online italiane. 7 aggiornamenti sono stati effettuati durante l'ultimo minuto. Questo è il bollettino di oggi 17 dicembre 2019 per Nasa. 19/04/2018 · UFO filmed ‘MONITORING International Space Station’ in Nasa live feed! Subscribe US: https:. ABC News 1,106,817 views. 8:02. See What Happens When A Plane Violates Presidential Airspace TODAY - Duration: 4:57. TODAY Recommended for you. 4:57.
NASA's mission is to pioneer the future in space exploration, scientific discovery and aeronautics research. To do that, we have worked around the world -- a. 24/11/2016 · This feature is not available right now. Please try again later.
NASA has once again cut the live feed to the International Space Station ISS as a blue UFO approached its orbit. The space agency is planning to shutdown ISS’ live broadcast and has been accused by UFO hunters of covering up evidence of flying saucers and aliens. NASA Live è il canale di AsiTV collegato 24 ore su 24 con la TV dell’Agenzia spaziale statunitense. 30/09/2016 · Unsubscribe from SPACE & UNIVERSE Official? This feature is not available right now. Please try again later.
Direct from America's space program, watch NASA TV live streaming and international space station live feeds here to get the latest from our exploration of the universe and. Huge UFO Visits The Space Station On NASA Live Feed, Video, March 21, 2019, UFO Sighting News. Date of sighing: March 21, 2019. Location of sighting: Earths orbit at space station. I was looking at the live Internet NASA cams when I caught an object near the space station. 22/11/2016 · Live NASA Earth from Space - live stream from the International Space Station. ISS HD Video. NASA ISS Live Stream - Earth From Space ISS LIVE FEED: ISS TrackerLive Chat Space Videos 350 watching. Live now; Seeing Beyond - The James Webb Space Telescope - Duration: 14:03. 13/12/2019 · Find Nasa Live Feed Latest News, Videos, Pictures on Nasa Live Feed and see latest updates, news, information. Explore more on Nasa Live Feed.
NASA TV is the television service of the United States government agency NASA. NASA TV - ISS provides featuring continuous live footage from inside and outside the ISS, Live. Buongiorno a tutti voi laggiù! Oggi una fantastica vista del Pianeta Terra dallo spazio. Diretta video dalla Stazione Spaziale Internazionale ISS grazie al servizio offerto dalla NASA, sempre operativo su.
The High Definition Earth Viewing HDEV experiment mounted on the ISS External Payload Facility of the European Space Agency’s Columbus module was activated April 30, 2014 and after 5 years and 79 days was viewed by more than 318 million viewers across the globe on USTREAM alone. To learn more about the HDEV experiment, visit here. NASA TV and Space Stations Cameras Live. Log in or register to post comments; Like 129 votes Comments. I live 10 mins North of the FL border. Hey whers the feed to the other cameras i know they work i want to see the horizon. Please fix it.
07/04/2016 · NASA is known for monitoring their live broadcasts to keep UFOs off their cameras, but occasionally one makes it through their nets. This huge UFO was broadcast from the International Space Station for over 60 seconds before disappearing into space. This is an amazing piece of evidence, and clearly one of the best sightings of 2016. The station is crewed by NASA astronauts as well as Russian Cosmonauts and a mixture of Japanese, Canadian and European astronauts as well. This live ISS stream of planet earth from space is courtesy of Nasa HDEV High Definition Earth Viewing Cameras aboard the international space station. Looking Home: OCO-3 and Science from the ISS Live Public Talk From its perch on the International Space Station, the Orbiting Carbon Observatory 3 OCO-3, along with a suite of Earth-observing instruments, will improve our understanding of the interaction between carbon and climate. By mapping carbon dioxide over land and sea, OCO-3 gives.
- Canale eventuale - videocamere live della NASA, dall’ Agenzia Spaziale Europea e dall’ Agenzia Spaziale Russa Puoi guardare questi feed live sul tuo televisore utilizzando Google Cast Riceverai una notifica quando ci sarà il tramonto o l'alba, permettendoti di poterli guardare direttamente dalla Stazione Spaziale Internazionale. RSS Really Simple Syndication, or Rich Site Summary is a popular technology you can use to obtain fast updates from news sources such as JPL or NASA. It provides a convenient way for users to keep up with the latest headlines from their favorite sites without. 27/05/2018 · Apologies for the poor quality of some of the video. The main HDTV is off line and this secondary view is SD quality. Hopefully the HD view will be restored soon!. Earth from space seen from the International Space Station This live ISS HD HDEV stream of planet earth from space is courtesy of Nasa.
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Occhio All'interno Della Palpebra Inferiore
Matita Eyeliner Per Minerali Nudi
Ctd Chop Saw
Il Modo Migliore Per Impostare La Cintura Di Sicurezza
Calzini Con Stampa Gucci
La Più Grande Collezione Di Ruote Calde | aerospace |
https://www.exxonmobil.com/english-US/Aviation/pds/GLXXHyJet-V | 2017-02-27T22:37:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501173866.98/warc/CC-MAIN-20170219104613-00464-ip-10-171-10-108.ec2.internal.warc.gz | 0.884987 | 410 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__39804160 | en | Exxonmobil Aviation, United States
Fire-Resistant Phosphate Ester Aviation Hydraulic Fluid
Exxon HyJet V is a Type V fire-resistant phosphate ester hydraulic fluid, which is superior in thermal and hydrolytic stability to commercially available Type IV hydraulic fluids. Better stability means the extent of fluid degradation in aircraft systems will be less than Type IV fluids, in-service fluid life will be longer, and consequently aircraft operator maintenance costs may be lower.
HyJet V provides excellent high and low temperature flow properties (kinematic viscosities) and rust protection. HyJet V has also demonstrated an improvement over the erosion protection performance afforded by Type IV fluids.
Exxon HyJet V offers the following key features and benefits:
Exxon HyJet V is designed for use in commercial aircraft phosphate ester hydraulic systems. It meets the SAE AS1241 requirements and is included in commercial and business airframe manufacturer Qualified Products Lists, as shown below. It is compatible in all proportions with commercial Type IV and Type V phosphate ester aviation hydraulic fluids.
Based on available toxicological information, this product is not expected to produce adverse effects on health when used and handled properly. Information on use and handling, as well as health and safety information, can be found in the Material Safety Data Sheet (MSDS) which can be obtained from your local distributor or via the Internet on http://www.exxonmobil.com/lubes.
The ExxonMobil logotype, Exxon and HyJet are trademarks of Exxon Mobil Corporation, or one of its subsidiaries. PDS AV-18
Exxon Mobil Corporation
22777 Springwoods Village Parkway
Spring TX 77389
For additional technical information or to identify the nearest U.S. ExxonMobil supply source, call 1800 662-4525.http://www.exxonmobil.com
Due to continual product research and development, the information contained herein is subject to change without notification. Typical Properties may vary slightly. | aerospace |
https://flyplatinumhelicopters.com/about-us/our-staff/ | 2021-02-27T08:55:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178358798.23/warc/CC-MAIN-20210227084805-20210227114805-00274.warc.gz | 0.99212 | 795 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__55205850 | en | Evan Van Gilson as a young boy has always been fascinated by fast and loud vehicles. His first experience with helicopters was around the age of six years old when the New Jersey State Police landed in the parking lot of his mothers work for a community event. He remembers saying “This thing is awesome!” In high school he began searching eBay for experimental helicopters joking about how one day he was going to buy one, with the money he didn’t have, and learn how to fly it. As many young adults, when Evan graduated High School he went straight into the work force which instead of flying, he went into the law enforcement industry. About 6 years later, Evan got his second experience with the N.J. State Police helicopter, but this time he actually got to fly in it. Evan stared out of the window and pointed out all of the areas he recognized! He felt like he was in a different world and he LOVED IT! Evan told everyone about it and finally started taking lessons in helicopters. It was a tough career move to make, but in his mind he kept saying “It’s now or never.” He decided to follow his dream and fulfill his love for flying which has since lead Evan to great places, people and experiences. And now it has lead Evan to you, the person reading this! Evan has worked for 8 different helicopter companies in which 3 he is still working for. Evan currently flies aircrafts that have just 2 seats to some that seat 10 in both Helicopters and Airplanes. Evan has held positions for 135 Charter Captain and Company Check Airman, as well as Captain Positions for Privately owned aircrafts that he is part of managing.
Jimmy Whittaker had his first experience with helicopters began when he was watching his brother’s football game as a kid. There was a bad car accident on the highway close to the field. The game was stopped and the field was cleared so a medevac helicopter could land and transport the injured person to the hospital. Ever since that day, Jimmy has always enjoyed aviation, but it wasn’t until years later that he went for an introductory flight to see what it was all about. After the flight, he knew that this was what he wanted to do. Jimmy went to a few flight schools in the area and worked hard to receive his private license at Nassau Helicopters. However, it was not until Jimmy started his instrument rating with Platinum Helicopters that he really felt at home. He continued his training with Platinum and received his commercial and CFI with them. Jimmy is “happy to be a part of the Platinum team and hope to bring the same great experiences I’ve had to everyone I fly with.”
Yogev Sery has always been fascinated by the wonder of helicopters flying over the people on the ground. “My first interaction with helicopters was when I received a little remote controlled helicopter as a gift from my dad. I remember myself sitting for hours waiting for its batteries to charge, eager to fly it. Even though I was flying it every single day, it was exciting every single time.” Since a very young age, he spent most of his free time flying multiple RC helicopters and getting to know the aviation world. After graduating high school, he joined the Israeli Air Force where he first experienced flying an aircraft. “From the first moment the aircraft took off the ground I knew – this is it.” After the army service, he was certain helicopter pilot career is the way to go. Following his passion, he moved to the USA with only one dream; to become a professional helicopter pilot. After completing his Private, Commercial, Instrument and CFI at Hillsboro Aero Academy, he joined Platinum Helicopters team. “Flying helicopters is an epic experience. For me, dreams do come true!” | aerospace |
https://fullforms.com/COMAC | 2023-10-03T14:05:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511106.1/warc/CC-MAIN-20231003124522-20231003154522-00719.warc.gz | 0.660435 | 149 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__169378678 | en | |Definition||:||Commercial Aircraft Corporation of China|
|Category||:||Business » Companies & Corporations|
What does COMAC mean?
Commercial Aircraft Corporation of China (COMAC) is a Chinese state-owned aerospace manufacturer headquartered in Shanghai, China.
|Sort By:||Popularity||Alphabetically||Filter by:||Country/Region:||Category:|
||COMAC||Coordinate Modal Assurance Criterion|
Frequently Asked Questions (FAQ)
What is the full form of COMAC?
The full form of COMAC is Commercial Aircraft Corporation of China | aerospace |
https://mix108.com/lake-superior-college-teams-and-delta-airlines-announce-partnership/ | 2024-04-12T13:54:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00280.warc.gz | 0.970969 | 286 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__143120369 | en | Lake Superior College and Delta Airlines Announce Partnership
Lake Superior College has announced a partnership with Delta Airlines for training future aviation maintenance technicians.
After a year-long evaluation of several schools around the country, Lake Superior College and 48 other schools were announced as training program partners with Delta.
“Lake Superior College is fortunate to have strong partnerships with many local aviation leaders including AAR and Cirrus, who are also looking to hire LSC graduates,” said LSC President Pat Johns. “We look forward to working with Delta Air Lines now as well, and continuing to have Lake Superior College and Duluth be seen as a top destination for aviation-related training and employment.”
Lake Superior College’s Aviation Maintenance Technology program is endorsed by the FAA and teaches students to "repair and maintain commercial and general technically advanced aircraft found in today’s market."
“We are excited to partner with Delta Air Lines,” said Dan Traska, director of LSC’s Center for Advanced Aviation. “The fact LSC was selected from many aviation maintenance programs throughout the country speaks volumes about the quality of our program, our instructors, and our community partners. This national partnership with Delta will help open up even more career opportunities for our students, as well as continue to help promote both LSC’s aviation program and our community as a thriving aviation hub.” | aerospace |
https://airport.lk/aasl/news/full_news?news_id=200&news_title=Airport%20and%20Aviation%20Services%20Sri%20Lanka%20(AASL)%20has%20fulfilled%20the%20requirements%20of%20the%20aviation%20security%20systems%20at%20Sri%20Lanka%20Airports%20to%20meet%20the%20standards%20of%20the%20Universal%20Security%20Audit%20Programme-Continuous%20Monitoring%20Approach%20(USAP%20-%20CMA). | 2024-04-23T11:35:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818474.95/warc/CC-MAIN-20240423095619-20240423125619-00176.warc.gz | 0.940114 | 502 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__124297835 | en | Airport and Aviation Services Sri Lanka (AASL) has fulfilled the requirements of the aviation security systems at Sri Lanka Airports to meet the standards of the Universal Security Audit Programme-Continuous Monitoring Approach (USAP - CMA).
May 22, 2023
Airport and Aviation Services (Sri Lanka) (Private) Limited (AASL), as the civil airport operator and the aviation services provider, has been able to meet the International Civil Aviation Organization’s (ICAO) requirements for the aviation security systems at Bandaranaike International Airport and other airports, reassuring that Sri Lanka’s airports and skies are safe.
During the period of May 8th to May 18th, 2023, a special expert team comprising the international audit team of ICAO conducted the audit on Sri Lanka’s aviation security systems under the Universal Security Audit Programme Continuous Monitoring Approach (USAP-CMA). Under the audit, eight critical areas, such as the regulatory framework of the national aviation security system, training of aviation security personnel, quality control functions, airport operations, passenger and baggage security, etc., and several others, were audited impartially by a four-member expert audit team. During the audit process carried out at BIA over a period of 11 days, scrutiny of the aviation security systems revealed that Sri Lanka is flying high in its performance.
It is important to highlight that at the concluding event, the post-audit debriefing by the ICAO audit team leader – Mr. Aurelien Lavayssiere, presented the interim report and declared that Sri Lanka has achieved 92% of the score. In the previous audit carried out in 2012, the score achieved was 85.6%. Therefore, as the operator of civil airports in Sri Lanka, AASL recognizes this as a great achievement to score 92% this time because of the hard work and commitment of aviation security, airport management, other related institutions, and all other agencies.
Major Gen. (Rtd.) G. A. Chandrasiri, Chairman-AASL, stated "This certification at a time when the passenger movements at its main gateway, Bandaranaike International Airport (BIA), recorded a growth of 20% in the first quarter of 2023 compared with 2022 and facilitate over 18,000 passenger movements and 120 aircraft movements daily, will boost the confidence among the international airlines and Sri Lanka’s aviation industry for the better prospects". | aerospace |
http://www.si.edu/Accessibility/as_201301 | 2015-02-02T00:17:06 | s3://commoncrawl/crawl-data/CC-MAIN-2015-06/segments/1422122122092.80/warc/CC-MAIN-20150124175522-00176-ip-10-180-212-252.ec2.internal.warc.gz | 0.843213 | 247 | CC-MAIN-2015-06 | webtext-fineweb__CC-MAIN-2015-06__0__66757174 | en | Cover, Contents & Departments
Viewport, Letters, What’s Up, Soundings, In the Museum, Above & Beyond, Flights
Sightings, Reviews & Previews, Credits, Forecast, Moments & Milestones
The Last Shuttle Flight
How four astronauts closed out a 30-year space program.
By Tony Reichhardt
Drone for Hire
Soon, you may get the feeling you're being watched.
By James R. Chiles
How Things Work: Trim Tabs
Pilots' little helpers that have sometimes gone awry.
By Roger A. Mola
The Beech Boys
If everyone had an airplane across the USA, these pilots would make it a Beech
By David Freed
After working for years to build an airplane, DIY'ers hope the inspector will
show up with a pink slip.
By Sarah Brown
The Ordeal of VF-653
Corsairs and courage in Korea.
By David Sears
Save Earth! Private satellite, global goal.
By Bruce Lieberman
Inches to Go
A human-powered helicopter built by students could win a cool--very
By Paul Glenshaw | aerospace |
https://definitions.uslegal.com/a/aircraft-gross-weight%20-aviation-law/ | 2021-09-17T03:10:40 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780054023.35/warc/CC-MAIN-20210917024943-20210917054943-00148.warc.gz | 0.962063 | 92 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__73117858 | en | Aircraft Gross Weight [Aviation Law] Law and Legal Definition
The Federal Aviation Administration defines that the aircraft gross weight is the total aircraft weight at any moment during the flight or ground operation. The aircraft gross weight decreases during flight due to fuel and oil consumption. The aircraft gross weight may also vary during flight due to payload dropping or in-flight refuelling. At the moment of brake release, the Gross Weight is equal to the Takeoff Weight. | aerospace |
https://www.surdex.com/blog/2021/03/tracking-smoke-to-reroute-aircraft/ | 2024-03-01T16:19:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475422.71/warc/CC-MAIN-20240301161412-20240301191412-00839.warc.gz | 0.933368 | 138 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__96340407 | en | In 2020, the Southwest experienced extensive forest fires that adversely affected aerial collection. For smaller man-made fires, such as house fires or agricultural burns, the affected area is ordinarily small and dissipates quickly, and flight crews can shift collection briefly. For forest fires, where the areas are much larger, can burn for weeks, and the smoke can affect visibility for hundreds of miles.
To help crews manage such instances, Surdex’s Research and Development team developed new tools within our Flight Tracker program to monitor major smoke events. Improvements like this in our weather monitoring tools ensure that Surdex is at the leading edge of planning around all types of weather conditions, including smoke. | aerospace |
https://www.wingsoverwayneairshow.com/ | 2024-04-18T00:01:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817184.35/warc/CC-MAIN-20240417235906-20240418025906-00242.warc.gz | 0.939567 | 266 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__191078410 | en | Wings Over Wayne Air Show 2025
STAY TUNED FOR MORE INFO!
Wings Over Wayne Air Show is a biennial event taking place every other year in odd-numbered years. It has grown to be the largest FREE air show in North Carolina attracting nearly 200,000 people to the flight line of Seymour Johnson AFB for the two-day event. WOW was awarded “2017 Event of The Year” by the N.C. Association of Festivals & Events, by demonstrating growth, the betterment of a community and region, and being a poignant reminder of how incredible our servicemen and women are who sacrifice so much to protect us. We welcome you and your family to this amazing event!
Seymour Johnson Air Force Base is located in Goldsboro, N.C. The base is home to the 4th Fighter Wing of the Air Combat Command, one of the most storied in U.S. history, celebrating 78 years of service. Two Air Force Reserve units also reside here: the 916th Air Refueling Wing and the 414th Fighter Group. Seymour Johnson AFB's mission is to deliver dominant Strike Eagle Airpower...Anytime, Anyplace. Come to witness Team Seymour fill the air with the powerful sound of freedom during #WOW25! | aerospace |
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