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 |
|---|---|---|---|---|---|---|---|---|---|
https://www.flyflapper.com/en/safety/ | 2021-02-25T13:13:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178351134.11/warc/CC-MAIN-20210225124124-20210225154124-00119.warc.gz | 0.93003 | 798 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__12479295 | en | Commercial aircraft only
Flapper works exclusively with certified air carriers, limited to holders of Part 135- and Part 121-AOCs. Both certifications encompass sets of rules that impose more stringent standards for charter and commuter commercial operations.
Proprietary safety audits
During our on-site visits we thoroughly review the documentation of air carriers, including airworthiness certificates, insurance policies and maintenance manuals. We partner with financially sound companies, which boast impeccable safety records and operate aircraft equipped with last-generation avionics.
Safety Management System
Flapper follows strict safety standards, in accordance with rules put forward in The International Civil Aviation Organization (ICAO) Standards and Recommended Practices (SARPS). Although the company does not directly operate flights, it participates in numerous processes aiming at reducing risks and hazards associated with our commercial operations. The prerequisite for accurate safety evaluation is the data, which consists of five pillars: (1) Emergency situations, (2) Operational safety audits, (3) Changes to fleet and infrastructure, (4) Third-party reports, and (5) Other sources.
Passenger screening technology
The customer identification screening system built by Flapper serves as an additional layer of safety and helps reduce the operational- and financial risk before and during the flight. All Flapper passengers must hold valid personal identification documents and display no signs of being under the influence.
Flapper safety certificates
Promotion of safe and professional conduct of air taxi services in Brazil and other core territories of our business makes our ethos and defines who we are as a company.
Flapper is proud to support the aviation industry's leading associations and the most exclusive business organizations in Latin America and beyond.
Safety certificates of our key partners
Our network of safety-vetted air carriers is core to the success of Flapper. Key partners of ours possess additional certifications which validate their safety performance and help raise maintain their safety records above those established by the local civil aviation authorities, including ANAC, DGAC, EASA and FAA.
The International Standard for Business Aircraft Operations certification is divided into three stages and is based on the recommended code of best practices designed to help flight departments worldwide achieve high levels of safety and professionalism.
Divided into three levels (Gold, Gold Plus and Platinum), Argus is leading standard of excellence. The organization continuously monitors its partners and audits their safety records, pilots performance and emergency responses.
Wyvern registered operators are obliged to maintain regulatory compliance information related to the operator, aircraft, and pilots in ACES that is accessible to WYVERN members to consider when selecting air charter services.
The Basic Aviation Risk Standards is a global framework for aviation safety assessment. It was originally developed to meet the needs of the mining and resources sector, it is also used by other organizations that use aviation to support their activities.
Focused on occupational health and safety, the ISO 45001 certification aims at reducing the occupational injuries and diseases and promoting and protecting physical and mental health.
Part 135 vs Part 91
Is it safer to fly in an air taxi-certified airplane? With the price of business aviation services approaching those of domestic first-class flights, it’s worth reviewing just how airplane certification impacts the safety procedures of domestic operators.
What is the chance of contamination by Covid-19 in business aviation? Of all means of transport, air is the one with the least chance of contamination regarding the new corona-virus. This is due to numerous factors, ranging from the booklet with safety protocols adopted by Anac (National Civil Aviation Agency) to the filters that renew the air inside the cabin during the flight.
In an emergency, seconds count. It’s of utmost importance that the right help gets to you without delay. Flapper Medevac is the region’s first integrated network of medical travel-certified aircraft, providing you with the most transparent and quickest rescue flights | aerospace |
https://player.fm/series/podcasting-on-a-plane-2318692/from-grocer-to-vice-president-george-mcjimsey | 2019-05-26T01:36:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232258620.81/warc/CC-MAIN-20190526004917-20190526030917-00379.warc.gz | 0.950274 | 97 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__47009909 | en | Manage episode 206765266 series 2318692
Starting as a night grocer for Safeway stores, George McJimsey has served as Chief Training Pilot for a regional airline, Vice President of a commercial construction/development firm, Aircraft Lessor, Cessna Conquest Instructor, and finally, flight school owner. In this episode, George takes us through his lifetime of aviation and business experience.
61 episodes available. A new episode about every 15 days averaging 40 mins duration . | aerospace |
https://weaponews.com/opinions/30609-k-e-zab-vae-kl-n-u-adnos-ny-maskvy-m-nska.html | 2019-03-22T07:05:40 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202635.43/warc/CC-MAIN-20190322054710-20190322080710-00338.warc.gz | 0.975118 | 2,294 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__217778871 | en | Among all hostile aircraft of the great patriotic war "Messerschmitt" is one of the most famous. Historians call it one of the most advanced fighters of the luftwaffe, and the survivors of the war, even many decades later recalled "Messerschmitt" a bad word. Meanwhile aircraft company messerschmitt ag, which produced the famous fighters existed not only in the third reich, but in post-war Germany. As soon as Germany was allowed to have their own armed forces, the company instantly revived.
Practically the whole of its history is connected with the name of one person, who on 26 june, would have turned 120 years. Wilhelm emil messerschmitt, or just willy messerschmitt was born 26 june 1898, in the small town of bamberg in upper franconia, which is part of bavaria. His father, ferdinand messerschmitt, was a wealthy and well-known vintner, containing large shop with a wine bar. When ferdinand messerschmitt died, his widow and mother willie anna maria schaller was married a second time – for a famous artist, professor carl von marr. Teenage and adolescent years, willy messerschmitt during the first fifteen years of the twentieth century.
It was a time of growing interest in aviation. People only began to conquer the sky, so pilot profession was considered akin to magic, and few of the guys didn't dream about flying. Willy messerschmitt was no exception. The first model airplane he's already gathered 10 years of age. In 13 years, willie met with the legendary frederick hart, one of the founders of gliding.
Hart later became a senior companion and teacher willie. In 16 years, messerschmitt tested his first flying machine. School willie ended up in the midst of the first world war. In 1917 he was called up for military service, but the war soon ended and willy returned to civilian life.
He enrolled at the technical university of munich, not forgetting along with learning to do what you love – aeromodelling. In 1921, the 23-year-old willie built a glider s8, the record for flight duration. By the way, was raised on the glider himself frederick hart. After willy messerschmitt in 1923 he completed his studies at the munich university and got the qualification of engineer, he returned to bamberg, where he established his own aircraft firm messerschmitt flugzeugbau. In the same year went the way of the messerschmitt with a friend and mentor to hart, then willy worked in the field of aviation alone.
In 1925, he decided to take to the air, but the experience proved to be a talented engineer failed – willie was in the hospital after an emergency landing. Because not in all cases, a good company can become an excellent pilot. In the second half of the 1920s messerschmitt continued development. So, he designed a light transport aircraft m18, designed for a pilot and three passengers. March 25, 1926, was founded messerschmitt flugzeugbau gmbh, which soon received financial subsidy from the government of bavaria.
After this case, messerschmitt went to the mountain. For july 30, 1926, the government of bavaria, with the support of the banking house merck, finck and founded the bayerische flugzeugwerke (bfw), which later will become the most important aviation company in Germany and the second world war released 43% of german combat aircraft. It is known that almost all models messerschmitt had on the fuselage abbreviation vf. This was due to the fact that the messerschmitt under pressure from the bavarian government soon had to include his company in the composition of the bayerische flugzeugwerke.
The engineer left the chief designer and designer of aircraft, he was recognized as the copyright of the aircraft, while the company has engaged in serial production. The company launched a storm of activity on the production of aircraft. In a relatively short time was designed different versions of the m18 aircraft and м20b, twin-engined bomber m 22, m21 training biplane, two-seat sports monoplane m23, m24 eight-passenger, light sport aircraft for aerobatics m-28 and m-35, 12-seat high-speed passenger aircraft. The most famous project willy messerschmitt at this time became a four-seater sports aircraft me-108 "Taifun", which later was considered a classic and has become a model for the development of aircraft of this class. However, at the end of the 1920s, the company began the difficult times that were associated with financial difficulties.
The situation is aggravated by the fact that in 1933 came to power, the nazis and the former managing director of lufthansa, erhard milch, who with willy messerschmitt was a very complicated relationship, became the state secretary of aviation. In nazi Germany erhard milch was a special effect – he had a very serious patron in the person of hermann goering, who even managed to "Cover" the jewish origin of milch and general, who had a father – jew, remained on the top of the german military hierarchy. In this situation, willy messerschmitt had no choice but to establish ties with other senior nazis, who could defend his interests before the block "Milch – goering. " the patron for the messerschmitt was rudolf hess – the man, while very close to adolf hitler and perhaps the second number in the nazi party. With the help of hess's messerschmitt was able to maintain its position, however, the german leadership continued to doubt him in the aircraft.
The leaders of the third reich believed that willy messerschmitt is a good administrator aviation company, but to the design of aircraft it is better to avoid. Meanwhile, in 1934, the ministry of aviation of Germany, a competition was announced to develop a new fighter for the air force of the country. The competition faced, the company arado, focke-wulf and heinkel. Thanks to his connections were among the contestants and wilhelm messerschmitt. However, the chances of him winning were very slim.
Soon, however, the messerschmitt presented the state commission of the aircraft вf109. The strongest impression this car made on the future of the inspector of fighter and bomber aircraft of the third reich, general ernst udet. For the german air force udet was an iconic figure, one of the most famous pilots of the air force of the country. After the first world war, 22-year-old fighter pilot, ernst udet number of victories in aerial combat, and there were 62, inferior only to manfred von richthofen. Authority udet in the german aircraft were inviolable, and forced the german authorities to listen carefully to the position of general.
After observing the testing of the fighter вf109 udet realized that this is the best machine which at that time was in Germany. So for a messerschmitt came success. They led the company began to receive orders for the production of aircraft, and soon began construction of a new plant in regensburg. July 11, 1938 bfw changed its name to messerschmitt ag. The engineer, william has held the post of chairman and managing director.
Thanks to general adetu messerschmitt quickly became one of the most respected figures in the german aviation industry. In 1936 he created the aircraft was tested in Spain where they would meet with the soviet i-16 fighters. Air battles in the skies over Spain showed what a truly talented fighter, created by willy messerschmitt. On 26 april 1939 at the aircraft the me-209 was set a world speed record for screw machines - 755,1 kilometers per hour.
Put it pilot fritz wendel, and has held the record for thirty years – a huge period for aviation, especially during its rapid development. During the second world war "Messer" became the most common german fighter. Company wilhelm messerschmitt was produced 35 thousand fighters вf109. They fought on all fronts, which fought the german aircraft in the battle of Britain, the battles in the balkans and in the mediterranean, on the Eastern front. The first time the soviet air force because of "Messerschmitt" suffered very large losses.
At the beginning of the great patriotic war, every seventh soviet pilot was killed in the first sortie. "Messerschmitt" has provided the superiority of the luftwaffe in the air in 1941-1942 then the situation began to change, which was associated with the development of the soviet aircraft industry and the emergence of a new soviet aircraft that was able to fight on equal terms with the "Messerschmitt". However, soviet pilots before the end of the war, believed the fighter bf-109 for its most dangerous opponents. A serious blow to the german air force was the emergence of new models of planes the allies. American p-51 mustang and british spitfire mark v and mark ix was not inferior to the "Messerschmitts" that contributed to the change in air battles.
The territory of Germany began to suffer air raids of the allies, and the luftwaffe was rapidly growing weaker and could not protect the german skies from the american, british, and later the soviet air force. Played a great role in the decrease in the level of training of the german pilots, as many experienced pilots were killed in the fighting on the Eastern front and the luftwaffe were equipped with "Fresh" graduates of schools not having sufficient experience and playing a strong soviet pilots and the federal aviation. The capitulation of nazi Germany was a devastating blow to the german war industry, including aircraft manufacturers. William mass.
Due to the lack of reasonable alternatives in almost all planes of the first half of the last century were equipped with piston engines and propellers. To improve the technical and flight characteristics of technology proposed a n...
From the moment the Crimea again became part of Russia, it's been four years. During this time, the Peninsula had created quite a large self-sufficient group of forces. And although Crimea is a primarily Navy created interspecific...
It is no secret that boats were built in Russia since time immemorial. In the XII century Russian shipwrights had mastered the construction of decked vessels, and the first organized shipyard appeared in the XV century. 29 Jun 166... | aerospace |
https://www.careerride.com/mchoice/kuaizhou-1a-rocket-with-three-satellites-first-chinese-commercial-mission-26372.aspx | 2024-02-26T01:58:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474649.44/warc/CC-MAIN-20240225234904-20240226024904-00279.warc.gz | 0.900742 | 371 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__177016224 | en | China on 9th Jan 2017 sent three satellites into space in its first commercial mission using an updated version of the low-cost Kuaizhou-1A rocket.
The rocket carried the satellite JL-1 and two CubeSats XY-S1 and Caton-1.
It blasted off from northwestern China’s Jiuquan Satellite Launch Center in Gansu province at around 12:11 pm local time.
KZ-IA rocket was developed from the Kuaizhou-1 rocket programme with improvements in adaptability.
A low-cost solid- fuelled carrier rocket with high reliability and short preparation period, it was designed to launch low-orbit satellites weighing under 300 kg.
A rocket technology company under the China Aerospace Science and Industry Corporation was responsible for the launch mission.
China plans to conduct a record number of 30 space launch missions this year.
The record-breaking space launches will be launched by Long March-5 and Long March-7 rockets.
Long March-5 is China’s largest carrier rocket.
China conducted 22 launch missions in 2016 and 19 in 2015.
The country successfully tested its Long March-7 rocket in June 2016.
China plans to provide space and aviation-related services to countries involved in its ‘One Belt and One Road’ initiative.About the Three SatellitesJL-1
- Multifunctional remote-sensing satellite.
- It is providing high-definition video images
- It expected to be used for land resource and forestry surveying, environmental protection, transport and disaster prevention and relief purposes.
XY-SI and Caton-1
- Experimental satellites to test technologies.
- Characterised by low-orbit narrow-band communication and VHF Data Exchange System (VDES) respectively. | aerospace |
https://www.thetechoutlook.com/news/innovation/what-are-white-body-aircrafts-and-why-they-cost-more/ | 2022-05-22T07:08:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662545090.44/warc/CC-MAIN-20220522063657-20220522093657-00722.warc.gz | 0.966118 | 507 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__322614049 | en | What are white body aircrafts and why they cost more?
Every airline has its own distinct branding consisting of colour, graphic, and typographic identifiers but a vast majority of aircrafts are painted white. In fact, some carriers have abandoned their colourful liveries in favour of a mostly white canvas with a few decals.
Originally, aircraft were designed for a combination of efficiency and passenger comfort, as well as to increase cargo space. However, in order to maximise revenue and profits, airlines quickly caved in to economic factors and reduced the extra passenger space. They are used in science, research, and military applications. The military employs some wide-body aircraft as flying command posts. The primary reason for aircraft being painted white or light colours is to reflect sunlight. Other colours absorb the majority of the light. This is critical because when sunlight is absorbed by an aircraft, it heats up the aircraft’s body. Painting a passenger plane white reduces both the heating and potential damage caused by solar radiation, not only while the plane is in flight, but also while it is parked on the runway. One of the primary reasons aircraft are white is that they spend so much time in the sun. On the ground, aircraft in hot countries will struggle to keep cool while loading and unloading passengers in the sun. A predominantly white paint job helps to reflect some of that heat away.
Commercial aircrafts are routinely inspected for surface damage such as cracks and dents for obvious safety reasons. Nothing works better than white paint because these dents, oil spills, and other flaws are almost always darker than white, making them easier to identify and repair. a collision between a bird and an aircraft in flight, or one that is taking off, landing, or flying at low altitude. Bird strikes are common and can pose a serious risk to aircraft safety. White exteriors can improve visibility and potentially increase bird detection and avoidance. Darker aircraft colour schemes, on the other hand, may reduce contrast between the aircraft and the visual background. As a result, birds’ ability to detect aircraft in time to avoid collision may be compromised.
Airplanes are extremely complex objects, requiring millions of parts and hundreds of millions of man-hours to design. Airplanes necessitate high-quality aluminium, a plethora of expensive materials, and a significant amount of labour. While it is possible to reduce costs by switching suppliers, the cost is well justified. After all, the company must make money even after paying its employees and other expenses. | aerospace |
https://www.kibin.com/essay-examples/the-origins-and-invention-of-the-optical-laser-P08lNYhU | 2017-01-18T02:16:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280133.2/warc/CC-MAIN-20170116095120-00472-ip-10-171-10-70.ec2.internal.warc.gz | 0.952144 | 425 | CC-MAIN-2017-04 | webtext-fineweb__CC-MAIN-2017-04__0__218189940 | en | scroll to top
Stuck on your essay?
Get ideas from this essay and see how your work stacks up
Word Count: 302
In the 1950s a small group of students and researchers working at Princeton University under Robert H Dicke probably first gave substance to the concept of what would become the technique of optical laser ranging In attempt to probe the fundamentals of gravity they suggested that powerful pulsed searchlights on the earth be used to illuminate optical corner retroreflectors placed upon an orbiting artificial earths satellites motion by photographing its position against the background of fixed stars The invention of the laser with its precise wavelength and beam divergence characteristics coupled with the technique of Q-Switching to produce laser pulse lengths on the order of only a few nanoseconds caused a re- thinking of the artificial satellite photography experiment and ushered in the era of optical laser ranging Procedures similar to those which were performed with microwave radars were upgraded to provide optical range measurements that had remarkable precision and accuracy The first such laser to target and return time of flight experiments were made at the NASA Goddard Space Flight Center in Greenbelt Maryland in the mid 1960s Lasers can be used in many different situations such as medical surgery welding and many others In this paper I will discuss lasers mainly as ranging devices Laser distance-measuring systems are used for surveying ground profile measurements gun fire ranging measurements altimeters space radars satellite and missile tracking and industrial machine tool control A laser ranging system is a distance-measuring device that operates by transmitting a short high power pulse toward the target A photodetector in the ranging system receives a reflection of the pulse By knowing the time interval required for the signal to travel from the transmitter to the target and back
@Kibin is a lifesaver for my essay right now!!
- Sandra Slivka, student @ UC Berkeley
Wow, this is the best essay help I've ever received!
- Camvu Pham, student @ U of M
If I'd known about @Kibin in college, I would have gotten much more sleep
- Jen Soust, alumni @ UCLA | aerospace |
https://markets.businessinsider.com/news/stocks/southwest-orders-100-boeing-737-max-recalls-209-pilots-1030274890 | 2021-06-24T13:37:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488553635.87/warc/CC-MAIN-20210624110458-20210624140458-00131.warc.gz | 0.955283 | 162 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__211181003 | en | Southwest Orders 100 Boeing 737 Max, Recalls 209 Pilots
(RTTNews) - Southwest Airlines Co. (LUV), has recalled 209 pilots from their extended vacation programs, driven by the worldwide travel ban during the pandemic, back to the office. The Texas-based airlines company has also ordered 100 Boeing 737 Max planes as the company prepares for post-pandemic recovery.
With more and more people getting vaccinated, the airline industry is eyeing a rebound in business in the coming days.
Apart from South-west, Delta Air Lines, American Airlines have also followed suit. United Airlines have also announced a plan of hiring 300 pilots in the coming days.
However, the pilots will have to go through training schedules and requalification processes before being allowed to fly with passengers. | aerospace |
https://military-wiki.com/xian-jh-7-remain-the-backbone-of-both-the-pla-and-plan-for-a-long-time/ | 2023-11-28T12:19:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099514.72/warc/CC-MAIN-20231128115347-20231128145347-00690.warc.gz | 0.942259 | 1,338 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__96696856 | en | The JH-7 entered service shortly before the introduction of the Russian Su-27 air superiority fighter into Chinese service
Xian JH-7 or Jian Hong-7, NATO code name Flounder, otherwise known as Flying Leopard, was a two-seat Chinese fighter-bomber designed to replace the Chinese ageing fleet of Harbin H-5 and Nanchang Q-5 aircraft.
JH-7, although the feature is worse when standing next to J-11 or J-16, thanks to the advantage of high localization rate, cheap manufacturing cost, simplicity in operation and maintenance that it still gained trust from both the People’s Liberation Army Air Force and the People’s Liberation Army Navy.
JH-7 is considered to be simpler and lighter than Su-24 or F-111, and is much cheaper than the Su-30 versatile fighter with high combat performance.
In the mid 1970s the Air Force thus sought to commission a modern strike fighter into service, and submitted a request to the country’s Ministry of Aviation Industry. The program was authorised only in 1983, when the country’s economic upturn, meant additional funds were available for such high end military programs. The JH-7 was the most ambitious fighter program the country had developed until that time.
The full scale production of original JH-7 began in 1984. The first JH-7 prototype was rolled out in August 1988 and unveiled to the public in September 1988 at Farnborough International Air Show.
The JH-7 entered service shortly before the introduction of the Russian Su-27 air superiority fighter into Chinese service, which alongside its more advanced variants such as the Su-30 and domestically manufactured J-11B provided the People’s Liberation Army Air Force with world leading air to air combat capabilities – ensuring that the JH-7 would be conserved exclusively for a strike role.
With the disintegration of the Soviet Union and Beijing’s subsequent reconciliation with Moscow removing any potential for conflict what had long been the People’s Liberation Army’s primary potential adversary, the Pacific theatre and the United States military became China’s primary security concern – particularly considering the sharp deterioration in relations with the Western bloc from 1989. The JH-7’s long range and high payload incidentally made it an ideal anti shipping strike platform, and the fighter entered service in roughly equal numbers in both the Navy and the Air Force as a result of its significant potential for maritime interdiction.
The exterior of the machine has European-inspired design lines, high-mounted swept-back wings and single-tail rudder. The aircraft was designed with two crew members sitting in tandem with ejection seats for both pilots.
The cockpit accommodates a pilot and a weapons load officer and is protected by armour plates. The back seat is reserved for the weapons load officer and is fitted slightly higher than front seat to provide clear visibility of the battlefield. Each seat has its own back-hinged canopy.
All landing gear has twin wheels, obviously for operating on rough runways, the nose gear retracting backward and the main gear retracting up and forward into the fuselage. On the approach, with gear down, the JH-7A has an unmistakeable resemblance to an Anglo-French two-seat SEPECAT Jaguar strike fighter, the resemblance not being so strong from other angles.
The raised fuselage spine blocked views to the rear by added internal volume. The JH-7 is powered by two Rolls-Royce Spey Mk202 turbofan engines. Each engine can produce 54.29kN of dry thrust and its thrust after burner is 91.26kN.
The engines were aspirated through smallish intakes found on either side of the fuselage, just aft of the cockpit. China signed an agreement with Rolls Royce in 1975 to reproduce the Spey Mk202 engine through reverse engineering.
Later production variants are powered by two WS-9 Qingling turbofans, a Chinese licensed copy of the Mk202 built by the Xi’an Aero Engine Factory since 2004.
The aircraft can fly at a maximum speed of 1,808km/h. Its cruise speed is 903km/h. The normal and ferry ranges of the JH-7 are 1,759km and 3,700km respectively. The service ceiling of the aircraft is 16,000m. The aircraft weighs around 14,500kg while its maximum take-off weight is 28,475kg.
Standard weaponry includes 1 x 23mm GSh-23L internal cannon. The aircraft has nine hard points of which six are located under wing, two beneath wing tips and one under the centreline fuselage section. It can carry 9,000kg of payload.
The JH-7 is equipped with Type 232 H Eagle Eye multi-function fire-control radar, which tracks target information of YJ-8 subsonic anti-ship missiles from a maximum distance of 70km to 100km. It also offers fixed air to air and navigation capabilities. The radar cannot operate on land due to its deficiency of terrain and precision strike abilities.
While formidable, the JH-7 has largely been surpassed in its strike capabilities by the more advanced J-16 which entered service in 2013. Based on the J-11 airframe, the platform is one of the most advanced strike fighter in service – possible the most capable anywhere in the world, and makes use of a number of technologies developed for the JH-7.
The J-16 retains a number of advantages including deploying more advanced air to air munitions for beyond visual range engagements, far superior manoeuvrability and a higher speed, range and maximum altitude among a number of other attributes. With the PLA Air Force having demonstrated its confidence in the new strike platform in early 2018, displaying it alongside the new J-20 stealth fighter, the J-16 is set to enter service in ever greater numbers in future.
The military’s need for the JH-7 may well decrease as a result, and the strike platform has reportedly since been converted into an advanced experimental electronic warfare platform comparable to the U.S. EA-18G Growler.
Thank you for visiting Military-wiki.com. I’m Dung Tran, the person behind all this content. I know some websites are copying my articles. Stop this, or at least respect me by citing the source from Military-wiki.com. Thank you. | aerospace |
https://lecrab.com/2021/02/26/astra-awarded-nasa-launch-contract-for-storm-observation-satellites/ | 2024-04-14T08:04:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00139.warc.gz | 0.960598 | 410 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__14527806 | en | Astra, the Alameda-based space launch startup that recently announced its intent to go public via a SPAC merger, has secured a contract to deliver six cube satellites to space on behalf of NASA. Astra stands to be paid $7.95 million by the agency for fulfilment of the contract. This will be a key test of Astra’s responsive rocket capabilities, with a planned three-launch mission profile spanning up to four months, currently targeting sometime between January 8 and July 31 of 2022.
The satellites are for NASA’s Time-Resolved Observations of Precipitation Structure and Storm Intensity with a Constellation of SmallSats (TROPICS) mission, which is a science mission that will collect data about hurricanes and their formation, including temperature, pressure and humidity readings. Like the extremely long, tortured-for-an-acronym name of the mission suggests, the data will be collected using a small constellation of satellites, each roughly the size of a shoebox.
Rocket startup Astra is going public via SPAC
Astra completed late last year its second of three planned launches designed to ultimately achieve orbit, and exceeded its own expectations by reaching space and nearly achieving orbit. The company said that based on the data it collected from that mission, the final remaining barriers to actually making orbit are all fixable via changes to its software. Based on that, Astra CEO and founder Chris Kemp said that it believes it’s now ready to begin flying commercial payloads.
Kemp was formerly CTO of NASA, and has co-founded a number of technology companies over the years, as well. This latest NASA mission isn’t its first contracted launch — far from it, in fact, since the company has said it currently has more than 50 total missions on its slate from both private and government customers, with a total value of more than $150 million in revenue.
Read the original post: Astra awarded NASA launch contract for storm observation satellites | aerospace |
http://heroicrelics.org/info/f-1-test-stand/pre-demo-doc-photos/flame-deflector/3-18-09-077.jpg.html | 2023-06-02T06:29:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648322.84/warc/CC-MAIN-20230602040003-20230602070003-00034.warc.gz | 0.899356 | 223 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__153987991 | en | The interior of the flame deflector.
Picture 4 of 4.
This photo is of the top of the deflector.
The rocket exhaust would have entered the flame deflector at center. The test stand was originally equipped with a rolling work platform which extended to rest under the engine's mount, allowing engineers to prepare the engine for firing. It rolled back during tests, exposing the hole to the flame deflector.
I'm not certain whether this original work platform was still in place when this photo was taken or whether a different safety platform was used.
The hole measures 28 feet across, from one truncated corner to another.
|Time picture taken||Wed Mar 18 09:49:28 2009|
|Location picture taken||Around F-1 Test Stand
West Test Area
Marshall Space Flight Center
|Photo Credit||Marshall Space Flight Center|
|Full-size Image||Click here for a 1029x684 pixel version of this diagram in a new window.| | aerospace |
https://www.therelicroom.com/product-page/vintage-nasa-moon-mars-special-edition-cards | 2024-04-13T07:11:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816586.79/warc/CC-MAIN-20240413051941-20240413081941-00073.warc.gz | 0.894414 | 290 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__88293959 | en | Vintage NASA Moon / Mars Special Edition Cards
Unopened Original 36 Card Special Edition
NASA Ca. 1991
The NASA Moon/Mars Special Edition 36 Card Special is a unique collection of trading cards that celebrates NASA's exploration of the Moon and Mars. The set features 36 high-quality cards that showcase stunning images of the Moon and Mars captured by NASA's various space missions, as well as information about the missions themselves. The cards are presented in a sleek collector's box and come with a certificate of authenticity.
The NASA Moon/Mars Special Edition 36 Card Special is an excellent way for space enthusiasts to commemorate NASA's groundbreaking achievements in space exploration. The collection includes images of iconic landmarks on both the Moon and Mars, such as the Apollo 11 landing site and the Valles Marineris canyon. Each card also includes details about the spacecraft and instruments used in each mission, as well as interesting facts about the planetary bodies.
The set is a perfect gift for anyone interested in space exploration, science, or history. It provides a fascinating glimpse into NASA's pioneering work in space and serves as a reminder of the incredible progress that has been made in our understanding of our solar system. The NASA Moon/Mars Special Edition 36 Card Special is a must-have for any collector or enthusiast looking to commemorate NASA's remarkable achievements in space exploration.
top of page
SKU: NASA 36 Card Special - $15 | aerospace |
https://defence-industry.eu/against-hypersonic-threats-israeli-companies-are-open-to-collaboration-with-european-defence-industry/ | 2024-04-23T11:20:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818474.95/warc/CC-MAIN-20240423095619-20240423125619-00334.warc.gz | 0.959918 | 623 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__76656137 | en | To adapt Europe’s missile defences against developing new Russian threats, German and Spanish missile manufacturers plan to jointly build a hypersonic missile interceptor.
The so-called endo-atmospheric interceptor, which aims to cover threats from 2035 and beyond, will be developed as part of the European Hypersonic Defence Interceptor (EU HYDEF) project.
Israel has realized some years ago that it needs another layer of defence to be ready for the hypersonic missiles threat.
Russia has achieved some milestones in the development of hypersonic missiles but the program has now been stopped due to the war in Ukraine.
It is clear that Israel will have to make changes in its multi-layered defence system against rockets and missiles, to be ready for the possible use of Hypersonic missiles by Iran.
Iran according to sources makes big efforts to get technologies related to Hypersonic missiles probably from North Korea. This country has recently announced that it performed a successful test of hypersonic missiles.
It is known that North Korea has in the past helped Iran in the development of ballistic missiles.
A hypersonic missile travels in 5 10 Mach speeds and can reach a range of 1200 miles.
These facts alone, make the defence against this evolving threat more difficult and create an urgent need for upgraded or new defence systems.
Russia has achieved impressive progress in the development of a hypersonic missile. And as If to demonstrate the evolving threat in the middle east, Russian forces in Syria, last year Russia brought one of their Hypersonic missiles to this war-torn country.
A Russian air force Mig -31 landed in a Syrian airbase fully controlled by The Russians armed with a KH -47M2 Kinzhal, an air-launched Russian hypersonic missile with a range of 2000 km.
There were unconfirmed reports that the Russian tested the missile over the Mediterranean but no solid confirmation was received.
Israeli sources say that the aim of bringing a Russian advanced fighter aircraft, armed with this hypersonic missile was a “power demonstration” to all parties, directly and indirectly, involved in the fighting in Syria namely the U.S and Israel.
Israel has a four-layered rocket and missile protection system that is operational and being upgraded continuously.
Arrow 2 and 3, made by Israel Aerospace Industries (IAI) are the upper layers of a system that is designed to defend Israel from rockets and missiles. Additional layers are the Rafael “Iron Dome” and “David’s Sling”.
Now under development is the Arrow 4, designed to intercept the advanced ballistic missiles but not a hypersonic one.
The hypersonic threat is growing and Israeli companies, mainly Israel Aerospace Industries (IAI) and Rafael are working to find solutions. The efforts are based on some combat proven technologies developed by the two companies. Now with the growing interest in developing defence systems against the new threat the Israeli companies are offering to join forces with European companies working on a solution. | aerospace |
https://www.roughlyexplained.com/2019/10/did-nasa-find-evidence-of-life-on-mars-in-1976/ | 2024-04-13T05:57:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816586.79/warc/CC-MAIN-20240413051941-20240413081941-00005.warc.gz | 0.932746 | 661 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__22147325 | en | A NASA experiment suggested life on Mars in 1976. However, the failure of other instruments to detect organic material and possible non-biological explanations for the result caused NASA to dismiss the results as a false positive. Now, additional information gives scientists reason to reconsider that conclusion.
Gilbert Levin, who was principal investigator of NASA’s Viking life detection experiment, wrote in a recent Scientific American article that the experiment did indeed find life back in 1976. He argues that NASA made a mistake when it initially dismissed the results.
The Labeled Release (LR) experiments conducted by the Viking mission added nutrients to Martian soil then looked for byproducts of metabolic processes. It repeated the experiment after cooking the soil to rule out inorganic processes. The results were positive. But, other instruments caused scientists to discount the results.
Why NASA Dismissed the Original Findings
The Viking mission failed to find organic molecules or the presence of water. And some scientists hypothesized other explanations could have caused a false positive. These include the presence of hydrogen peroxide in the Martian soil and interactions with ultraviolet radiation
But, subsequent experiments on earth have failed to produce false positives under similar conditions. Additionally, the discovery of organic compounds and the presence of water suggested by more recent Mars missions have further eroded the basis for dismissing the Viking LR result as a false positive.
Back on earth, study of microorganisms living in extreme polar environments suggests the plausibility of life surviving in the Martian permafrost as well.
Further, the exchange of material between the earth and Mars over the millennia make it likely that living organisms could have hitched a ride at some point.
All this argues for the inclusion a revamped version of the LR experiment on any new mission to Mars, Levin says. He has proposed an experiment that would be capable of determining whether life on the two planets had a common origin or developed independently.
Did NASA Cover-Up Evidence of Life on Mars?
It is a misperception, however, that NASA found conclusive proof of life during the Viking mission and chose to hide it. There were valid scientific reasons NASA scientists were skeptical of the original positive LR experiment results. However, subsequent scientific study rendered those objections less salient.
Among NASA’s central goals is the discovery of life beyond earth. NASA is planning a new rover mission to Mars in 2020 for an area NASA selected precisely because of the likelihood they might find life there.
NASA May Soon Have an Announcement About Life on Mars
Dr. Jim Green, the director of NASA’s planetary science decision said in a recent interview that the agency is close to making an announcement of life on Mars. However, he’s not sure humanity is ready for it.
“It will be revolutionary,” Green told The Telegraph. “It’s like when Copernicus stated ‘no we go around the Sun.’ Completely revolutionary. It will start a whole new line of thinking. I don’t think we’re prepared for the results. We’re not.”
The moment we learn that life exists beyond the earth will be among the most consequential in human history. Ready or not, that moment may be here sooner than we think. | aerospace |
http://www.eurosae.com/en/formation/?formation=843 | 2021-03-06T17:24:03 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178375274.88/warc/CC-MAIN-20210306162308-20210306192308-00214.warc.gz | 0.879264 | 466 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__61133750 | en | Introduction to tactical missiles
This course will provide learners with an overview of tactical missile systems (technical solutions employed and performance capabilities).
The course lasts 5 days (30 hours) and includes:
- Video projections
The theme of this introductory course is to present the main functions/roles involved in the design of tactical missiles and to give an overview of the concept of weapon systems. The priority is to emphasize the description and physical understanding of issues by minimizing mathematical developments.
This course is intended for military or civilian personnel involved in the use or study of tactical missile systems or concerned with some of the functions involved in the design of a tactical missile system and who wish to have an overview .
Course level: Basic
Engineers or senior technicians with general scientific training. A further development course for engineers already initiated in existent missiles (see course AED 033).
Maurice MIRANDE :
Civil Engineer in Aeronautics - MS CALTECH
Former Technical Director at MBDF - Head of development of several missiles.
- Introduction to tactical missiles
- Why tactical missiles? What is a missile?
- Missions, classification and specificities (anti-aircraft, surface-air, air-ground, anti-ship, anti-tank)
- Typical description of a tactical missile
- Principles of weapons system
- The main functions and techniques employed
- Various aerodynamic configurations
- Role of piloting - The different formulas
- Flight guidance
- Role of flight guidance, flight guidance processes (remote guidance, auto-guidance, inertial guidance and GPS) - Guidance laws
- Flight guidance precision: principles of distance - Required maneuverability
- Electromagnetic self-guidance systems
- Infrared self-guidance systems
- Propulsion : principles of the different types of tactical missile propulsion
- Destruction function : components of the chain of destruction: armament and fire safety, proximity and impact rockets, conventional military loads
- Anti-tank missiles - Anti-ship missiles
- Tactical missile weapon systems in use
- Video demonstrations
Scheduled in French :
PARIS : November 16 to 20, 2020
For the English realization : please, contact us.
€2,360 excluding tax (20% VAT) | aerospace |
https://www.arabianindustry.com/aviation/news/2019/dec/17/horizon-flight-academy-takes-delivery-of-first-of-12-bell-505-helicopters-6288061/ | 2020-09-27T18:23:28 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400283990.75/warc/CC-MAIN-20200927152349-20200927182349-00179.warc.gz | 0.930579 | 222 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__256444157 | en | Bell has delivered the first of 12 Bell 505 helicopters to Horizon International Flight Academy following a deal struck in November at the Dubai Air Show.
The 505 is configured for flight training, fully equipped with an integrated glass cockpit that enables pilots in training to experience modern controls on a single engine aircraft.
“We are glad to add Bell 505 helicopters to our all-Bell fleet that is comprised of Bell 206s, Bell 407s and Bell 429s,” said Hareb Thani Al Dhaheri, CEO of Horizon International Flight Academy.
“This new addition will be an essential part of our training operations and will enable us to further expand our training offering.”
Hawker-Pacific’s Ian D’Arcy, VP regional operations, Middle East and Pacific, said: “The Bell 505’s unique capabilities and efficient operational cost lend it increasingly well to being an ideal trainer.
“There has been a lot of interest in the Bell 505 as a training aircraft due to its capability, affordability, maintainability and safety features.” | aerospace |
http://arlingtonpd.org/AviationUnit/index.html | 2014-10-23T02:15:18 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507449153.0/warc/CC-MAIN-20141017005729-00240-ip-10-16-133-185.ec2.internal.warc.gz | 0.951787 | 828 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__166334228 | en | Click here to view a video demonstrating the equipment in flight.
Click here to view a video on how we intend to use the equipment while protecting your civil liberties
Aviation Unit Photo Gallery
Frequently Asked Questions about The Aviation Unit
The Arlington Police Department recently received approval from the Federal Aviation Administration (FAA) to fly its two small battery-operated, remotely-controlled helicopters after two years of planning and training. This additional tool is one of many public safety options available to police officers in the ongoing effort to keep Arlington residents and visitors safe. In an effort to help foster a better understanding of the Aviation Unit, when and how it will be operated, and to clarify the aircraft’s capabilities, this web page was created.
How will the police department utilize the Aviation Unit?
They will be used in a variety of public safety applications such as helping us find missing persons, clear major traffic crashes more quickly, aid in assessing damages and losses from natural disasters like floods and tornadoes, and take forensic photographs of complex crime scenes. Our helicopters will NOT be used in car pursuits, issue traffic citations, carry weapons or be used for routine patrols and surveillance.
What are the specifics of the equipment used by the Aviation Unit?
Arlington purchased two small helicopters using federal grant funds. They are battery-operated helicopters that carry consumer grade camera/video equipment and are best suited for situations that require less than an hour flight time due to battery limitations. Each aircraft weighs 11 pounds, is approximately 58 inches long, and 20 inches high.
When and where can the Aviation Unit fly?
At this point, the aircraft can only be flown during daylight hours and less than 400 feet above ground. The small helicopter must be flown within line of sight of the officer who is remotely piloting the helicopter, which essentially means it must be flown in the general area where it takes off. The equipment has to be driven to the incident scene and unloaded after a clearly defined incident perimeter has been established. The police department is not allowed to fly directly over crowds such as football games or parades. Flying north of Interstate Highway 30 is also currently prohibited due to the proximity to the Dallas/Fort Worth International Airport.
Why purchase small helicopters instead of larger, more commonly used helicopters?
Unmanned aircraft technology provides an alternative to traditional aviation for law enforcement agencies. Unmanned or remotely piloted aircraft are much cheaper to own and operate than traditional fixed-wing planes and helicopters. Although our small helicopters look similar to hobby aircraft, they are equipped with more sophisticated navigation and communication equipment that allows for safer and more reliable operations and are operated under different FAA regulations.
Who makes the final decision on whether the Aviation Unit is used?
APD has established specific procedures for when and how the unmanned systems can be used. All flights are pre-approved by a command level officer. Officers trained as pilots and safety observers maintain all flight and maintenance records. Notices are issued through the FAA to alert other pilots in the area. They are flown within clearly defined incident perimeters.
Will my privacy be impacted?
No, your privacy will not be impacted. Maintaining an individual's privacy and protecting the civil liberties of all persons is of paramount importance to the department. The Arlington Police Department is bound by federal law and the laws of the State of Texas that direct the use of helicopters of all types and sizes, as it relates to the privacy of citizens. This same case law that applies to manned-helicopter programs that are used in many urban police departments across the country is the same case law that applies to these unmanned systems as well. Both statutory laws and case laws dictate when search warrants must be obtained and provides limits on the use of technology by law enforcement to investigate suspected criminal activity in our community. In other words, if a search warrant is needed to access private property now such as looking in a backyard, then a search warrant would also be needed for accessing private property with our small helicopter. Again, our helicopter program will not be used for arbitrary surveillance and must comply with all federal regulations and laws. | aerospace |
http://www.spokesman.com/stories/2006/mar/28/boeing-plans-stretch-version-of-787/ | 2018-06-20T23:06:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863939.76/warc/CC-MAIN-20180620221657-20180621001657-00198.warc.gz | 0.968794 | 358 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__41841957 | en | SEATTLE — Boeing Co. has committed to building a longer version of its fuel-efficient 787 jet to meet demand from several airlines, the head of the new airplane program said Monday.
“It’s not a matter of if, it’s a matter of when, and finalizing some details around configuration,” Mike Bair, vice president and general manager of the 787 program, said in a conference call with reporters.
The 787-10 will carry approximately 300 passengers, about 50 more than the largest of three models the company had previously said it would build.
While some details have yet to be completed, such as the precise seating capacity and how far the plane will fly, Bair said Boeing expects to begin delivering it in the final quarter of 2012.
Bair said “about a dozen” carriers have expressed interest in a stretch 787, but the only one he mentioned by name was Emirates Airlines, a growing carrier based in the United Arab Emirates.
Initially, Boeing had resisted the call for a larger 787, fearing it might steal sales from an extended-range version of its 777. Then more airlines started clamoring for it.
“Early on, Emirates was pretty much a lone wolf in their interest in the airplane,” Bair said, “but as time has marched on, and we’ve talked to other carriers, it’s become pretty clear that the interest is more widespread than just Emirates.”
Qantas Airways Ltd. of Australia has also said it would be interested in a larger 787 if Boeing built it.
To date, Boeing has received 298 firm orders and 88 commitments from a total of 28 airlines for 787 models. | aerospace |
https://www.theengineer.co.uk/romania-upgrades-radar/ | 2021-09-26T12:05:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057861.0/warc/CC-MAIN-20210926114012-20210926144012-00203.warc.gz | 0.928391 | 342 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__221298212 | en | Lockheed Martin has been awarded a contract by the Romanian Ministry of Defence (MoD) to upgrade five AN/FPS-117 long-range radars originally delivered to Romania in 1998 and 1999. The radars are used for air traffic control and strategic air surveillance. The upgrades will extend the service lives of the radars for up to 20 years.
When the upgrades are complete within 24 months, the electronics that provide each radar’s signal processing and data processing capability – currently housed in four cabinets – will be replaced with modernised electronics that fit in one cabinet. As a result, the radars will have the same capabilities and reliability as new AN/FPS-117 radars. The upgrades will be completed at Lockheed Martin’s Radar Systems facility in Syracuse, New York.
‘With these technology upgrades, there will be a fourfold reduction in components in each radar. This equates to improved reliability and maintainability, as well as a real reduction in life-cycle support costs,’ said Kevin Hines, Lockheed Martin program manager.
Romania is the third major European customer for whom Lockheed Martin has extended the service life of existing radars. The United Kingdom contracted with the company for similar upgrades for two of its long-range radars. In 2006, Lockheed Martin completed upgrades for eight AN/FPS-117 radars for the German Air Force.
Colonel Eng. Marin Mocanu of the Romanian MoD commented: ‘This upgrade is for our primary national air defence system. Eliminating obsolescence and maximising the radars’ capabilities will assist us with our applications in NATO and the European Union.’ | aerospace |
http://blog.covingtonaircraft.com/2015/10/29/electrostatic-discharge-damage-in-the-pt6a/ | 2022-07-03T17:19:19 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104248623.69/warc/CC-MAIN-20220703164826-20220703194826-00061.warc.gz | 0.938663 | 712 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__115124557 | en | Last month we disassembled and investigated a 3000 hour time since new PT6A-34AG engine with a #1 bearing failure that appears to be attributable to a phenomenon called: EDD! The damage from the failure combined with damage from the propeller sudden stoppage following the aircraft’s off airport landing has resulted in a BER; an engine that is “Beyond Economic Repair”!
The following information was adapted from FAA Special Airworthiness Bulletin number CE-0324: This S.A.I.B. alerts you, an owner or operator, of Pratt & Whitney Canada PT6A-60A, -65B, -65R, -65AR, -67B or -67R engines, to the possibility of engine failure due to deterioration of the number one engine bearing. This deterioration is apparently caused by electrical (or electrostatic) discharge damage (EDD).
Also in the bulletin: The Australian Transport Safety Bureau investigated the matter in connection with five such failures which one of their operators experienced with Shorts 360 aircraft between November 1995 and August 2000. They found that there had been a total of 17 failures apparently caused by electrical discharge damage of the number one bearing in the PT6A worldwide fleet. Evidence suggests that an electric current from the starter-generator gear shaft passes through the accessory gear train and the compressor spline coupling. It appears that the electrical current initiates spalling damage to the engine bearing(s).
“The SAIB focuses on Goodrich (formerly TRW Aeronautical Systems, Lucas Aerospace) starter-generator models 23078 and 23085, but similar design starter-generators from other manufacturers would be expected to perform in a like manner”.
Air Tractor introduced Service Letter #212 on August 23, 2001 addressing the problem as it relates to all Air Tractor Models with Pratt & Whitney Canada PT6A Engines Installed! In that bulletin Air Tractor states: “It is believed that as the brushes in the starter-generator wear, dust from these brushes collects on the internal components of the unit. This dust is believed to provide an electrical path for current to flow through the starter-generator shaft and into the accessory gearbox. Burns at arc locations on the gears and bearing in the accessory gearbox have caused “electrostatic discharge damage” which has led to the eventual failure of these components”. The Air Tractor bulletin focuses on the Lucas Aerospace starter-generators and references their recommendations for a 1000 hour TBO as well as complying with all Lucas Aerospace instructions for maintenance.
The 3000 hour TSN engine we investigated had come off a Thrush! Apparently it doesn’t matter what make of starter-generator / engine combination you use, they’re all affected by the EDD phenomenon! All service bulletins, Special Airworthiness Bulletins and similar publications strongly recommend maintaining starter-generators in accordance with the manufacturer’s instructions. I want to emphasize the need to adhere to the part of those instructions placing a TBO (Time Before Overhaul) on those units. I have personally worked on a PT6A-60AG, a 65AG and the -34AG identified above because of failures of the #1 bearing caused by Electrostatic Discharge Damage. Two of those had been damaged by starter-generators failing after having been operated substantially over their recommended TBO’s! Call us up if you have questions about EDD! | aerospace |
https://www.virtualmarket.ila-berlin.de/de/networker?categories%5B1001%5D%5B0%5D=119212&%3Bcountry%5B0%5D=593934&view=1 | 2020-06-06T06:31:01 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348511950.89/warc/CC-MAIN-20200606062649-20200606092649-00075.warc.gz | 0.75006 | 505 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__92724627 | en | Networker von UCAL Fuel Systems Limited
Head - Corporate Marketing
Companies looking to subcontract Engineering services, Oil filters for aircrafts, Aluminium casting, assembly tools, jigs and fixtures.
Our area of expertise include Aircraft Sub assembly/Assembly tools, Jigs & Fixtures, Oil filters, Composites manufacturing, Unmanned Aerial Vehicles, CAD/CAM, CFD and structural analysis.
Networker von Wärtsilä JOVYATLAS EUROATLAS GmbH
Fixed Wing & Rotary Manufacturer, Weapon System Manufacturer
Power Products, Transformer Rectifier, Control Rectifier, Power Distribition, Customer Specified Product Developments
Ruggedized Displays, Illuminated Panels, Exterior Lighting, Joystick/Grips, NVG Compatibility, Electronic Control Boxes, Illuminated Controls, LED Lighting
Networker von CPI-ENG s.r.l.
Externe Projektunterstützung im L&R + Defence Umfeld.
Networker von Sensata Technologies
Networker von The AviationSpace Network
Would like to meet international Aerospace Companies interested in:
• Selling products and Services to Indian customers in Aerospace domain.
• Investing in Indian Aerospace Companies.
• Showcasing products and services to Indian customers through News articles, Advertisements and Advertorials in The AviationSpace online News media and The AviationSpace weekly email News letter.
Would like to meet international Aerospace Companies interested in Sourcing Products and …
Chief Business and Market Development
1) Currently looking for prospects with abilities and motiviation to push the UAV market boundries further with new tecghnologies who will be willing to start integration of the micro ADS-B receivers/tranceivers on both the UAVs and GCS.
2) At the same time looking for ground airport solution providers who see potential in replacing the heavy ADS-B equipment with low cost low weight devices.
3) Companies with a view on how micro ADS-B technology can influence the future development of the ATC/…
AMETEK Power & Data Systems Sales Manager
Aircraft OEM or Tier 1 System Suppliers interested in AMETEK PDS products
- Electrical Power Generation & Distribution
- Motion Control with Electrical Actuators & Motors
- Data Management with data acquisition, conversion, ..
Networker von Proventis Partners GmbH | aerospace |
http://www.keloland.com/newsdetail.cfm/plane-hits-truck-as-it-lands-on-nevada-highway/?id=167446 | 2014-10-21T01:46:40 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1413507443598.37/warc/CC-MAIN-20141017005723-00001-ip-10-16-133-185.ec2.internal.warc.gz | 0.899345 | 260 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__127538070 | en | Authorities say a small airplane with engine trouble struck a pickup truck during an emergency landing on a Nevada highway Saturday morning.
Nevada Highway Patrol Lt. Kevin Honea says at least two people were aboard the plane and two people were in the truck when the collision occurred about 9 a.m. on a rural section of Nevada Route 445 about 20 miles north of Reno.
He says all four escaped with minor injuries.
Their names weren't immediately released.
Federal Aviation Administration spokesman Allen Kenitzer says the plane, an experimental Thunder Mustang, was forced to land on the northern Nevada highway after losing power.
The crash occurred shortly after the plane left Reno Stead Airport en route for South Dakota.
Most Popular Today
- 1.Retail & Restaurants
Valentino's Restaurant For Sale
- 2.Retail & Restaurants
Long John Silver's Closes, Building For Sale
US Agency Warns Car Owners To Get Air Bags Fixed
- 4.Gas & Energy
Northwest SD Cooperatives To Bury Blizzard-Plagued Lines
- 5.Tourism, Outdoors
Northeast Hunting Successful So Far
Monday Morning Business Brief
Monday Afternoon Business Brief
Monday Evening Business Brief
BBB Alert: World Series Ticket Warning | aerospace |
http://allthatandadimesack.tumblr.com/ | 2014-03-11T12:36:22 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394011192582/warc/CC-MAIN-20140305091952-00050-ip-10-183-142-35.ec2.internal.warc.gz | 0.943436 | 182 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__69061339 | en | This time change still has me fucked up
NO JUDGEMENT ZONE
As we all know, the Malaysia Airlines flight MH370 went “missing” on Saturday the 8th of March 2014. But what really happened to this unfortunate flight?
Passengers boarded flight MH370, destination Beijing, China. An easy six hour flight.
Saturday March 8th 2014 at 12:41AM: Flight MH370…
This shit is trippy!
We live in an age where everyone has a camera on them one way or another and information is spread around the globe at the speed of light and the degree at which we apply and regard security is at an all time high….
…. and somehow a two hundred feet long, three hundred thousand pound aircraft carrying two hundred and thirty-nine souls has completely vanished.
Our tiny blue marble has become frighteningly huge in the worst way possible | aerospace |
https://science.nasa.gov/mission/mariner-2/ | 2023-11-30T08:46:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100172.28/warc/CC-MAIN-20231130062948-20231130092948-00861.warc.gz | 0.918374 | 593 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__213663957 | en | Mariner 2 was humanity's first successful planetary science mission. The first close-up look at another planet was full of surprises: Mariner 2 found Venus to be inhospitable, and far hotter than expected.
Launched 36 days after the loss of Mariner 1, Mariner 2 carried the same scientific equipment as its predecessor. After a course correction on Sept. 4, 1962, the spacecraft flew by Venus at a range of 21,660 miles (34,854 kilometers) at 19:59:28 UT Dec. 14, 1962.
During a 42 minute scan of the planet, Mariner 2 gathered significant data on the Venusian atmosphere and the surface before continuing on to heliocentric orbit. The radiometers, in particular, were able to conduct five scans of the night side of the planet, eight across the terminator, and five on the daylight side.
NASA maintained contact until 07:00 UT Jan. 3, 1963, when the spacecraft was 53.9 million miles (86.7 million kilometers) from Earth, a new distance record for a deep space probe.
The data returned implied that there was no significant difference in temperature across Venus. Readings from Mariner 2’s microwave radiometer indicated temperatures of 421 degrees Fahrenheit (216 degrees Celsius) on the dark side to 459 degrees Fahrenheit (237 degrees Celsius) on the dayside.
Mariner 2 also found that there was a dense cloud layer that extended from 35 to 50 miles (56 to 80 kilometers) above the surface. The spacecraft detected no discernable planetary magnetic field, partly explained by the great distance between the spacecraft and the planet.
In terms of scientific results, Mariner 2 was only a modest success, but it still retains the honor of being the very first successful planetary science mission in history.
Mariner 2's hexagonal base was 3.4 feet (1.04 meters) across and 1.2 feet (0.36 meters thick). Magnesium housings contained the electronics, attitude control gas bottles, and rocket engine. Science experiments attached to a tall pyramid-shaped mast. The total height of the spacecraft was 12 feet (3.66 meters). A large directional antenna dish attached to the the base.
Mariner 2 got power from two solar cell wings. One right was 72 inches x 30 inches (183 x 76 cm). The other panel was 60 x 30 inches (152 x 76 cm) with a (31 cm) solar sail to balance solar pressure on the panels. The panels powered the spacecraft in sunlight. A a 1,000 watt-hour rechargeable batter stored power for later use.
Communications consisted of a three watt transmitter. A large and small antenna sent science data back to Earth.
Mariner 2 used a monopropellant (anhydrous hydrazine) 225 N retro-rocket for maneuvers. Nitrogen gas jets kept the spacecraft stabilized. | aerospace |
https://www.orbiter-forum.com/threads/orbiter-screenshot-thread.8/page-391 | 2020-09-24T11:51:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400217623.41/warc/CC-MAIN-20200924100829-20200924130829-00277.warc.gz | 0.949192 | 321 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__151063331 | en | If you want to create a mesh for Pioneer P-30, this image might helpView attachment 22868
A rough facsimile of Pioneer P-30 in orbit around the Moon, September 1960.
It was the closest an Atlas Able ever came to succeeding, so I thought it would make an interesting "what if" scenario if the U.S. had managed to put something in lunar orbit 6 years before the U.S.S.R. would do with Luna 10. The spacecraft specs are correct down to the fuel, engine isp, weight, and thrust, but I used the generic Velcro Luna 3 mesh as a placeholder since I don't have a proper mesh for that series of Pioneer spacecraft. The transit time from launch to the Moon was ~64 hours. Insertion into a 6,800km x 7,000km orbit on 90 newtons of thrust takes nearly 22 minutes.
Thanks dgatsoulis, I found that your solution for this problem worked for me on a completely unrelated problem I had: On Orbiter 2010 with D3D9 R16.7 the G42-200 Starliner was not working when entering the virtual cockpit. Now it works perfect again. Thank you very much.3. Open the Meshes\G422\G422_dvc.msh with the text editor.
4. Find the lines that say FLAG 3 and replace them with FLAG 0. There are 6 in total. If you don't do this, the MFDs in the VC won't work. Save and exit. | aerospace |
https://acronyms.thefreedictionary.com/Air+Operations | 2022-07-07T18:01:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104495692.77/warc/CC-MAIN-20220707154329-20220707184329-00708.warc.gz | 0.938532 | 472 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__2829164 | en | "Indian Air Force delegation led by Air Marshal Amit Dev, Director General Air Operations
, visited International Aviation & Space Salon MAKS 2019 airshow being held at Zukhovski, Russia from 27 to 29 Aug 19," Indian Air Force wrote on Twitter.
Any waiver will constitute a serious flight safety concern and pose a potential hazard to PAF air operation
from Nur Khan Air Base, notification says
Local residents said at least 30 people were killed in the strike ,which came amid a surge in air operations
as the US military takes a more aggressive approach to force the Taliban towards peace negotiations.
However, the allegation strayed with the opening of the Sendayan Air Base in Negri Sembilan which began operations in January and the official launching of the PDRM Air Operations
Unit Base in Subang, today proved that the move and resettlement of the nation's air base was part of the transformation efforts for the benefit of the security forces and country.
Central Command, the general is responsible for developing contingency plans and conducting air operations
in a 20-nation area of responsibility, covering Central and Southwest Asia.
Asghar Khan became first commandant of Pakistan Air Force Academy in 1947 and was also the first to head the Directorate-General for Air Operations
(DGAO) in 1950.
Among the tenant units stationed at Tyndall AFB are the Headquarters First Air Force (1 AF / Air Forces Northern - AFNORTH), and an Air Operations
Center which coordinates CONR sector activities.
During the visit, HH the Emir inspected the Qatari Emiri Air Force and the Combined Air Operations
Center for the US Central Command.
According to a press statement issued by Afghan Ministry for Defence, the Taliban were killed in Afghan security forces ground and air operations
in Bashran area of Lashkargah city and parts of Garmser district of Helmand province.
Formerly known as Jeppesen Operations Solution, the Mission Management Suite from Jeppesen and Tapestry will enhance RAAF air mission planning, operations management and resource scheduling in the complex Air Operations
Since the inception of the air operations
center (AOC) during Operation Desert Storm, the command and control (C2) of airpower has evolved, but the mission has not changed. | aerospace |
http://www.danubewings.com/translational-lift/ | 2017-04-27T03:10:45 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121865.67/warc/CC-MAIN-20170423031201-00504-ip-10-145-167-34.ec2.internal.warc.gz | 0.936926 | 650 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__180243827 | en | Improved rotor efficiency resulting from directional flight is called translational lift. The efficiency of the hovering rotor system is greatly improved with each knot of incoming wind gained by horizontal movement of the aircraft or surface wind. As the incoming wind produced by aircraft movement or surface wind enters the rotor system, turbulence and vortices are left behind and the flow of air becomes more horizontal. In addition, the tail rotor becomes more aerodynamically efficient during the transition from hover to forward flight. Figures 2-37 and 2-38 show the different airflow patterns at different speeds and how airflow affects the efficiency of the tail rotor.
Effective Translational Lift (ETL)
While transitioning to forward flight at about 16 to 24 knots, the helicopter goes through effective translational lift (ETL). As mentioned earlier in the discussion on translational lift, the rotor blades become more efficient as forward airspeed increases. Between 16 and 24 knots, the rotor system completely outruns the recirculation of old vortices and begins to work in relatively undisturbed air. The flow of air through the rotor system is more horizontal; therefore, induced flow and induced drag are reduced. The AOA is effectively increased, which makes the rotor system operate more efficiently. This increased efficiency continues with increased airspeed until the best climb airspeed is reached, and total drag is at its lowest point.
As speed increases, translational lift becomes more effective, nose rises or pitches up, and aircraft rolls to the right. The combined effects of dissymmetry of lift, gyroscopic precession, and transverse flow effect cause this tendency. It is important to understand these effects and anticipate correcting for them. Once the helicopter is transitioning through ETL, the pilot needs to apply forward and left lateral cyclic input to maintain a constant rotor-disk attitude. [Figure 2-39]
Translational thrust occurs when the tail rotor becomes more aerodynamically efficient during the transition from hover to forward flight. As the tail rotor works in progressively less turbulent air, this improved efficiency produces more antitorque thrust, causing the nose of the aircraft to yaw left (with a main rotor turning counterclockwise) and forces the pilot to apply right pedal (decreasing the AOA in the tail rotor blades) in response. In addition, during this period, the airflow affects the horizontal components of the stabilizer found on most helicopters which tends to bring the nose of the helicopter to a more level attitude.
When a helicopter is hovering, the tail rotor is operating in very disturbed airflow. As the helicopter achieves ETL, the tail rotor begins to generate much more thrust because of the less disturbed airflow. The helicopter reacts to the increased thrust by yawing. Therefore, as the helicopter achieves ETL, you must reduce tail rotor thrust by pedal input at about the same time that you need to make cyclic adjustments for lateral tracking, acceleration, and climb.Are you ready to start your journey learning to fly helicopters? Learning to Fly Helicopters, Second Edition, provides details on the technical and practical aspects of rotarywing flight. Written in a conversational style, the book demystifies the art and science of helicopter flying. | aerospace |
http://viagra24h.net/gethighshirts/nurse-cannot-survive-on-wine/ | 2021-03-01T13:55:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178362513.50/warc/CC-MAIN-20210301121225-20210301151225-00128.warc.gz | 0.924372 | 239 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__88957396 | en | The F-104 entered the second phase of development with the F-104G. A nurse cannot survive on wine alone Dickhead dog Noma Bar shirt. While the US Air Force (USAF) is no longer interested in F-104, Lockheed has proposed Model CL-901 with the new J79-GE-19 engine and the new Sparrow III rocket; “G” is the symbol of “Germany” (Germany), this is the country that developed with Lockheed to produce the F-104G version, while “S” stands for “Sparrow” meaning “Sparrow version.” “improvement. Other proposed developments include CL-958 with larger wings, CL-981 with nose wings behind the cockpit, and the CL-984 optimized for low-altitude punching missions. An RF-104G modified and flown in December 1966 was a prototype of CL-901 “Super Starfighter”. CL-901 has a slightly larger airway and inner steel valve allows operating temperatures from 121 ° C to 175 ° C, and reaches a maximum speed of Mach 2.2. | aerospace |
http://www.acronymfinder.com/Commander%2C-Naval-Air-Forces-Atlantic-(AIRLANT).html | 2015-07-01T05:03:51 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375094662.41/warc/CC-MAIN-20150627031814-00171-ip-10-179-60-89.ec2.internal.warc.gz | 0.927916 | 119 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__115657457 | en | This definition appears very rarely
and is found in the following Acronym Finder categories:
Samples in periodicals archive:
Truman was named the 2010 Battle Efficiency award winner by Commander, Naval Air Forces Atlantic, on 2 February 2011.
In 2009, the Grandmasters of HSL-46 won several awards, including the Commander, Naval Air Forces Atlantic, Battle Effectiveness Award; the Sikorsky Golden Wrench Award; the Commander, Helicopter Maritime Strike Wing U.
LT Paul Fox from Commander, Naval Air Forces Atlantic to Joint Task Force Guantanamo Bay, Operations Officer | aerospace |
https://www.nzherald.co.nz/business/air-wanganuis-business-on-the-rise-with-air-ambulance-and-high-end-charter-services/RUPR7IKPI73BETURUZA4YLNU3Y/ | 2022-07-01T08:00:48 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103922377.50/warc/CC-MAIN-20220701064920-20220701094920-00254.warc.gz | 0.967375 | 1,813 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__195951683 | en | "Whanganui's best-kept secret" is how Dean Martin describes the company he works for - and it's also one of New Zealand's best keepers of secrets.
Dean is the chief executive at Air Wanganui Commuter Ltd (Air Wanganui), a company founded 31 years ago that largely flies under the radar despite the crucial service it provides and the high-profile passengers it carries.
Air Wanganui is a privately-owned business that started out as a personal charter service with one Baron aircraft. It later bought a Mojave aircraft and began providing charter flights for local businesspeople. However, its main focus for the past 21 years has been providing air ambulance services, primarily for the Whanganui District Health Board.
"It was one of the first air ambulances in New Zealand, apart from Life Flight which was based in Auckland at that stage," Martin says.
"Twelve years ago the company bought the C90 turboprop which is a lot faster, slicker and is pressurised. Then a year-and-a-half ago it purchased a Super King Air 200 turboprop which can carry nine passengers. It is also set up to do air ambulance work and can carry two stretchers whereas the C90 takes a single stretcher."
Air Wanganui operates 24/7 - staff have to be ready to go at any time for air ambulance, organ transfer and charter work.
The company has seven staff, a few of them part-time, and has just employed another pilot because of the business' growth. From time to time, they need to use casual pilots and for charter work have to have two pilots on board.
The King Air C90 is predominantly used as an air ambulance but can be configured for charter flights. It takes about 90 minutes to reconfigure an aircraft between the air ambulance and charter flight set-ups.
The air ambulance is the "backbone" of Air Wanganui's services, Martin says.
"We fly about 600 patients a year in and out of Whanganui, transferring them anywhere from Dunedin to Auckland hospitals but predominantly to Wellington.
"We have a close association with Life Flight in Wellington. We are their back-up aircraft and we also work closely with Taranaki District Health Board. Because hospitals these days are quite specialised with the services they provide, we go all over New Zealand. I think since I've been here we've been to every DHB location.
"Often the first people know about Air Wanganui is when they are lying on one of our stretchers looking up at us. We're Whanganui's best-kept secret. When you tell people you work for Air Wanganui, usually they say 'who?'"
So far this year the air ambulance has transferred more than 220 patients.
A lot of the work is taking patients to Wellington Hospital for angiography services and often there is more than one patient on board. The King Air 200 can transport two patients on stretchers and three more seated.
"They look really sick when we take them down there and then we'll pick them up the next day and say 'are you the same person?' because they look so much better."
Whanganui DHB has nine flight nurses who work a 24/7 roster to care for air ambulance patients but Martin says many DHBs don't have that local support and have to rely on services outside their region.
The organ donor work involves flying surgical teams around the country.
"We fly to Auckland, get the surgical team and take them anywhere in New Zealand to harvest the organs. We do one, or sometimes two, of those a month.
"Two planes are needed to transport the surgical teams. One takes the major organs and the other takes the minor organs. There can be planes from Australia as we have a reciprocal arrangement to share organs in New Zealand and Australia.
"A lot of it happens at night so we'll get a call and have to be ready to go in half an hour.
"Generally, it's a six to eight-hour round trip. Our last two jobs have been to Dunedin. We're generally on the ground for six hours and then we take the surgical team back to Auckland."
The Wanganui Air Ambulance Trust, which is separate to Air Wanganui Commuter Ltd, does all the fundraising for the specialist equipment like the stretchers that are in both aircraft.
Rex McKinnon is the chair of the trust and has worked closely with Air Wanganui Commuter Ltd to ensure they have the best equipment available, Dean said.
Air ambulance services are currently under review by NASO (National Ambulance Sector Office), which is proposing to cut several helicopter services, but Martin says there is no indication yet whether Air Wanganui's air ambulance will be affected.
"Our focus is to continue to supply the service we have given to the Whanganui and outlying regions for the last 21 years. NASO have announced the helicopter service review but not what's happening with the fixed wing service. It would be devastating for Whanganui if the service didn't continue here."
With an eye to the future and diversification within the business, Air Wanganui has increased its focus on the charter market in the past 18 months.
"When we got the King Air 200 we moved into the premium market for charter business," Martin said.
"Prior to the purchase of the new King Air our business was about 95 per cent air ambulance and 4 per cent charter.
"New business has grown substantially in the last 18 months. Now the split of the business is more like 75 per cent air ambulance and 20 per cent charter, with some other little bits making up the rest.
"We have flown some very high profile people who want to remain nameless."
When Martin says 'high profile', he's talking international celebrities and that's where the secret-keeping comes in.
So how does a small company in Whanganui attract some of the world's biggest stars to use its services?
"We've built a close association with Pacific Jets [a private jet charter airline that services the top end of the tourism market]. They have large jets based in Auckland but they can't fly into the smaller places like Kerikeri.
"Our aircraft can land at most airports around New Zealand. The 'golden triangle' for New Zealand charters is Queenstown, Kerikeri, Taupo. The runway in Kerikeri, for example, is too short for a larger aircraft to land.
"Pacific Jets may have flown people in from Australia and we pick up the smaller destinations. Most of the charter work comes through agents in Auckland – through Pacific Jets and Inflite Charters."
Wealthy international visitors book charter flights with Air Wanganui.
"The main period for charter work is from November to about April. The predominant users of the charter service are Russian, French and American.
"We recently flew a Russian family from their launch - we would call it a ship - in Auckland to Queenstown for 24 hours.
"At 10pm one night, we got a call to pick up some Americans from Auckland and took them to Napier.
"At Chinese New Year we get a lot of Chinese people in that period. They are generally going to Queenstown. We had one occasion where six ladies were flying around the country in a jet and our plane was flying behind them carrying all their bags. That is the sort of wealth we are dealing with.
"Air Wanganui has seen some strong growth in the last 18 months, driven by the charter market and the foresight of our board to purchase an aircraft that meets that market."
Another, very small, part of the company's business is flight training for pilots doing their Airline Transport Pilot Licence (ATPL). Air Wanganui has instructors rated for that level of training and is one of only a few airlines in New Zealand to provide it.
Martin is quick to praise the directors of Air Wanganui, who are keen to stay out of the limelight, for their commitment to the community.
"My background is in logistics and operations, not flying, but every young boy wants to play with planes and it's a great company to work for. The owners have been very generous and supportive of the community over the years and without their support Whanganui wouldn't have this fantastic air ambulance service.
"I think the success for Air Wanganui is that when we're needed they can ring the chief pilot or myself and we're ready to depart within half an hour, especially for hospital work under our contract with the DHB.
"It's exciting times for Air Wanganui. We're in a growth period so hopefully that will continue." | aerospace |
http://atwonline.com/aircraft-amp-engines/ntsb-fan-shaft-fracture-caused-787-engine-failure | 2017-04-23T06:19:54 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118477.15/warc/CC-MAIN-20170423031158-00493-ip-10-145-167-34.ec2.internal.warc.gz | 0.943082 | 256 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__39643273 | en | A fan shaft fracture was the cause of a contained engine failure on a Boeing 787 during a pre-delivery taxi test, the US NTSB has determined.
A fan shaft fracture was the cause of a contained engine failure on a Boeing 787 during a pre-delivery taxi test, the US NTSB has determined. The incident happened July 28 at Charleston Airport, S.C. (ATW Daily News, July 30). The GE Aviation GEnx engine was removed and taken to a GE facility in Cincinnati, OH, where it was disassembled for an investigation led by NTSB investigator-in-charge David Henson. In a statement issued Wednesday, NTSB said, “As a result of the ...
Subscribe to Access this Entire Article
"NTSB: fan shaft fracture caused 787 engine failure" is part of ATW Plus, our online premium membership. Subscribing will provide you access to exclusive news, carefully researched airline financial, fleet and traffic data, plus the option to receive our popular, award-winning print magazine. To learn more, click here. If viewing via ATW Mobile, please login and click "Read web article" to view fully. Questions? [email protected]. | aerospace |
http://www.czechtradeoffices.com/en/us/news/ge-aviation-and-czech-technical-university-_cvut_-signed-a-collaborative-agreement | 2018-12-18T22:30:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829812.88/warc/CC-MAIN-20181218204638-20181218230638-00165.warc.gz | 0.909526 | 195 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__56365551 | en | The agreement between GE Aviation and Technical University in Prague will help the University’s Faculty of Mechanical Engineering program (CVUT) build a preventative health and maintenance monitoring system for modern turboprop engines, investigate future aerospace manufacturing technologies and enhance the education of students.
On top of the agreement, GE Aviation will provide CVUT with access to its PREDIX software, as well as training. GE Aviation will also share its technical experience related to turboprop engine design and performance modeling.
“This is a great project that connects graduate education with the industry,” said Czech Republic Prime Minister Andrej Babiš. “The partnership will support development of aerospace technologies while applying Industry 4.0 approaches. I am glad that sustainability of the project is guaranteed from the very beginning by GE Aviation. Financing is a crucial aspect.”
Czech Technical University in Prague is the oldest technical, non-military, university in the world. | aerospace |
https://kadecommunicationng.com/most-airline-charges-levies-not-imposed-by-aviation-authorities-ncaa/ | 2023-09-26T06:12:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510149.21/warc/CC-MAIN-20230926043538-20230926073538-00016.warc.gz | 0.959055 | 516 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__70275033 | en | Most Airline Charges, Levies Not Imposed By Aviation Authorities –NCAA
Fred Omotara, Lagos
The Director-General of the Nigerian Civil Aviation Authority (NCAA), Capt. Musa Nuhu stated that the majority of the airline charges and levies imposed on indigenous and foreign airlines are not from aviation agencies or industry companies.
Nuhu stated this over the weekend in Abuja in an interview with newsmen.
Nuhu, reacting to the claim of the International Air Transport Association (IATA) that Abuja and Lagos airports are the most expensive for airlines in terms of levies and charges with 27 charges, said that a lot of these charges are from the cargo area.
He posited that while some of these charges are genuine, others are illegal and have nothing to do with aeronautical charges.
He, however, posited that aviation agencies are looking at the way they could consolidate, streamline and merge some of the charges to make operations cheaper for the airline operators.
According to him, the Ministry of Aviation and Aerospace Development had established a committee to look at these multitudes of revenues to see how they could be streamlined.
He said: “But what we need to understand is that a lot of these charges are not from the aviation agencies, they are more in the cargo area. All sorts of people are illegally making these charges.
“So, aviation will start, at least we will consolidate and see where we can streamline and merge those charges and see what can be done.
“But there are a lot of people and lots of charges have nothing to do with aviation aeronautical charges. It is other organisations that are in the airport that put these charges. Sometimes as Nigerians, we need to all sit down as a team and see the damage we are doing to our country.”
He regretted that these multiple charges were creating a lull for cargo exports and one of the major reasons cargo aircraft depart the country almost empty despite arriving in the country with full freight.
Recall that Mr. Kamil Al Alwadi, the Vice president, of IATA, Africa and Middle East, in his presentation at the Aviation Summit, had categorized Nigerian airports as the most expensive in the world
Alwadi berated the Nigerian government for stiffling airline operations with heavy and sundry taxes and charges.
He lamented the stunted growth in the region, especially Nigeria, calling on the Nigerian government to create a conducive environment for airlines to thrive | aerospace |
https://ss.sites.mtu.edu/mhugl/2015/10/11/iven-c-kincheloe-americas-no-1-spaceman/ | 2022-10-07T03:56:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337906.7/warc/CC-MAIN-20221007014029-20221007044029-00194.warc.gz | 0.974679 | 3,639 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__272494717 | en | Iven C. Kincheloe “America’s No.1 Spaceman” was a extraordinary individual in all aspects of his life, especially tucked into the aspects of aviation history. Coming from a humble beginning being born into a lower-middle class family in Detroit, Michigan, on September 7th 1956, five years before NASA had Launched Alan Shepard into space, Iven Kincheloe became the first man to reach “space”. as well as an aerospace and aeronautical engineer, a combat proven ace fighter pilot in the Korean war, and an accreted and awarded test pilot, flying the X-2 jet into space.
Iven Carl KinchLoe, Jr was born in Detroit, Mi, July 2’ 1928, being an only child to his parents Iven Kincheloe, Sr. and Frances Wilder Kincheloe. When Kincheloe “was three his father lost his job in the engineering department at Graha,-Paige motors, and the family moved to a farm in Cassopolis Michigan.”(Mumford). It is said that Iven “received his first airplane ride at the age of four when a barnstormer stopped by the family farm”(Mumford), love for flying was hatched at this point in the young mans life, and his love for flying was largely supported by his parents. Growing up on a Michigan farm, airplanes became an early interest in his life. Beginning by building model airplanes. “You have often seen the other kids gather around him as he gets ready to launch his latest model airplane into the air. Unlike most boys, however, Iven Kincheloe graduated from flying model airplanes to flying the research planes that paved man’s way into space.”(Nurburg) By age 14 he began to attend a local flight school, “being capable of solo flight in only two hours”(Nurburg) , however due to age restriction laws was unable to fly solo til the age of sixteen, but upon his sixteenth birthday graduated from flight school, he quickly went on become an accomplished pilots. Following his graduation from high school he attended Purdue university seeking and achieving a bachelor’s degree in aeronautical engineering, he chose this school believing Purdue offered the best education in the field of aeronautics, fueling his aviation career. Although his parents had hoped their only son would become an attorney. The boilmakers of Purdue have a large history in the support of aeronautical feats and the pilots behind them. Sponsoring Amelia Airheart’s Lockheed plane, as well as James Turpin, a pilot of the Wright brothers’ first planes, and George welch, a famous test pilot, Purdue has over 24 graduates who have been put into space.(Nurburg)
It was at Purdue where Iven joined the Air Force Recruit Officer Training Core (ROTC) program thus sealing his fate to continue as a pilot “At a summer ROTC encampment at Wright-Patterson Air Force Base in 1948, he met his life idol, Chuck Yeager, who just a few months earlier became the first person to exceed the speed of sound in the Bell X-1 rocket plane. “Yeager liked the blond young ROTC cadet who came with the steady barrage of questions, Yeager even allowed Kincheloe to sit in the cockpit of the Bell X-1 rocket plane. He then wrote to his parents saying – “I think I have found what I really want to do in life now.” However this is not often the story told of Kincehloe during his college years at Indiana Purdue, “During the 1948 football season Purdue’s students awoke one morning to the air let out of the tires of their cars and the campus littered with pamphlets ribbing the Purdue football team. The hijinx could not go unanswered but the Indiana University Campus was now guarded against “visitors” from Purdue. The student council approached Kincheloe, who had organized a flying club and was part owner of a surplus Fairchild PT-19. A short time later the Fairchild PT-19 appeared over the rival school. Swooping low over the campus several times, Kincheloe attracted the attention of a large group of students who had come out to watch. Then Kincheloe tossed a few packages out of the plane, and the students looked up helplessly as ten thousand leaflets came fluttering down on their campus.” (Nurburg)
After graduation in 1949, Iven entered the Air Force, Taking his pilot training at Randolph Air Force Base located in Texas, where he received his pilot wings and commissioned. soon he became an accomplished test pilot, volunteering for the duty, beginning in August 4 1950 he began testing at the time the brand new, F-86E Saber project, at Edwards Air Force Base, California.
On To Becoming An Ace
However at the beginning of the Korean War, Iven was sent out and assigned as a replacement pilot to the 325th fighter intercept squadron. Here he flew mostly escort missions, protecting the large B-29 bombers and Rf-80s from the MiG fighters flown by the communists. He wished to see combat immediately but however went to fly 16 missions before ever seeing any combat, however he was quickly recognized as a rare talent and was then transferred to the 25th fighter intercept squadron, the “Assam Draggins”,51st Fighter Intercept Wing, flying the F-86Es, the same plane model Iven tested and helped develop back in the United States just a few years earlier, He named his personal Saber fighter jet, Ivan, “unclear weather it referred to his own name(mis-spelled) or towards the Russian MiGs he faced. He damaged his first MiG-15 on his very first combat mission with the 25th squadron, on January 6th near Uilu on the 19th of January, “where he led four f-86s in an outgunned attack against more then 10 enemy Mig fighter jets”, in the dogfight,”Kinch shot down the enemy “Red” communist formation leader, then took damage to his own plane, then went on to down second ‘Red” mig, a rare double”(Thompson)., this is where he earned his war time promotion to captain and was awarded his first Distinguished flying cross for the bravery and combat effectiveness shown in the mission and attack. With his advanced skills and confidence he became the tenth jet ace in Korea, achieving his acehood when Kincehloe “was escorting a group of F-84s just south of the Yalu River when someone spotted a dozen MIGS patrolling the river, outnumbered, he swooped behind a MIG and let him have a long burst right up the tailpipe”, after downing his fifth red plane in a 40 minute battle, it was was the roughest fight fight in his 89 missions he went on to report” (Thompson). He went on to fly a total of 131 combat missions 101 behind the F-86 Saber, and 30 missions in the Shortie F-80 Shooting Star. Thoughout his time spent flying in the Korean war he earned the Silver Star, three distinguished flying crosses, and four air medals. The 51st fighter squadron produced 6 fighter aces through out the Korean war.
Upon Returning to the United States in 1953 he was assigned to Nellis Air Force Base, Nevada, as an instructor for gunnery school. Much to Kinechloe’s disappointment. He went on to considering even resigning form the air force as his promotion to captaincy was reduced to the rank of first lieutenant. This was due to his promotion being considered a combat promotion and not valid in back in peacetime America.
He kept his enthusiasm for his aviation carrier alive when he volunteered for a pilot exchange program with the United Kingdom’s Royal Air Force, completing a course at the Empire Test Pilots School in Farnborough England.This is where he met his future wife Dorothy Heining, who was In the UK visiting form San Francisco. He returned stateside in June 1955. Where he married Dorothy, later having his only child a daughter, Jeannie Kicnheloe. He soon received his dream assignment at the Air Force Flight Test Center at Edward Air Force Base, California, where he had been participating in flight testing before his deployment to Korea. Upon arrival he quickly began participating in flight development of all present century type aircraft for the air force. Kincheloe “flew a total of 70 different aircraft both U.S. and foreign”(Thompson). He was then selected to be pilot of the x-2 program.
on September 7, 1956, five years before NASA had launched Alan Shepard into space, Iven Kincheloe became the first man to reach “space”. “Flying a supersonic plane to a record altitude height of over 126,000 ft.” At 9:17 a.m. on September 7, 1956, the X-2 dropped from the belly of the B-50 at 29,500 feet and Kincheloe started his journey to an altitude no man had ever explored. The X-2 shot upward, its rocket tubes spitting a long white trail … 45,000 feet … 55,000 feet. 65,000 and still going strong Kincheloe’s voice was recorded on tape as he calmly reported his instrument readings, ninety thousand feet. The X-2 climbed at more than one thousand five hundred miles per hour, one hundred thousand feet. Two minutes and thirteen seconds after he started the climb the rocket engines ran out of fuel, but the X-2’s momentum carried it upward. Iven Kincheloe was in space. Almost 100 percent of the earth’s atmosphere was beneath him.”(NationalAviation) This is the feat that earned him the title of the “first of the spacemen. “As he retuned to earth he did so in a vertical dive at more then 1,700 mph, touching down on the airstrip at over 250mph”, sliding down the runway for over a mile before the jet came to a complete stop. The feat quickly earned Kincheloe celebrity status in the world. He appeared on the popular television game show” I’ve Got a Secret, where the panel was supposed to guess what he did. Because he was so famous, it didn’t take long”.(National Aviation)
On August 1957, the “Kincheloe was presented with the Mackay Trophy, for the most meritorious flight of the proceeding year” by the Air Force Chief of Staff General Thomas D. White. ” A month later Kincheloe was selected as the X-15 project test pilot. A dream for Kincheloe. Kincheloe spent the spare time in between “undergoing a rigorous training program. He was introduced to the centrifuge which simulated the G forces he would encounter in the X-15. He participated in experiments in weightlessness and spent hours in a mock-up of the X-15’s cabin. He tested his new space suit as well as his own reaction in a vacuum chamber which would simulate as altitude of one hundred miles. In June 1958, he got his first look at the nearly completed X-15 in which he planned to “blast out of this world.”(PcNewswire)
The Death and Continued Legacy of Iven Kincheloe
While still waiting for the finishing of the newly designed and built X-15 Jet, Kincheloe was killed, on July 26th 1958 while flying an “F-104A Starfighter, the cockpit of the jet known as the “missile-with-a-man-in-it”, Kincheloe was flying as the “chase pilot during the test flight of (another) F-104” when his engine suddenly “flamed out”. Ejecting at a low altitude, with the plane “inverted”, Iven inverting it himself, this being due to the F-104 having the pilot eject out of the bottom of the plane, unlike most jets that eject the pilot upwards through the air shield. Iven perished in the crash. Neil Armstraing, upon hearing of Kincheloes death said “I know had he survived that he may very well have been selected for the astronaut program” (Nurburg)He “posthumously received a number of awards for pioneer experimental flights, including the air force association David C. Shilling Award, the Astronautic award from the American rocket society, and the legion of merit from the air force.”( Kincheloe was buried at Arlington National Cemetery with full military honors on August 1st, 1958.
Nearly three years later, the X-15 flew its way into aviation history, while being piloted by Joseph A. Walker, on June 27th 1962, the X-15 flew into the history books accomplishing a speed of 4,105 mph. A month later, Kincheloes alternate pilot Bob White, reached an altitude height of 314,750 feet, nearly 60 miles over earth, into space.(Americas first spaceman)
Iven’s legacy lives on today in numerous societies and schools. Including the The Society of experimental Test Pilots, which has their most prestigious award for outstanding professional accomplishment in the conduct of flight testing named after him, The Iven C. Kincheloe award. The presentation of this award is the highlight of the annual awards banquet, and a visible manifestation of the societies contribution to the aviation community as a whole. Purdue university has also perpetuated the memory by creating a scholarship fund named in his honor to aid undergraduate aeronautical and astronautical engineering students. Iven Kincheloe is also featured in the Dowagiac Area History Museum located on the campus of Southwestern Michigan College, specificaly in the section “small town, big world: Locals who became famous. His name was also remembered for some time in the renaming of Kinross air force base to Kinchelow AFB named after him located in Su St Marie, the base was shut down, and when reactivated in 1955, at this time it was renamed as Kinchelow Air Force Base. The base was home of the 501st fight squadron. Also becoming the location of the CIM-10 Bomarc Surface-toe-air Milssels. Later became the Semi Automatic Ground Enviroment (SAGE) data center, “SAGE system was a computer-controlled network linking Air Force (and later FAA) General Surveillance Radar stations into a centralized center for Air Defense, intended to provide early warning and response for a Soviet nuclear attack.”(Thisweekinhistory)
Iven Kincheloe was a small farm town kid who went on to fulfill his childhood dreams of becoming a pilot, not just a pilot but an accredited fighter pilot ace, receiving numerous medals, an accredited engineer, an accredited and awarded test pilot, breaking history by becoming the first man In space. Upon his death having numerous awards and scholarships named in his honor, and after his accomplishments. Iven Kincheloe is the essential definition of the true American, and will be remembered though history for his accomplishments and as “Americas #1 Spaceman”.
- Thompson, Warren. “F-86 Sabre Aces of the 51st Fighter Wing.” Google Books. Osprey Publishing, n.d. Web. 11 Dec. 2015. <https://books.google.com/books?
- Nurburg, John. “Wings of Their Dreams.” Google Books. Purdue University, n.d. Web. 11 Dec. 2015. <https://books.google.com/books?
- “America’s First Spaceman.” NPR. NPR, 25 July 2003. Web. 11 Dec. 2015.
- Mumford, L. (2014, Jan 13). ‘Small town, big world: Locals who made history’. McClatchy – Tribune Business News
- AP Wirephoto: From, A. F. (1952, Apr 08). Photo standalone 3 — no title. Chicago Daily Tribune (1923-1963) Retrieved from http://search.proquest.com/docview/178231973?accountid=28041
- Scaled composites’ mark stucky earns 2013 iven C. kincheloe award from the society of experimental test pilots. (2013, Nov 01). PR Newswire Retrieved from http://search.proquest.com/docview/1447649698?accountid=28041
- This week in history. (2010). Air Force Times, , 30. Retrieved from http://search.proquest.com/docview/751504100?accountid=28041
- Iven Cark Kincheloe, Jr. Test Pilot( Enshirned 2011,1928-1959) (2015)http://www.nationalaviation.org/kincheloe-jr-iven-carl/ | aerospace |
https://news.alphastreet.com/boeing-ends-objection-to-united-tech-and-rockwell-mega-deal/ | 2023-01-27T22:04:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764495012.84/warc/CC-MAIN-20230127195946-20230127225946-00441.warc.gz | 0.959356 | 414 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__210212031 | en | United Technologies (UTX) and Rockwell Collins (COL) are inching toward an accord for the biggest-ever merger in the aerospace industry, with Boeing (BA) withdrawing its objection. Surprisingly, there are hardly any regulatory obstacles to this merger. The deal didn’t stumble on any antitrust issues. But it did disturb Boeing and European rival Airbus, both voicing their opinion against the mega-deal stating that it would damage competition.
This is not the first that Boeing and Airbus have been against a potential merger in its sector. Both companies displayed a similar disagreement when Honeywell and United Tech were musing on a deal.
The two giants were tough on this new merger as well. Boeing even threatened to end some of its contracts with United Tech’s UTC aerospace system division and Rockwell — Boeing’s major suppliers of avionic systems — as the union of the two companies could cut competition within the supply chain. Many have pointed out that the potential merger would hit Boeing’s in-house supplier Boeing Avionics, dragging it into the competition.
But all that is in the past now, with Boeing giving its thumbs up on United Tech and Rockwell’s mega-deal. The aircraft giant changed its statements after it reached an agreement with the two suppliers to help assist the company’s cost-cutting initiative.
Visa Inc. (NYSE: V) reported first quarter 2023 earnings results today. Net revenues grew 12% year-over-year to $7.9 billion. GAAP net income rose 6% to $4.2 billion while EPS grew
Intel Corporation (NASDAQ: INTC) Thursday reported a decline in adjusted earnings and revenues for the fourth quarter. The semiconductor giant also provided guidance for the first quarter of 2023. Fourth-quarter
Shares of McCormick & Company Inc. (NYSE: MKC) were down over 5% on Thursday after the company missed expectations on its fourth quarter 2022 results and provided a lower-than-expected earnings | aerospace |
https://theufocasebook.freeforums.net/thread/13/great-airships-1800s | 2021-02-26T18:36:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178357935.29/warc/CC-MAIN-20210226175238-20210226205238-00638.warc.gz | 0.976739 | 277 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__32893098 | en | As far as we know, no one else had developed the capability of sustained air flight, at least on this planet. But early accounts of our first settlers included an occasional report of something flying in the sky. These happen chance sightings were normally made when one would check the sky for weather conditions, or see birds fly over.
The Sonora Aero Club was a secret society of designers that met in California in the late 1800s. An incredible library of art was put tohether by Stephano Romano. Its on FB www.facebook.com/pg/Stephen-Romano-Gallery-138859142872578/photos/?tab=album&album_id=479218115503344 The artis was Charles A A Dellaschau . Thanks to SPF33, an artist in his own right brung it to our attention many many years ago for some of their drone like retro qualities..but certainly dreams of flight have captured man for a millennia. And who knows how many private tinkerers succeed before the dirigibles became all the rage.
At the time the airships were seen, we had airships. However, the airships supposedly had searchlights. We had searchlights back then too--since the 1870s in fact. What I don't know is if the two were combinable back then. | aerospace |
https://www.revoi.in/brahmos-supersonic-cruise-missile-successfully-test-fired/ | 2020-10-28T17:14:49 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107900200.97/warc/CC-MAIN-20201028162226-20201028192226-00590.warc.gz | 0.938059 | 535 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__65013928 | en | NEW DELHI, Oct 18: BrahMos, the supersonic cruise missile was successfully test fired from Indian Navy’s indigenously-built stealth destroyer INS Chennai on Sunday hitting a pre-designated target in the Arabian Sea. The missile hit the target successfully with pin-point accuracy after performing high-level and extremely complex manoeuvres, a statement issued by the defence ministry said.
The 290-km range missile — an Indo-Russian joint venture — has land, air and naval variants.
“BrahMos as ‘prime strike weapon’ will ensure the warship’s invincibility by engaging naval surface targets at long ranges, thus making the destroyer another lethal platform of Indian Navy. The highly versatile BrahMos has been jointly designed, developed and produced by India and Russia,” the statement said.
Defence minister Rajnath Singh congratulated DRDO, BrahMos and Indian Navy for the successful launch.
Secretary DDR&D & Chairman DRDO Dr G Satheesh Reddy, congratulated the scientists and all personnel of DRDO, BrahMos, Indian Navy and industry for the successful feat. He stated that BrahMos missiles would add to the capabilities of Indian Armed Forces in many ways.
According to official sources, the missile has a top speed of Mach 2.8 — nearly three times the speed of sound. It was in the series of nearly a dozen odd advanced weapons India has test-fired in the last few months, particularly after China’s misadventure in Ladakh in May.
India had test fired another variant of extended-range BrahMos supersonic cruise missile that can hit targets 400 km away. It was test fired from the Integrated Test Range at Balasore in Odisha about a fortnight ago.
The sources said the configuration of the existing missile — the world’s fastest supersonic cruise missile — had been tweaked to enhance its range. Increasing the missile’s range became possible after India’s induction into the Missile Technology Control Regime (MTCR) in June, 2016.
Commissioned into the navy in November 2016, the 7,500-tonne INS Chennai incorporates new design concepts for improved survivability, stealth and manoeuvrability. The warship can carry 16 BrahMos missiles in two eight-cell vertical launch systems, besides other sophisticated weapons and sensors, officials said.
Other weapons recently tested by India include a new version of the nuclear-capable hypersonic Shaurya missile with a range of 750 km and the anti-radiation missile to take down enemy radars and surveillance systems. | aerospace |
https://mykiltmaker.com/products/sterling-silver-cap-badge-united-states-air-force | 2018-10-20T04:51:47 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512504.64/warc/CC-MAIN-20181020034552-20181020060052-00026.warc.gz | 0.907046 | 501 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__222291733 | en | Sterling Silver Cap Badge: United States Air Force
Hand Cast 925 Sterling Silver Commemorative United States Air Force Bag Pipers Crest Cap Badge Measures 2″ in Diameter.
Scottish Style Belted Crest Badge worn by Scottish American United States Air Force Veterans, Bag Pipers and family members to show support for their loved ones who have served.
Belt Reads United States Air Force and within the belt is a depiction of the classic World War II “Hap Arnold” Winged Insignia commemorating the History of the United States Air Force.
Like most military insignia, the US Air Force logo is steeped in symbolism. Some connections are obvious, while others are a bit more subtle, including a surprising link to one of history's greatest wartime leaders.
The bent wings with a star and circle are meant to symbolize the service’s heritage.
Part of the symbol’s inspiration can be attributed to Winston Churchill.
While designing the famous wings upon which the Air Force symbol is based, Army Air Force General Henry “Hap” Arnold and his artist drew inspiration from a photo of British Prime Minister Winston Churchill’s famous “V for Victory” hand gesture. When Arnold saw a sketch of the wings bent up rather than straight, he reportedly exclaimed “That’s exactly what I wanted!”
Making up the top half of the symbol, the wings signify the enlisted men and women of the Air Force.
The section is divided into six sections to illustrate the Air Force’s distinct capabilities: air and space superiority, global attack, rapid global mobility, precision engagement, information superiority, and agile combat support.
The center sphere represents Earth.
While it’s ironic that the smallest portion of the symbol is meant to represent something as large as planet Earth, the globe in this instance shows the obligation of the service to secure our nation’s freedom with Global Vigilance, Reach and Power.
Arguably, the most meaning-packed section is the center star.
The five points of the star stand for each component of the total force and family: Active Duty, Civilians, Reserve, Guard and Retirees. In addition, the star represents the Air Force’s space force, as well as representing the officer corps that leads the service.
The United States Air Force became an autonomous branch of the American Armed Services in 1947. | aerospace |
https://www.spaceanswers.com/space-exploration/made-in-space-to-step-up-off-earth-production-of-valuable-optical-fibre/ | 2023-12-03T08:09:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00275.warc.gz | 0.925034 | 785 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__156127349 | en | Off-Earth production of the valuable optical fibre ZBLAN will soon reach Phase 2, if all goes according to plan.
California-based company Made In Space has already produced ZBLAN in orbit on four separate occasions, using a microwave-size machine that traveled to and from the International Space Station (ISS) aboard SpaceX Dragon cargo capsules.
The results of these early tests were promising, Made In Space representatives said, so the company intends to ratchet things up.
“We’re going to launch a slightly larger facility to the space station in about the next year or so to produce more material, both for additional study and for potential sale,” Andrew Rush, Made In Space president and CEO, said late in August 2019 during a media event at NASA’s Ames Research Center in Silicon Valley, which featured a visit by NASA Administrator Jim Bridenstine. (Made In Space has facilities on the Ames campus.)
“We have some good potential customers lined up already,” Rush added.
One of Made In Space’s main goals is to help establish a robust off-Earth economy, which, in turn, could enable humanity to extend its footprint out into the Solar System. The company views ZBLAN production as an important early step in that direction.
The material has the potential to be markedly superior to traditional silica-based optical fibre, but it’s difficult to make on Earth because our planet’s strong gravity induces imperfections in the ZBLAN crystal lattice, Made In Space representatives have said.
And ZBLAN is both lightweight and valuable, selling for about £80 ($100) per meter, Rush said. So it could be a good gateway product, demonstrating the commercial viability of off-Earth manufacturing and allowing Made In Space to turn a tidy profit at the same time.
But the company isn’t putting all of its eggs in the ZBLAN basket. Made In Space has also launched two 3D printers to the ISS, one of which, the Additive Manufacturing Facility (AMF), is available for commercial use.
And another machine should be going up soon, before the second-generation ZBLAN facility launches: Made In Space aims to loft its Plastic Recycler to the ISS sometime this fall, Rush said. The Recycler will process waste plastic into feedstock filaments the AMF can use, demonstrating technology that could increase the efficiency and sustainability of exploration missions.
Then there’s Archinaut, Made In Space’s spacecraft-assembly technology. The system consists of a 3D printer and robotic manipulator arms, which together could repair and augment existing satellites as well as build entirely new structures on orbit.
NASA recently awarded Made In Space $73.7 million to give Archinaut its first orbital test. The Archinaut One demonstration mission will launch aboard a Rocket Lab Electron booster as early as 2022.
NASA thinks the return on that investment could end up being huge.
“If we can actually manufacture in space rather than manufacturing on Earth and launching everything, it can be an absolute game-changer that enables us as an agency to optimise what we’re trying to achieve,” Bridenstine said.
“We think about larger antennas, or larger [space telescope] apertures or the ability to print things in three dimensions in space and then robotically assemble those things — that has capabilities that are going to be absolutely game-changing for NASA but also really for our other partners in the U.S. government and commercial industry at the same time,” he added.
Keep up to date with the latest news in All About Space – available every month for just £4.99. Alternatively you can subscribe here for a fraction of the price! | aerospace |
http://regator.com/academics/astronomy/new/ | 2014-03-07T22:22:30 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999651529/warc/CC-MAIN-20140305060731-00044-ip-10-183-142-35.ec2.internal.warc.gz | 0.931451 | 1,158 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__210768853 | en | For a town dependent on Stars, there are far too few people here who look up at the sky. But come this Sunday, March 9, the epic series of science, space and humanity will return: Cosmos: A Spacetime Odyssey. Why does it matter for Hollywood, specifically? I'll tell you why it will. And then why it should.
The Arizona House approved this week legislation to provide liability indemnification for commercial spaceflight operators in the state. The bill, HB2163, passed unanimously Wednesday after goes on to the state Senate. The bill is similar to laws in several other states that requires spaceflight participants to sign a liability release agreement, and protects companies in [...]
Last week, my fellow Board Member Neil deGrasse Tyson and I were invited to be presenters at the first edition of the White House Film Festival. Neil asked the President if we could take a selfie with him. In those few moments, the President, Neil, and I spoke about science and space exploration.
The good news for planetary scientists in NASA’s fiscal year 2015 budget proposal is that the agency is seeking funding for the first time for “pre-formulation” work on a mission to Jupiter’s moon Europa, where some scientists speculate life could exist in oceans beneath the moon’s icy surface. The uncertain—and potentially bad—news for those scientists, [...]
PlanetVac project leader Kris Zacny of Honeybee Robotics reports on presenting results of the Planetary Society project PlanetVac that created a prototype planetary dirt sampling system and tested it under Martian pressures.
Astronomers say that magnetic storms in the gas orbiting young stars may explain a mystery that has persisted since before 2006. read more
Continue exploring Venus and begin looking at Mars in this video of class 5 of Bruce Betts' Introduction to Planetary Science and Astronomy class.
In a series of drives, Curiosity flew past the "striated terrain" that outcropped at Kylie, and is now negotiating her way around some rockier territory as she makes her way south toward the enticing outcrops of Kimberley.
Today's update from the Mars Express team contains the realisation that, for some of the risks associated with October's Siding Spring flyby, there may not be much the team can do.
Evening sky on Saturday March 8 looking east as seen from Adelaide at 23:00 pm ACDST in South Australia. The asteroid Vesta is just below Mars, and easily visible in binoculars. Similar views will be seen elsewhere at the equivalent local time (click to embiggen). Show More Summary
The ISS passes near the Moon, as seen from Adelaide on the evening of Friday March 7 at 20:35:59 ACDST (changed from the prediction of 20:35:32 ACDST on Sunday). All sky chart showing local times from Heavens Above for Friday March 7 for Adelaide. Show More Summary
The release of NASA’s fiscal year 2015 budget proposal on Tuesday didn’t generate many strong reactions, either positive or negative. “I’m mixed,” writes The Planetary Society’s Casey Dreier in a blog post summarizing the budget. He was pleased there was a small amount of money to begin pre-formulation work on a Europa mission, but worried [...]
Future lunar missions may be fueled by gas stations in space, according to MIT engineers: A spacecraft might dock at a propellant depot, somewhere between the Earth and the moon, and pick up extra rocket fuel before making its way to the lunar surface. read more
I am very excited about 2015, more so than I have been about any year since I started working at The Planetary Society. Dawn will enter orbit at Ceres, and New Horizons, which will fly past Pluto and Charon. But if we want this kindShow More Summary
The Mars Exploration Rover mission put its 10th anniversary in the rear view mirror in February and roved on into its 11th year of surface operations at Endeavour Crater.
NASA announced today that their Europa mission concept studies will be for a sub-$1 billion spacecraft, a level never before imagined for a mission to this watery moon.
The Republican nomination for the Congressional district that includes NASA’s Johnson Space Center (JSC) is headed to a runoff election after Tuesday’s primary, while elsewhere in the state, a longtime member and former chairman of the House Science Committee is also headed to a runoff. In the 36th Congressional District, which just barely includes JSC, [...]
The spiral galaxy ESO 137-001 looks like a dandelion caught in a breeze in this new Hubble Space Telescope image. read more
Stowed inside ESA’s next supply ship to the International Space Station will be one of the most advanced joysticks ever built, designed to test the remote control of robots on the ground from up in orbit. read more
First, let’s set the table (figuratively and literally) for NASA’s fiscal year 2015 budget proposal: Account FY14 Omnibus FY15 PBR FY15 PBR + OGSI SCIENCE $5,151.2 $4,972.0 $5,159.3 - Earth Science $1,826.0 $1,770.3 - Planetary Science $1,345.0 $1,280.3 - Astrophysics $668.0 $607.3 - JWST $658.2 $645.4 - Heliophysics $654.0 $668.9 SPACE TECHNOLOGY $576.0 $705.5 $805.5 [...] | aerospace |
http://bilimhaber.org/index-464.html | 2023-12-07T21:17:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100686.78/warc/CC-MAIN-20231207185656-20231207215656-00081.warc.gz | 0.972936 | 1,591 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__298213859 | en | It was a snowy late-November morning at Chamberlain, South Dakota (9V9). A Pilatus PC-12 had sat out on the ramp during a night of intermittent snowfall and freezing drizzle. Its passengers, who had flown in from Idaho Falls the previous day to hunt pheasants, planned to return home that day.
While the rest of the party was out shooting, the private pilot, 48, and one companion got some isopropyl alcohol de-icing fluid from a hardware store, borrowed a ladder from the hunting lodge at which they had stayed, and spent three hours chipping snow and ice from the wings. The ladder was not tall enough to allow them to reach the upper surface of the T-tail, but the pilot was satisfied that the rest of the airplane was sufficiently clean.
Video of the Pilatus taxiing out showed snow falling heavily and white clumps adhering to parts of the fuselage and vertical tail. A couple of inches of snow (and presumably some ice) lay on the top of the horizontal stabilizer. The takeoff was recorded as well. The Pilatus roared down Runway 31, lifted off, banked to the left, and faded from sight in the snow and mist.
No one at the airport knew it at the time, but it crashed less than a mile from the runway. Of the 12 people aboard, three survived with serious injuries. The pilot was among the nine dead.
Thirty years ago, it would have looked like an open and shut case. Whatever residue of ice remained on the wings must obviously have triggered a premature stall. But we live in a different era now, with flight data and cockpit voice recorders in wide use. They tell accident investigators not what must have happened, but what really did.
The National Transportation Safety Board’s probable cause finding made no mention of snow and ice. It attributed the loss of control after takeoff and the ensuing stall to “the pilot’s improper loading of the airplane, which resulted in reduced static longitudinal stability.” Another contributing factor was “his decision to depart into low instrument meteorological conditions”—although that seems unfair, since the whole point of having an instrument rating and a powerful airplane equipped for flight in known icing is to be able to do exactly that.
The cockpit voice recorder picked up the sounds of passengers boarding the airplane, stomping snow from their shoes, clicking their seat belts. One passenger commented on how many pheasants they had bagged. Another recited a prayer of gratitude for various blessings—it was Thanksgiving weekend—and went on, with eerie prescience, “Father in Heaven, we ask for a special blessing now that we take off in this not-so-great weather and that [Thou wilt] watch over and protect us. Impress upon the mind of [the pilot] that he might know how best to travel this course that we are about to do, and we are thankful for this airplane and ask that You will watch over and protect us.” A collective “Amen” followed.
The pilot and the right-seat occupant radioed the airport manager, who was plowing the runway, to ascertain its condition. Their exchange was somewhat acerbic. The manager frankly told the pilot he must be crazy. The pilot good-naturedly replied that the snow berms on either side of the plowed portion of the strip were not a concern. As it turned out, he was right.
The pilot back-taxied to the approach end of Runway 31 and succeeded in turning the airplane around. The power came up, the Pilatus accelerated, and after 30 seconds it rotated. The pitch angle increased to almost 20 degrees, then eased back to about 10. Practically from the moment of liftoff, the stall warning sounded and an automated voice intoned the word “stall” over and over, no fewer than 19 times. Eleven seconds after rotation, a porpoising motion began, increasing in magnitude and rapidity. The bank angle increased to 64 degrees; the stick pusher actuated and, at a height of 380 feet, the Pilatus stalled.
With granular information from the flight data recorder, the NTSB conducted simulations to ascertain whether the airplane had been controllable and whether the accumulations of snow and ice remaining on it could have been a factor in the accident. The conclusion was that the airplane should have been controllable, and that the snow and ice had not significantly degraded its performance, though they may have affected the elevator control forces.
The data recorder stored a number of previous flights, and the NTSB noted that the pilot, who had 1,260 hours in type, habitually rotated somewhat abruptly, tending to slightly overshoot the desired pitch attitude and then correct. Another pilot who regularly flew the airplane used a gentler, more gradual rotation, which the board found made speed control easier.
The board compared the accident flight with the previous day’s trip from Idaho Falls to Chamberlain. The cabin loading had been similar, and there were pitch oscillations after takeoff on that flight as well. The crux of the matter, in the NTSB’s view, was the combination of heavy weight—the airplane was 107 pounds over gross—and the CG location, several inches behind the aft limit, that resulted from 12 people, none of them lap children, and a great many dead pheasants occupying a 10-passenger airplane. An aft CG is associated with diminished stick forces and weak speed stability, conditions that may be difficult to manage on instruments.
The stall warnings that were heard practically from the moment the airplane rotated were due to the design of the Pilatus’s ice protection system. When ice protection is on, the triggering speeds for both the stall warning and the stick pusher increase considerably. According to the flight manual, the target rotation speed at max gross in icing conditions was 92 knots. The pilot rotated at 88, possibly because he wanted to get clear of snow build-up on the partially plowed runway. When the actual stall occurred, however, the indicated airspeed was only 80 knots.
One can speculate about what passed through the pilot’s mind during the few seconds between the liftoff and the stall. The aural stall warning must have taken him by surprise. Since he had just spent hours removing snow and ice, his first thought may have been that it was caused by some lingering contamination on the wings. But now he was in near-whiteout conditions, and too low to risk pushing the nose down decisively. The airplane may not have responded to a gentle push on the yoke. Pitch oscillations made speed control difficult. There was little time to analyze or adapt—only enough for an exclaimed “Oh no!”
The pilot was the kind of person whom you would expect to follow rules. Yet he ignored the CG limits. Did he feel undue pressure to get his passengers back home? Probably not. There is no indication that he hesitated or considered the takeoff dangerous; in fact, he seemed less concerned than his prayerful passengers were. Did he understand how the extreme aft loading could affect the airplane’s flying qualities? He had made a similar flight the day before. Did he begin this one thinking it would be exactly the same?
Sometimes you don’t know how near the edge you are until you go over it.
This article is based on the National Transportation Safety Board’s report of the accident and is intended to bring the issues raised to our readers’ attention. It is not intended to judge or to reach any definitive conclusions about the ability or capacity of any person, living or dead, or any aircraft or accessory. | aerospace |
https://fltdepartment.com/company-info/ | 2024-04-16T01:33:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817036.4/warc/CC-MAIN-20240416000407-20240416030407-00541.warc.gz | 0.955099 | 198 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__90528249 | en | In today’s highly competitive business environment, managing aircraft has never been more challenging for companies of any size or industry – especially those whose primary focus is not based in the aviation industry and have to manage the complex operating requirements of Corporate Flight Departments.
The complexity can be overwhelming: tracking hours flown, expenses incurred, crews on duty; all while minimizing risks such as improper utilization or inaccurate tracking causing additional maintenance costs.
While each flight department is unique and adhere to the same set of rules, they might be operated differently. So, the company has refined over time the ability to address these pain points in the industry by creating customizable workflows that allow each company to operate in a manner that makes sense for them.
Understanding each flight department must track flight logs, track expenses, ensure their crews are current & qualified and much more. By providing other tools for efficient operations. FLTDepartment.com operates on a simple premise: “We make your life easier.” | aerospace |
https://www.universiteitleiden.nl/en/news/2018/05/a-sizzling-summer-of-space | 2022-08-19T23:46:23 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573849.97/warc/CC-MAIN-20220819222115-20220820012115-00539.warc.gz | 0.90854 | 502 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__107989774 | en | A Sizzling Summer of Space
For the first time in the Netherlands this summer: the Space Studies Programme - an international summer university for those who aspire to a space career. In parallel: the Sizzling Summer of Space, which is a public programme for both young and old.
The International Space University’s (ISU) Space Studies Programme (SSP) is coming to the Netherlands for the first time in its 31-year history. From 24 June until 25 August, recent graduates and young professionals get to know the many facets of aerospace: from space law to aerospace technology and from astronomy to sci-fi. Over two hundred lecturers, guest lecturers, scientists and astronauts from all over the world will be present at the ISU/SSP 2018. Naturally, Dutch space specialists will also play an important role.
Events for a wider audience
Many lectures and events that ISU participants follow outside of their lectures are accessible to a wider audience, such as the Astronauts panel at SpaceExpo in Noordwijk on 2 July; the final of the ISU Robotics Competitions with astronaut André Kuipers at the Science Centre Delft; and the rocket launch in Noordwijk on 21 July (by ISU participants and children).
Sizzling Summer of Space
Under the Sizzling Summer of Space header, there is a public programme full of sizzling space activities for both young and old parallel to the ISU/SSP 2018. The Netherlands Space Office (NSO), TU Delft, Leiden University and ESA are organising this event together with the Dutch space sector and the cities of Leiden, Delft and The Hague.
A glimpse at the programme
- 14 May - Kick-off Sizzling Summer of Space in The Hague
- 17 May - Opening #SelfiesInSpace on the Noordwijk boulevard in the presence of André Kuipers (private, media welcome)
- 25 June - ISU/SSP Opening Ceremony at ESTEC in Noordwijk (private, possibilities for media will be announced in due course)
- 27 June – Hubble Omniversum lecture, The Hague (limited access, media welcome)
- 2 July – Astronauts panel at the Space Expo in Noordwijk
- 14 July - Final of the ISU Robotics Competition at the Science Centre, Delft
- 19 August – Public visitors day at Leiden University | aerospace |
https://quantum-systems.com/about-us/ | 2024-04-18T05:10:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817187.10/warc/CC-MAIN-20240418030928-20240418060928-00775.warc.gz | 0.944998 | 1,796 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__73444772 | en | Transforming decision-making processes through aerial data intelligence.
Quantum Systems is more than just a drone manufacturer; we are an aerial data intelligence company that provides multi-sensor data collection products to government agencies and commercial customers. Our electric vertical take-off and landing (eVTOL) systems boast industry-leading endurance, ease of operation, and reliability.
We are an AND company. With our dual approach – serving both commercial AND defense customers – we are committed to pushing the boundaries of aerial intelligence. This unique position gives us the exclusive advantage of applying commercial development speed to the defense industry.
Customers in the public and private sectors alike use versatile UAS from Quantum Systems for defense, security, humanitarian, and geospatial operations.
With a world-class team and nearly a decade of experience in drones, robotics and imagery collection, Quantum Systems has a proven technology stack and a strong track record of building best-in-class sUAS systems that provide mission-critical data to operators.
Aerial data intelligence at your fingertips. Anytime. Anywhere.
Our vision is to fully automate data acquisition processes and to become the global leader in AI-powered aerial real-time surveillance. To achieve this, the “Apple-Approach” is the only way to go: a combination of great software with world leading hardware. We work on bringing together software and hardware technologies to provide an end-to-end platform for acquiring data, which will serve as the basis for sustainable decisions.
To build the next generation products, we are investing heavily in software. That includes artificial intelligence, which will enhance our ability to provide situational awareness to our operators; edge computing, which facilitates real-time data processing onboard our UAS; and new elements in our mission planning software, which allows operators to orchestrate complex operations with the click of a button.
Quantum Systems is here to disrupt the aerial intelligence industry, by bringing our best-in-class UAS platforms and software together. We have commenced work and sold the first technology demonstrator of a drone-port solution to automate deployment of our systems.
As a next step, we envision an emerging line of business, centered on an automated network of drones where the customer will no longer own the hardware but will directly access the data required.
We are dedicated to building a network of automated drone-ports, or “nests” as we call them, enabling users to collect data on-demand and access real-time analytics as a service.
The visionary and initiator Florian Seibel formed the core team around him in 2011. Florian Seibel met Dr. Michael Kriegel during their PhD work at the Chair of Flight Systems Dynamics at the University of the German Armed Forces in Munich. In 2012, they registered the patent for a vertically launchable unmanned transition aircraft under the patent number DE201210104783. Tobias Kloss and Armin Busse joined shortly after. The team founded Quantum-Systems GmbH in January 2015. Since then, the turnover and the number of employees grew continuously with triple-digit percentage growth year over year. Three of the four founders hold active positions within Quantum-Systems GmbH.
Dipl.-Ing., Co-Founder & CEO
Florian is the visionary initiator and founding CEO of Quantum-Systems. He was an officer in the German Armed Forces from 1999 to 2016 and graduated as an aerospace engineer at the University of Munich.
After his employment as a helicopter pilot in Germany and abroad, he joined the Faculty of Aerospace Engineering at the University of Munich as a research assistant in 2010 working on his PhD. His main fields of activity included the development and operation of different carrier platforms based on multi-copters and fixed-wing UAVs. He never finished his PhD but decided to found Quantum-Systems instead.
Florian is a passionate glider pilot, flight instructor, paraglider, and helicopter pilot. In his spare time, he enjoys long walks and runs with his dog.
Florian is the driving force behind Quantum-Systems, who loves to challenge his engineers daily. His vision is to transform Quantum-Systems into a world leader in AI-powered aerial intelligence.
After the Russian invasion in Ukraine he made the decision to support the Ukrainian Armed Forces in an “whatever it takes” approach. Florian strongly believes in western democratic principles and is ready to defend them.
Dipl.-Ing. & CFO
Throughout his career, Frank Thieser held leading positions in companies within the aviation & defense industry. In previous positions, Frank gathered experience as a manager in large defense procurements within NATO and as an officer in the German Armed Forces in aviation related R&D and procurement.
At Quantum-Systems, Frank oversees Finance and Accounting and is currently focusing on developing the organization for further global expansion.
When not at Quantum-Systems, Frank uses his time for sports and on promoting the start-up ecosystem for the defense and security sector. “We are living in a time, where technology plays an unprecedented role in Europeans sovereignty. Quantum-Systems is not just about UAVs, it’s moreover a contribution to global tech sovereignty.”
MBA, Reserve Officer & CSO
Sven Kruck is the CSO of Quantum-Systems and responsible for the global Sales, Marketing, Product Management and Business Development. As the CSO he plays a key role in the C-level team to fulfill the strategy path of Quantum-Systems. Sven has extensive international experience in sales and as a management consultant. He held several positions within the German Armed Forces and international companies such as Deloitte Consulting and in the Tyczka Group. This included several overseas assignments in the United States, Afghanistan and Myanmar where he was able to apply his in-depth knowledge of information strategies and communication psychology in addition to his sales skills.
In his last role as a managing director at the Tyczka Group, Sven proved his competence as a Sales executive. Besides that, he successfully led several strategy and transformation projects with an impressive track record in revenue growth, process optimization and digitization.
Sven holds an Executive Master of Business Administration (MBA) diploma focused on International Management from Hochschule Reutlingen and a Diploma in Strategic Management from the University of the German Armed Forces in Munich.
Sven's belief is: "Be authentic, work hard and do it."
CEO at Quantum Systems Inc.
Dave Sharpin is the CEO of Quantum-Systems Inc., based in the United States, and Quantum-Systems Pty Ltd in Australia. He has over 35 years of experience in government manned aircraft, unmanned aircraft systems, and robotics, and served in the United States Air Force. Dave began his career as a systems engineer and later transitioned into programs and business development. His first business leadership position was as the VP/GM of a Special Mission Aircraft business, Alliant Techsystems, now known as Northrop Grumman (NOC). He also led the Tactical UAS business segment for AeroVironment (AVAV) and served as the CEO and Chairman of the Board at Auterion Government Solutions.
Dave has always been driven by two factors: a passion to create and deploy new and differentiated aerospace products, and the desire to enable those in the Defense and Security professions to complete their missions in tough environments and come home safely. “Building a new ecosystem of UAS at Quantum-Systems is a dream come true and a capstone to my career", says Dave.
Patented automatic transition systems
The Quantum Systems eVTOL fixed-wing sUAS unite the convenient handling of a multi-rotor drone and the efficient aerodynamics of an airplane into one system – making them unique. “Tilt rotor transition aircraft” is how we call this innovative and patented category of drones. After a vertical take-off and reaching the desired transition altitude, the drone has a short phase of acceleration. During this transition phase, the rotors, driven by electric motors, swivel from the vertical take-off position to a horizontal flight position. The patent for this innovative swivel mechanism and the unique transition technology was granted in 2012.
Our sUAS fly as efficiently as a fixed-wing airplane but allow for the easy vertical take-off and landing of a multi-rotor drone. No runway or catapult or extra equipment are needed for take-off or landing. They land smoothly on their shock-absorbing landing gear. No need for a parachute. This means reduced harm on the sUAS and sensors for an extended product life.
All our systems are designed, engineered, and manufactured in Germany or Europe. | aerospace |
https://cdn.paramountbusinessjets.com/aircraft/hawker-400xp.html | 2022-06-25T01:46:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103033925.2/warc/CC-MAIN-20220625004242-20220625034242-00193.warc.gz | 0.927841 | 1,804 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__110767421 | en | Hawker 400XP Private Jet Charter
Hawker 400XP Private Jet Charter Flights and Prices
Hawker 400XP by Raytheon Aircraft (HS125-400XPR), a popular Light - Specifications, History, and Overview
The average hourly rental rate of the Hawker 400XP is around 3,350 USD per hour.
|Length||48.33 ft||14.73 m|
|Wing Span||43.42 ft||13.23 m|
|Height||13.75 ft||4.19 m|
|Bag. Capacity||25 ft³||1 m³|
|Length||15.49 ft||4.72 m|
|Width||4.92 ft||1.50 m|
|Height||4.76 ft||1.45 m|
|Area||305 ft³||9 m³|
|Purchase New||7 Million||6 Million|
|Purchase Used||5 Million||4 Million|
|Charter Rate||3,350 USD/hour||3,350 EUR/hour|
|IFR Range||1,500 nm||2,778 km|
|Cruise Speed||450 KTAS||833 km/h|
|Certified Ceiling||45,000 ft||13,716 m|
|Rate of Climb||4,020 ft/m||1,225 m/m|
|Takeoff Distance||3,906 ft||1,191 m|
|Landing Distance||5,025 ft||1,532 m|
|Max Takeoff Weight||16,300 lbs||7,394 kg|
|Max Landing Weight||15,700 lbs||7,121 kg|
|Useful Weight||3,300 lbs||1,497 kg|
|Payload with Full Fuel||603 lbs||274 kg|
More about the Hawker 400XP
The Hawker 400XP has a long and winding history, which is reflective of the many changes and tweaks the aircraft has undergone over the years in order to remain relevant in today’s market. To find its roots we must go back as far as 1985. The company we now know as the Hawker Beechcraft Corporation, then owned by Raytheon, decided to buy the Diamond I MU-300 from Mitsubishi. Although the aircraft had been built as the perfect private jet, this was evidently not enough, and the team got to work on modifying the aircraft to make it even better. The result was the original Beechjet 400, a model that would undergo many more transformations over the years.
A few years later in 1989, the Beechjet 400A was introduced. With an increased payload and landing weight, an extra bathroom, more fuel capacity, soundproofed cabins and higher ceilings which would be indicative of the supreme level of comfort synonymous with the aircraft, a great improvement was already evident in the 400A. In the ensuing years, the aircraft was tweaked, touched up and tested until in 2003 the name itself got a revamp, being rebranded as the Hawker 400XP. The thinking was that, as a flight-crew flown vehicle, the Hawker name represented the flying experience more aptly than the Beechcraft and its owner-flown connotations.
Despite the many changes the Hawker 400XP has experienced in its long history, the one consistent has been in the sales department. Interest in the accomplished aircraft has never wavered, and this is a testament to its ability to put the customer experience above all else. This much is obvious as soon as passengers step foot in the cabin.
Ever since its inception, space and comfort have always been at the forefront of the Hawker 400XP’s priorities. In its most modern form, the cabin is neither cubed nor rounded, instead opting for a flat floor and curved ceilings, maximizing on potential space in a pragmatic way. A small touch, perhaps, but one that hints at the customer-centric nature of the aircraft’s design.
Key Features of the Hawker 400XP
In total, the cabin spans over 300 cubic ft with space for seven passengers (or more if you’re willing to sacrifice on comfort – but that’s not in the Hawker 400XP’s nature). Tables fold out to ensure you’re never far from a resting place, or to make the aircraft seem even more spacious when not in use. Chairs rotate 180 degrees to allow passengers to manually reconfigure the cabin’s layout, or even to aid the ease of conversation in a multi-passenger flight. A refreshments cabinet ensures guests have all they need without taking up too much room; that space is saved for the fully enclosed lavatory, which makes sure passengers maintain their privacy when nature calls.
If the immense cabin space and a high degree of comfort onboard aren’t enough to turn your head, perhaps the aircraft’s performance will be. It takes the Hawker 400XP less than 20 minutes to take off and elevate to its 37,000 ft cruising altitude, which is impressively quick for an aircraft of this size and cost. Once the aircraft has reached a comfortable height it is capable of hitting 450 ktas. This makes it ideal for shorter trips, and this in itself indicates why the aircraft has endured such popularity over a long period of time, even though more modern aircraft have been invented since it hit the market. Short distance, high comfort flights are what the Hawker 400XP was made for, and this is perfect for business flights and flyers that prioritize comfort above cost.
Capabilities of the Hawker 400XP
G5000 avionics suite
With that being said, the Hawker 400XP is more than capable of long-distance trips. It can comfortably carry four passengers on a journey exceeding 1,300 miles and does so with fuel consumption which is surprisingly comparable to much more modern aircraft. But that is not to suggest that the Hawker 400XP has fallen behind in the technology stakes; in mid-late 2016, the US Federal Aviation Administration approved the proposal for Garmin to install its G5000 avionics suite into the Hawker 400XP.
“The G5000 modernizes the cockpit, increases aircraft utility, offers significant weight savings and provides operators with a solution to fulfill global next generation airspace initiatives,” Garmin said in a statement. “The G5000 flight deck is estimated to provide a weight saving of 150lb [68kg] or more compared to the current [Rockwell Collins Pro Line 4] system, allowing additional baggage, passenger and fuel load flexibility.”
Vice President Phil Straub described the development as a “monumental accomplishment” for the company:
“The G5000 offers an elevated level of situational awareness and advanced flight deck capabilities that surpass other solutions available on the market today while solving a broad range of worldwide operational requirements.”
The G5000 itself involves installing three individual 12” LCD displays to assist the pilot with a wide range of flight tools, from electronic charts and XM weather display to measurements which help the pilot guide the plane with vertical maneuvers. Pilots will find it easier to take readings on the state of the aircraft’s engine, and new traffic collision avoidance system information ensures that passengers will be safer than ever before.
This might all sound like a technological overhaul, and indeed it does represent a smart improvement on the existing system, but the fact is that this is merely the latest in a long line of improvements that have made the Hawker 400XP so popular for such a long time. The Hawker 400XP, in its many forms, has always managed to maintain what made it great, to begin with, whilst ensuring it adapts enough to keep up with the ever-developing technology in a vastly competitive industry. It combines the comfort and spaciousness that customers loved when it first burst onto the scene with carefully selected upgrades to its equipment, always maintain the space-and-comfort-first ethos which has seen the Hawker 400XP become such an important part of modern aviation history.
Related Light JetsBack to all Light Jets
Compare Other Private Jets to a Hawker 400XP
Choose up to 3 aircraft below to compare them side by side. | aerospace |
https://de.readrate.com/deu/books/fault-tolerant-flight-control-and-guidance-systems | 2018-12-16T01:43:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827175.38/warc/CC-MAIN-20181216003916-20181216025916-00514.warc.gz | 0.903688 | 184 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__152716451 | en | Unmanned aerial vehicles (UAVs) offer a means of gathering intelligence and carrying out missions. The benefits are considerable in terms of cost, efficiency, and reduced pilot risk. To complete a mission efficiently and with a high level of safety and security: the flight control system must be robust against model uncertainties and external disturbances; an efficient fault detection and isolation system; the flight control and guidance system should be reconfigurable depending on actuator fault occurrence or aircraft damage, and able to avoid obstacles. This book addresses all of these aspects with a practical approach following three main requirements: applicability in real-time; computational efficiency; and modularity. The text provides: an overview of fault-tolerant flight control techniques; the necessary equations for the modeling of small UAVs; a complete nonlinear fault detection and isolation system based on extended Kalman filters; a nonlinear flight control and guidance system. | aerospace |
https://mtgelectronics.com/raytheon-shoots-down-icbm-in-homeland-defense-test/ | 2022-06-26T01:12:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103036363.5/warc/CC-MAIN-20220626010644-20220626040644-00273.warc.gz | 0.783713 | 311 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__36619008 | en | “As part of a historic Missile Defense Agency demonstration and for the first time ever, an intercontinental ballistic missile target was intercepted and destroyed outside Earth’s atmosphere by an advanced SM-3 Block IIA ballistic missile defense interceptor made by Raytheon Missiles & Defense,” Raytheon (RTX -1.2%) writes in a new press release.
https://i0.wp.com/mtgelectronics.com/wp-content/uploads/2020/11/AMRAAM-Raytheon-Site-scaled.jpg?fit=2560%2C1707&ssl=1 1707 2560 admin https://mtgelectronics.com/wp-content/uploads/2021/03/MTG-logo-for-site-300x100-1.png admin2020-11-17 10:18:532020-11-17 10:24:06Raytheon shoots down ICBM in homeland defense test
- Enics Merges with GPV to Create a European Electronics GiantJune 23, 2022 - 1:11 pm
- Panthronics announces integrated listener for NFC wireless charging cuts board footprintJune 22, 2022 - 9:00 am
- EOL: The Chip Shortage You Don’t See ComingJune 21, 2022 - 3:24 pm
- Investing in Harsh Environment Solutions for Oil & Gas ExplorationJune 21, 2022 - 2:25 pm | aerospace |
https://clapway.com/2016/04/11/spacex-hotel-5-things/ | 2020-08-15T10:39:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439740838.3/warc/CC-MAIN-20200815094903-20200815124903-00473.warc.gz | 0.931655 | 653 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__140638946 | en | SpaceX launched their ISS resupply rocket on Friday. Despite being a fascinating feat on its own, the mission had one particularly interesting piece of cargo. The Bigelow Expandable Activity Module (BEAM) will spend the next two years undergoing tests in space. It very well could serve as the first ever space hotel. Here are five hospitable facts you should know.
1. LIVING IT UP AT THE HOTEL SPACEX
Living it up the Hotel SpaceX may someday be a possibility, but not at least for a while. The inflatable space module known as BEAM will have to undergo two years of testing in space in order to see its potential for human functionality. Only then can you call up the captain, and say please bring me my wine. Of course, he’ll respond by saying we haven’t had that spirit here since nineteen sixty-nine. Now that the Eagles reference is out of the way, we shall move on.
2. BEAM HAS A RADIATION SHIELD
Space, although beautiful, is a dangerous place. If the lack of oxygen, lonely ISS Russians, asteroids or aliens don’t kill you first, then the radiation will surely get to you. Thankfully, Hotel SpaceX will have a flexible material designed to shield humans from radiation. The Kevlar-like design has multiple layers of fabric and closed-cell foam. These vinyl polymer foams are usually found in labs for radiation shield garments and now, they will get their test in space.
3. THE RIGHT STUFF
In addition to providing radiation protection, the BEAM will have to pass a number of other objectives before any fantasy of a space hotel can be solidified. For one, SpaceX has to demonstrate a successful launch and deployment of the inflatable module. From there, astronauts will have to implement folding and packaging techniques and install a venting system. While in space, astronauts will have to test thermal, structural, mechanical and long term leak performance before any more steps can taken.
4. A SECOND BEAM TO COME
Bigelow plans to build a second BEAM module for use as an airlock on its Bigelow Space Station. The inflatable nature would provide space for up to three crew or tourists to spacewalk. This is compared with a maximum of two that can currently operate outside of the ISS. It’s unknown whether SpaceX will be delivering this module, but considering their most recent success, the odds are good.
5. DON’T EXPECT A VIEW
A room with a view usually makes for a good hotel, but don’t expect that on the BEAM. It will not have windows. That’s alright, you probably don’t want to see the beauty of Earth from space anyway. Might as well just sit on your cosmic space bed playing on your iPhone. Actually, you won’t be able to do that either. The Beam will have no internal power. Sounds like a great vacation doesn’t it? Perhaps you’d be better off taking that weekend getaway to Gary, Indiana after all.
— NASA (@NASA) April 5, 2016 | aerospace |
http://topics.sae.org/bodies-and-structures/standards/aerospace/ | 2017-05-24T00:30:34 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607726.24/warc/CC-MAIN-20170524001106-20170524021106-00509.warc.gz | 0.83706 | 1,274 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__220795683 | en | This document defines the requirements for spherical, radial-journal, conical and thrust bearings which are of laminated elastomeric construction. These bearings are for use in an environment having a temperature spectrum within a maximum ambient temperature range of -65 degrees F to +160 degrees F while reacting oscillating loads and motions.
Recommended Qualification Tests for Halogen Miniature Lamps Less Than 35 Watts for Aircraft Applications
This SAE Aerospace Recommended Practice (ARP) provides the qualification test procedure requirements for low wattage halogen lamps (less than 35 watts) intended for use primarily in aircraft applications. The purpose of these tests is to provide a laboratory means of determining the performance characteristics of lamps under airplane power and other environmental conditions and to verify the integrity of the lamp design and production processes.
The pupose of this SAE AIR is to provide guidelines for sizing stored energy systems in use in emergency braking systems, in light of their intended purpose and applicable certification regulations.
Identify best practices to reduce tire damage during storage, shipping and handling.
This SAE Aerospace Information Report (AIR) discusses past and present approaches for monitoring the landing gear structure and shock absorber, methods for transient overload detection, techniques for measuring the forces seen by the landing gear structure, and methods for determining the fatigue state of the landing gear structure. This AIR covers the landing gear structure and shock absorber. It does not include the landing gear systems or landing gear wheels, tires and brakes. Landing gear tire condition and pressure monitoring are detailed in AIR4830 and ARP6137, respectively.
This standard covers plain and flanged sleeve bearings which are self-lubricating by incorporating polytetrafluoroethylene (PTFE) in a liner in the bore for use in a temperature range of -65 to +250 ˚F (-54 to +121 °C).
The purpose of this report is to outline the type of damage referred to as “Ladder Cracking”. Discuss how it is being repaired and describe the use of a bearing material that has resolved this problem without introducing other problems.
Minimum Performance Standard for Parts 23, 27, and 29 Aircraft Wheels, Brakes, and Wheel and Brake Assemblies
This SAE Aerospace Standard (AS) prescribes the Minimum Performance Standards (MPS) for wheel, brake, and wheel and brake assemblies to be used on aircraft certificated under 14 CFR Parts 23, 27, and 29. Compliance with this specification is not considered approval for installation on any aircraft.
This recommended practice is intended to recommend the basic shapes and dimensions for knobs used in aircraft. Two basic types of knobs, the bar shape and the round shape, are described, as well as several widely used variations of these two basic shapes.
This specification covers the chromaticity and transmission requirements of aircraft lighting and light transmitting ware in descending order of transmission. It is intended for use in aviation lighting.
BEARING, BALL, AIRFRAME, ANTI-FRAME ANTI-FRICTION, EXTRA LIGHT DUTY, PRECISION CORROSION RESISTANT NITROGEN STEEL (CREN)
This document includes requirements of installations of adequate landing and taxiing lighting systems in aircraft of the following categories: a. Single engine personal and/or liaison type b. Light twin engine c. Large multiengine propeller d. Large multiengine turbojet e. Military high performance fighter and attack f. Helicopter
This SAE Aerospace Recommended Practice (ARP) applies to fatigue testing of landing gear and landing gear components.
This Aerospace Recommended Practice (ARP) offers best practice regarding the implementation of IVHM systems taking into account Human Factors, both the vehicle crew and the maintenance staff. The document will include considerations regarding both military and civil fixed wing aircraft. Safety implications will also be addressed.
This SAE Aerospace Recommended Practice (ARP) includes recommended ground flotation analysis methods for both paved and unpaved airfields with application to both commercial and military aircraft.
This document will outline existing best practices in the instrumentation of landing gears for in-service operation (including flight test, operational loads monitoring, etc.).
This ARP would pull together lessons learned and point to the different documents that have information on rod end locking devices.
This document specifies requirements for an Airborne Landing Guidance System (ALGS) electronic device. This equipment shall derive relative aircraft position and situation information for flight along precision three-dimensional paths within the appropriate coverage area. The precision three-dimensional path may be an ILS straight-in look-alike path or a complex, curved path. The requirements are applicable to electronic devices capable of receiving signals or other information from one or more sources, including but not limited to ILS, MLS, GNSS, or IRU inputs.
Scope is unavailable.
Electrolytically deposited chrome plate is the current standard surface treatment for landing gear component interface surfaces that require good wear resistance and corrosion protection. Chrome plated components are typically plagued by a slight debit in fatigue performance, detrimental mud cracking surface pattern, susceptibility to scoring, wear, and seal leakage. In addition, recent changes in environmental compliance standards place further restrictions on the use of electrolytically deposited chromium. Some commercial applications have already eliminated the use of chrome plate on current and future products. As a result, a substitute for electrolytically deposited chrome plate has been sought for several years. High Velocity Oxygenated Fuel (HVOF) thermal spray coatings have been developed to the point where they are being implemented as an alternative to hard chrome plate on high strength low alloy steels for external surfaces on landing gear applications.
This SAE Aerospace Recommended Practice (ARP) provides design and performance recommendations for emergency exits in the passenger cabin.
BEARING, BALL, AIRFRAME, ANTI-FRICTION, INTERMEDIATE DUTY, CORROSION RESISTANT NITROGEN STEEL (CREN)
This specification covers monolithic glass for use in aircraft glazing. (see 6.1.)
This specification covers laminated glass, ready-cut, with various types of edge attachments, for use in aircraft glazing. | aerospace |
https://space.stackexchange.com/questions/46168/harvesting-venus-atmosphere-to-terraform-mars | 2024-02-29T22:45:33 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474853.43/warc/CC-MAIN-20240229202522-20240229232522-00312.warc.gz | 0.953681 | 914 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__26550155 | en | I would like to counter the naysayers. As long as we're dreaming of terraforming, this seems as good an idea as any.
First, I think there's a bit too much hand-waving along the lines of, "Well, once we could do that, we might as well... do... something... else??"
That begs the question, "What else?"
Two counter-suggestions, namely, using the elements in the Martian crust and using comets and asteroids each bear their own consideration.
Second, I think that there's a lot of heft to the idea of terraforming our solar system as a tandem problem, wherein any solution to the problems of one world may best be addressed by solving an inverse problem on another world. Mars is too cold and its atmosphere too thin. Venus is too warm and its atmosphere too thick.
Still, let's consider the alternatives in depth.
Using the Martian Crust
Considering the elemental composition of Mars's crust is important, but NASA-sponsored research has suggested that there likely is not enough CO2 in Mars's ice caps and crust combined to pressurize the atmosphere for a greenhouse effect (source).
Likewise, the same paper cited in the comments doesn't indicate an abundance of nitrogen in the Martian crust that we could use for terraforming. Certainly any serious terraforming effort would require us to maximize the use of resources "on the ground", but if those resources aren't in the ground we have only one alternative: we will have to go somewhere else for some of our elemental needs to make Mars livable.
Comets and Asteroids
This is likely to be an important piece of the puzzle, in no small part because it's feasible with today's technology. We know how to land spacecraft on comets and asteroids. Likewise, we could conceivably produce rockets with enough thrust to push comets and asteroids into an impact orbit with Mars.
Further, comets and asteroids have lots of desirable materials relevant to terraforming. Comets in particular are rich in water, CO2, methane, and ammonia, which finally gets us the nitrogen from the original question.
My chief question is what would be the actual effort required to wrangle enough comets and asteroids to get Mars's atmosphere up to an Earth-like atmospheric pressure?
There probably is enough raw material in the various asteroids and comets around the solar system to bring the Martian atmosphere up to one atmosphere. Indeed, the NASA paper cited above notes this.
Another idea is to import volatiles by redirecting comets and asteroids to hit Mars. However, the team’s calculations reveal that many thousands would be required; again, not very practical.
So, the question is:
Is it logistically more prohibitive to put enough comet-chasing rockets into space and then turn them all to the purpose of redirecting the orbits of various small bodies than it would be to cart Venusian atmosphere to Mars?
I'm not sure, but let us at least consider the alternative.
Back to Venus
One of the chief objections here is the cost of moving the atmosphere out of Venus's gravity well. Yet this is a central problem to most multi-planetary-scale engineering problems with lots of different proposed solutions. I would like to draw attention to the humble skyhook. Sure, it's not as flashy as a space fountain or space elevator, but it could be perfect for mining the Venusian atmosphere at scale.
On its descent into the atmosphere, one end of the skyhook could begin pumping material out.
On ascent, it could release it into a higher orbit where it could be gathered up and pressurized by an orbital tanker.
From there, it could be shipped off to Mars.
Granted, pressurizing a quadrillion tons of atmosphere and shipping it across the solar system is no mean feat.
And yes, a skyhook for Venus would be the single greatest engineering feat our species has yet accomplished.
Of course, so would putting thousands of comet-moving rockets into deep space.
The question is, what are the relative pros and cons of each approach?
The big advantage to Venus is that we begin the process of thinning Venus's atmosphere, which is an important terraforming project in its own right.
Another advantage I see over comet mining is that it's just one big problem to worry about, rather than thousands of small ones. | aerospace |
https://criticaluncertainties.com/2015/02/20/unreliable-airspeed-we-can-do-better/ | 2022-05-26T11:00:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662604794.68/warc/CC-MAIN-20220526100301-20220526130301-00705.warc.gz | 0.91834 | 984 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__238159760 | en | Unreliable airspeed events pose a significant challenge (and safety risk) because such situations throw onto aircrew the most difficult (and error prone) of human cognitive tasks, that of ‘understanding’ a novel situation. This results in a double whammy for unreliable airspeed incidents. That is the likelihood of an error in ‘understanding’ is far greater than any other error type, and having made that sort of error it’s highly likely that it’s going to be a fatal one.
Then of course there’s the nature of air data sensors themselves, while pneumatic sensor heads may be carefully mapped into aircraft ‘swim lane’ style processing channels, in practice they still share common plumbing, externalities and working principles. So should we be surprised by a string of common cause failures of such systems? Probably not. All this because we still rely on sensors whose basic working principles would be understood by the Wright brothers, hell even by Leonardo Da Vinci.
My question is, can we can do (a little) bit better?
As luck would have it over in the fighter aircraft community the problems and limitations of air data sensors are well understood and alternatives to pneumatic sensing of air data has been a busy research area for many years. One of the incentives is that in air combat there’s a distinct tactical advantage to being able to fly extreme ‘high alpha’ manoeuvres, but in doing so you can (as an example) also run smack into the mechanical limits of the angle of attack sensor vanes. Given that military aircraft can have a tendency to depart abruptly during these sort of situations (1) loss of a critical input to your flight controls like AoA is not as they say, a ‘good thing’.
A practical example to illustrate. On the F/A-18 aircraft at alpha angles above the mechanical limits of the AoA probes an estimator is used to generate an AoA value (Marshall 2004). The estimator uses actual stabilator position and a ‘look up table’ approach, with estimation a function of aircraft gross weight, Nz, and Cz (normal force) (2). During flight within the normal range of the AoA probe the estimator value is blended with the sensor values with the weighting progressively skewing towards the estimator as alpha approaches the limits of angular measure of the traditional vane sensor.
The F/A-18 example is interesting for a number of reasons, first that it’s been fielded into an operational fleet (the F/A-18 D/E/F) so it’s not a theoretical solution but one in service. Secondly the objective of the F/A-18 program was to implement a safety of flight improvement with minimal impact. As a result it uses the existing flight data available within the flight control computers, and there are no hardware modifications. Thirdly the estimator was not used to supplant the existing AoA probes or air data functions (imagine the certification hurdles for that) but instead provide a diverse source that could be fused with the hardware sensors in parts of the flight envelope where their data became questionable (3). Finally a diverse AoA source allows hardware sensors that have been excluded due to hitting the stops to re-enter their respective computational channel on the basis of matching the estimator.
Adding such a diverse source of air data would go a long way towards moving civilian aircraft’s air data systems from their current position of robust fragility to one of resilience. Just as obviously the adoption of a flight proven solution that requires no additional hardware has practical advantages in terms of rolling out such a modification in the real world of customers, dollars and regulators.
Mitchell, E.J., “F/A-18A-D Flight Control Computer OFP Versions 10.6.1 and 10.7 Developmental Flight Testing: Out-of-Controlled Flight Test Program Yields Reduced Falling Leaf Departure Susceptibility and Enhanced Aircraft Maneuverability, Master’s Thesis, University of Tennessee, 2004.
Zeis, K.E., Angle of Attack and Sideslip Estimation Using an Inertial Reference Platform, AFIT/GAE/AA/88J-2, Masters Thesis, Air University, 1988.
1. See for example the falling leaf spin mode in the F/A-18 aircraft, which has claimed a number of aircraft and pilots over the years.
2. The Alpha estimator is based on work done for an F-15 AoA and sideslip estimator using an inertial reference and a Kalman estimator (Zeis 1988).
3. Sideslip is likewise calculated. | aerospace |
http://www.kansas.com/news/business/article1102950.html | 2018-04-26T14:21:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125948214.37/warc/CC-MAIN-20180426125104-20180426145104-00003.warc.gz | 0.933964 | 439 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__101017198 | en | Cessna Aircraft has signed a contract with China Aviation Industry General Aircraft Co. (CAIGA) to form a joint venture company to conduct final assembly of Cessna Citation XLS+ business jets in China for the Chinese market.
Cessna’s relationship with CAIGA “taps into what is expected to be the highest growth aviation market during the coming decade,” Cessna said in a statement.
Formation of the company is subject to various government approvals.
“It’s so exciting,” Cessna spokeswoman Stephanie Harder said of the agreement. Currently she said no Citation XLS+ airplanes operate in China.
Cessna remains close to signing a similar arrangement for its Caravans, she said.
Under the agreement, Cessna will provide component, parts manufacturing and subassemblies for Citation XLS+ jets sold through the joint venture.
Joint venture operations in Zhuhai will be designed to conduct the final assembly, paint, testing, interior installation, customization, flight testing and delivery of Citation XLS+ jets to customers in China.
Management of the joint venture will include board members from Cessna and CAIGA.
A general manager will be nominated by Cessna and the deputy general manager will be nominated by CAIGA.
In March, Cessna signed an overarching agreement with CAIGA’s parent company, Aviation Industry Corp. of China (AVIC), to form joint ventures related to the development of general aviation businesses in China.
The company has been considering the Caravan, Citation XLS+ and Citation Sovereign for joint ventures with AVIC.
At the National Business Aviation Association’s annual convention in Orlando two weeks ago, Cessna president and CEO Scott Ernest said that Cessna was getting close to finalizing a deal.
Ernest was in China for the signing with CAIGA.
Cessna, Hawker Beechcraft and Bombardier are among the exhibitors at the 2012 China International Aviation & Aerospace Exhibition in Zhuhai, Guangdong, China. | aerospace |
https://bevo-militaria.com/shop/new-items/luftwaffe-pilot-summer-flight-hood-netzkopfhaube-by-hdc-1941/ | 2023-11-28T17:11:14 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00639.warc.gz | 0.747889 | 131 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__177762161 | en | Luftwaffe pilot summer flight hood ‘Netzkopfhaube’ by hdc 1941
1 in stock
- Worldwide shipping
- Best overall prices
- Secure Payments
Very nice and well preserved summer ‘Netzkopfhaube’ for a Luftwaffe pilot. Complete with micro- and earphones. Size marked 56, dated 1943 (I deem) and maker marked by hdc (Luftfahrgerätwerk, Hakenfelde G.m.b.H., Berlin-Spandau). All parts remain in good condition and have nice manufacturing stamps. | aerospace |
https://m.aviationweek.com/mro/execujet-mro-expand-capability-malaysia-demand-picks | 2022-12-01T06:29:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710801.42/warc/CC-MAIN-20221201053355-20221201083355-00720.warc.gz | 0.908624 | 168 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__101974282 | en | ExecuJet MRO To Expand Capability In Malaysia As Demand Picks Up
September 09, 2022
SINGAPORE—ExecuJet MRO Services Malaysia is constructing a new purpose-built MRO facility at Subang Airport as it reaches capacity from growing business aviation activities in the region. Construction is expected to commence in October and is scheduled to complete by the end of 2023. The company...
ExecuJet MRO To Expand Capability In Malaysia As Demand Picks Up is part of Aviation Week Network's complimentary online access.
Register now to read this content, plus receive complimentary access to articles from our experts in the global aerospace, air transport, mro, defense and space and business aviation communities.
Already registered to Aviationweek.com or AWIN? Log in with your existing email and password. | aerospace |
https://unitedwithisrael.org/israeli-made-german-drone-patrols-skies-for-2-days-without-landing/ | 2021-09-24T12:33:01 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057524.58/warc/CC-MAIN-20210924110455-20210924140455-00296.warc.gz | 0.953643 | 551 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__206553542 | en | Israel remains the go-to address in the international military drone market for cutting-edge UAV technology.
By Yakir Benzion, United With Israel
Israel Aircraft Industries is known as a world leader in drone technology and was recently tapped by the German Air Force to develop a special Heron drone for the Luftwaffe.
The German model of the Heron TP UAV (unmanned aerial vehicle) completed its first flight in Israel’s skies to test modifications designed for the German Ministry of Defense. The EU company Airbus DS Airborne Solutions, a subsidiary of the well-known passenger plane maker, is collaborating with IAI on the project.
The Germans will lease a number of UAVs with maintenance services, with Luftwaffe personnel currently training in Israel with Israeli counterparts at an IAF base in central Israel.
The German Heron is based on the Israeli Eitan UAV, which is in operational use in the Israeli Air Force. The drone can stay airborne for more than two consecutive days at 35,000 feet (6.5 miles) of altitude, but its normal operational endurance is estimated at around 36 hours of continuous fight.
“This is a significant and historic phase in the strategic cooperation between Israel and Germany,” said the head of the UAV office in the Israel Ministry of Defense, who can only be identified as Colonel “C.”
“Despite the various challenges we faced, including those brought by the Corona pandemic, we are on schedule. This is thanks to the collaboration and great work done by elements of Germany and Israel’s defense establishments,” he said.
As an advanced high-tech platform, the Heron has been sold to militaries around the world including Brazil, Canada, Ecuador, Greece, India, Morocco, Singapore, South Korea and Turkey.
The international military drone market is very competitive, but from 1985 to 2014 Israel accounted for the majority (61 percent) of global UAV exports and is still the go-to address for top UAV technology.
HELP ISRAELIS BATTLE CORONA!
Donate to the Corona Emergency Relief Fund. Coronavirus has taken a huge toll on the people of Israel. The poor, elderly and ill are most vulnerable.
Israeli soldiers, security officers and medical care providers operate under great danger and risk to life.
Over 1 million Israelis are out of work. Many cannot make ends meet. We provide financial aid, food, medical supplies and more. Funds are distributed where needed most. The time to act is now!
United with Israel extends a special note of appreciation to the Genesis Prize for their generous support. | aerospace |
http://www.boeing.com/Features/2011/05/bds_strike_eagle_05_31_11.html | 2015-04-28T18:16:27 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246661916.33/warc/CC-MAIN-20150417045741-00044-ip-10-235-10-82.ec2.internal.warc.gz | 0.933807 | 725 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__132368196 | en | Your Friends Name:
Your Friends Email:
Randy Jackson/ Boeing Photo
On the hot tarmac of Bagram Airfield, Afghanistan, two Boeing-built F-15E Strike Eagles are being called to duty.
The whine of their combined four Pratt & Whitney F100-PW-229 engines screams across the runway as they take off in support of Operation Enduring Freedom.
For members of the U.S. Air Force’s 336th Fighter Squadron -- The Rocketeers -- their mission is clear: support coalition ground forces and patrol the skies above the rugged Afghan terrain.
“It is the weapon of choice for not only us, but for the ground guys as well; they’re the ones asking for the Strike Eagle,” says U.S. Air Force Capt. Reade Loper, an F-15E Strike Eagle Weapons Systems Officer with the 336th Fighter Squadron.
On his second tour with the squadron from Seymour Johnson Air Force Base, N.C., Loper says the F-15E Strike Eagle carries its weight.
Two of the formidable jets are on alert at all times at the squadron’s fenced-in and secured operations hangar just off of Bagram’s main runway. The F-15Es can be deployed within just a few minutes to head to where they are needed.
Randy Jackson/ Boeing Photo
Loper says though he is often a few thousand feet above the ground fighting, the radio chatter he hears can be sobering.
“Anytime there’s a guy on the radio and you can hear in his voice, you can hear the gunfire coming from behind him and you can hear bullets ricochet off his MRAP [Mine Resistant Armored Personnel vehicle] and you’re able to come in, drop a bomb or just do a show of force, just scare the guys off -- that’s a memorable moment to me,” said Loper.
About 7,200 miles away from the runway of Bagram, skilled workers at Boeing Defense Space & Security’s F-15 production lines in St. Louis are hard at work, building the latest generation of the strike fighter.
As F-15 assembly foreman Daniel Brement runs his hand over the smooth grey skin of the powerful jet, he shares Loper’s pride in the airplane.
“Everything we do here we do for the quality, we do for the Boeing name,” Brement said.
Boeing vice president in charge of F-15 programs Roger Besancenez also knows about that passion.
“When we wake up and hear about where the sharp end of the sword is, where the United States is reaching out, making sure our interests are protected around the world -- I think our folks immediately assume the F-15 is involved in that work,” said Besancenez.
Sound of an Eagle
Back on Bagram’s flight line, another F-15E Strike Eagle from the 336th Fighter Squadron taxis for takeoff on a mission.
The loud whine and then roar of the jet’s turbofan engines is a sound that both Capt. Loper and Boeing F-15 foreman Brement can feel in their hearts.
“It’s a real pride factor,” Brement said. “These things have a sound all their own. We can definitely hear one coming, and we call it the sound of freedom.” | aerospace |
https://www.oz9aec.net/tag/telemetry | 2024-03-04T05:47:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476413.82/warc/CC-MAIN-20240304033910-20240304063910-00800.warc.gz | 0.967193 | 161 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__127130786 | en | Following up on my not too successful first contact with the Cubieboard, I have decided to try it one more time. It has been annoying me to have a computer board lying on the shelf not doing anything and since I wanted to migrate my Linux-based Funcube telemetry decoder from a PC to a single board computer this was an excellent opportunity / excuse to try the Cubieboard again.
This is the second satellite reception in a series recorded on Monday, February 28, 2011 using the Funcube Dongle software defined radio receiver and the Arrow II hand-held satellite antenna. The spacecraft is the SwissCube satellite with 100 mW CW beacon and 1 W FSK tranmitter (second half of the video). The recording was done on JO45KG during orbit 7594. | aerospace |
https://www.readingpublicmuseum.org/astronaut-2pm-sun-jan-mar-2019 | 2019-10-20T11:34:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986707990.49/warc/CC-MAIN-20191020105426-20191020132926-00495.warc.gz | 0.895775 | 229 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__127713076 | en | The exploration of space is the greatest endeavor that humankind has ever undertaken. What does it take to be part of this incredible journey?
What does it take to become an astronaut?
Astronaut, the latest immersive planetarium show to be created by the National Space Centre, takes you from Earth into space... and beyond.
Experience a rocket launch from inside the body of an astronaut. Explore the amazing worlds of inner and outer space, from floating around the International Space Station to manoeuvring through microscopic regions of the human body. Discover the perils that lurk in space as we subject ‘Chad’, our test astronaut, to everything that space has to throw at him.
Presented in stunning high definition 360 degree Full dome video and explosive surround sound, Astronaut is an experience like nothing on Earth.
Please arrive 15 minutes before showtime to purchase your tickets at the admissions desk inside The Museum. All tickets must be purchased at the admissions desk.
January 1, 2019
- March 31, 2019
Seniors, Children, Students (with ID): $6
Children (3 and under): Free | aerospace |
https://www.aviationpartsdistributor.com/blog/the-three-types-of-airspeed-in-aviation/ | 2024-04-15T11:58:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816977.38/warc/CC-MAIN-20240415111434-20240415141434-00651.warc.gz | 0.919819 | 753 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__98537803 | en | Airspeed plays a crucial role in aviation, enabling pilots to maintain control and make informed decisions during flight. However, understanding the different types of airspeed can be challenging for both aspiring pilots and aviation enthusiasts. For this reason, today’s blog post will delve into the three primary types of airspeed: True Airspeed (TAS), Indicated Airspeed (IAS), and Ground Speed (GS). By the end of our overview, you will have a clear understanding of how each type functions and how they contribute to the safety of air travel.
True airspeed (TAS) is the speed of an aircraft in relation to the air mass through which it is flying. TAS is essential because it provides an accurate measure of an aircraft's actual performance and helps pilots determine the time required to reach a destination. Unlike indicated airspeed, true airspeed accounts for variations in air density due to altitude and temperature changes. To calculate TAS, pilots utilize true airspeed indicators that factor in pressure altitude, outside air temperature, and altitude variations. By adjusting for these factors, pilots can accurately determine their aircraft's speed relative to the air mass surrounding it.
Indicated airspeed (IAS), on the other hand, is the speed read directly from the aircraft's airspeed indicator. It represents the difference between the pressure of the pitot-static system and the ambient air pressure. Generally, IAS is crucial for maintaining the aircraft within its operational limits and provides reference speeds for takeoff, landing, and maneuvering.
Indicated airspeed indicators are commonly found in aircraft cockpits and are calibrated to provide accurate readings under standard conditions. It is important to note that IAS does not account for variations in air density caused by altitude or temperature changes. Therefore, to obtain true airspeed, pilots need to adjust IAS using altitude and temperature correction tables or rely on aircraft instrumentation that automatically calculates and displays TAS.
Ground Speed refers to the speed at which an aircraft is moving relative to the ground. It takes into account both the aircraft's airspeed and the effects of wind. While TAS and IAS provide crucial information for flight planning and control, ground speed is particularly significant for determining the actual time required to travel between two points.
To calculate ground speed, pilots consider their true airspeed and factor in the wind's direction and speed. Wind can either add to or subtract from an aircraft's ground speed, depending on whether it is a headwind or tailwind. While a tailwind can increase the ground speed, a headwind can decrease it. To locate ground speed indicators, please reference the advanced avionics systems and navigation equipment on the aircraft.
If you want unparalleled access to high-quality aviation products that you can depend on, connect with the experts at Aviation Parts Distributors. As a leading distributor with a NO CHINA SOURCING policy, we ensure that every item on our database is reputably sourced from entities we trust. More than that, with over 2 billion offerings in stock and ready for purchase, we are equipped to provide expedited shipping services on both domestic and international orders. Get started today with the submission of an RFQ form, and see how we can secure everything you require!
“We Proudly Support Intrepid Fallen Heroes Fund that serves United States Military Personal experiencing the Invisible Wounds of War : Traumatic Brain Injury (TBI) and Post Traumatic Stress (PTS). Please visit website (www.fallenheroesfund.org) and help in their valiant effort”.
We Hope that You Will Visit Us Again the Next Time You Need NSN Parts and Make Us Your Strategic Purchasing Partner.Request for Quote | aerospace |
https://hamptonunews.blogspot.com/2013/03/hu-professors-capture-and-explain.html | 2022-08-09T20:05:04 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571086.77/warc/CC-MAIN-20220809185452-20220809215452-00016.warc.gz | 0.950381 | 536 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__119393457 | en | HU Professors Capture and Explain the PanSTARRS Comet Seen Over Hampton Roads
The PanSTARRS Comet has been in the news recently due to its proximity to Earth’s moon, making it visible to many stargazers and comet lovers in North America and Europe.
On the evenings of March 12 and March 13, Dr. Kunio Sayanagi, HU assistant professor of atmospheric science, was able to take a few pictures of the comet as it blazed across the Hampton Roads skies.
While the comet has been available to observers since the weekend, it has been hard to capture a picture because of the comet’s low position above the horizon.
Dr. WilliamMoore, associate professor of atmospheric and planetary science, researches comets and was able to share information about the PanSTARRS Comet:
“It is called PAN-STARRS after the Panoramic Survey Telescope and Rapid Response System, a robotically controlled telescope in Hawaii which first spotted the comet in June 2011. It is a visitor from the outermost reaches of the solar system, a region known as the Oort cloud. It takes over 100,000 years to go around the sun, and spends almost all of that time very far away, much further than Pluto.When it is out beyond Mars, it is a solid chunk of ices, frozen substances including water, methane, ammonia and dust. When it comes close to the Sun, like it is now, those ices turn into vapors and expand away from the surface of the comet, taking little chunks of ice and dust with them.The chunks reflect sunlight, like a cloud, that makes the comet look hazy or fluffy. The vapor and dust get blown by the solar wind making the distinctive tail. Comets don't last forever. They lose mass every time they come near the sun, but since PAN-STARRS doesn't do that very often, it should last a long time.”
Sayanagi’s pictures were taken behind the HU Dining Hall. The images capture the comet and it’s tail as it glides across the skies of Hampton Roads. Click on the images to enlarge the picture.
|The PanSTARR comet is circled in the image above to the left. The crescent moon is to the right. Picture taken March 12.|
|The PanSTARRS Comet is circled in the image above. The crescent moon is high above. Picture taken March 13.|
|The PanSTARRS Comet is circled in the image above, just above the Virginia Air and Space Museum in Downtown Hampton.| | aerospace |
http://deepimpact.umd.edu/gallery/hri1.html | 2019-03-24T09:15:08 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203409.36/warc/CC-MAIN-20190324083551-20190324105551-00020.warc.gz | 0.857409 | 125 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__11351063 | en | HRI Primary Mirror
A test model of the low thermal expansion zerodur glass High Resolution Imager telescope primary mirror with its titanium mounting flexures on a vibration test fixture. Note the light-weighting pockets machined into the back of this 30 cm diameter mirror that will collect light from the comet and focus it on an electronic detector. The images will be sent back to Earth where scientists will process and analyze them watching for the first time the excavation of a crater in space. From this they will derive information about the strength and structure of the comet's interior.
CREDIT: Ball Aerospace & Technologies Corp. | aerospace |
https://discuss.cubepilot.org/t/early-stage-development-with-cube-orange/4686 | 2020-10-26T03:56:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107890273.42/warc/CC-MAIN-20201026031408-20201026061408-00054.warc.gz | 0.949798 | 190 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__195640844 | en | In preparation of the International Micro Air Vehicle Challenge in Mexico next year we built a quadcopter to perform various tests early in the development. The missions of the outdoor challenge that we will be competing in focus around mapping of a given landscape, detecting available landing zones with delivery of packages to said landing zones and cooperative carrying of a large package with multiple drones.
The layout and construction of the drones necessary to complete these missions is not yet decided. This means extensive testing of various components and configurations has to be performed in advance of the actual competition to come up with the best drones for the missions.
We are looking forward to more usage of the Cube Orange in the future, leading up to and during the competition. We had the impression of having a reliable and capable flight controller in our hands that could deal with everything that we expected it to do, with headroom for the future.
Aachen Drone Development Initiative, IMAV 2021 Team | aerospace |
http://newsusa.ru/news/54669-attack-of-the-drones-us-uses-jihadi-proxies-to-launch-attack-against-russian-sea-base.html | 2019-09-19T13:24:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573519.72/warc/CC-MAIN-20190919122032-20190919144032-00163.warc.gz | 0.953652 | 758 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__8096371 | en | Attack of the Drones: US Uses Jihadi Proxies to Launch Attack Against Russian Sea Base
The Ministry of Defense shared the details of an unsuccessful terrorist drone attack in Syria. At the precise moment of the attack, a Poseidon, a US surveillance aircraft, was patrolling the area over the Mediterranean Sea between Tartus and Khmeimim. It's worth mentioning that the terrorists used high-tech drones.
The Russian military pointed out that they purposely didn't blame a certain side for handing over the drones to the terrorists despite the fact that the state-of-the-art technology is not freely available and the country that helped the militants assemble these combat drones possesses a high level of engineering expertise. Moreover, the attack was coordinated via satellite imagery in accordance with the US GPS system.
This is how the Ministry responded to the Pentagon's rash statements that the technology used by the terrorists could be bought in the free market. What kind of weapons did these drones carry and how dangerous are they in the hands of terrorists?
Georgy Podgorny with the details.
Barometric sensors, servo control units, and a flight range of about 100 km. These are the battle characteristics of the 13 strike drones which were used by the terrorists. The DIY-drones tried to attack Khmeimim Air Base and the logistics elements of the Russian Navy in Tartus. The Ministry of Defense is sure that the terrorists couldn't stumble upon such technology by chance.
«The designs used by the terrorists could only be acquired from a country which possesses high-tech capabilities such as the use of GPS-assisted, remotely controlled drones that can deploy professionally-assembled IEDs to a specific set of coordinates».
But the fact that drones were used means that such attacks could happen anywhere. Of course, drones aren't a military novelty. For example, quadcopters were used in Mosul, Iraq. Those could hardly lift a grenade. The current ones possess firepower capable of inflicting significant damage. Militants have never used anything like that. The question is: Who supplied such cutting-edge technology to the terrorists?
Viktor Murakhovsky, editor in chief of Arsenal Otechestva: «Only 15-20 countries in the world possess such technology. Some of them are especially advanced, including the US and Israel. It's possible that some of these drones or even all of them carried military chips that could decipher military GPS signals. This technology belongs to the government structures of the USA and some of their NATO allies».
The Pentagon responded immediately, claiming anyone could have acquired these drones. Terrorists have been trying to develop their underground production. They've built car bombs, mines, and now — modified drones.
As a result, seven DIY unmanned aerial vehicles were destroyed by Pantsir-S air defense systems. The remaining six weren't worth wasting ammo on. They were hacked and simply landed. There was no damage, and no one got hurt.
Ivan Konovalov, Director of the Center for Strategic Trends Studies: «It's too expensive to waste missiles on such drones. Besides anti-air missiles, Pantsir has autocannon guns that are effective at low altitudes. It makes the system unique. Of course, they just shot these drones out of the sky without wasting too much ammo. Americans don't count money when firing missiles, although they've started counting now because they had wasted so much».
For now, experts speculate who handed over the secret technology and who received them. Experts from the Ministry of Defense are investigating the supply chains and the origin of the explosives.
Georgy Podgorny, Anna Redkina and Olga Olvukhina Vesti | aerospace |
http://www.egpromos.com/cheap-airline-tickets-united-states.html | 2017-09-23T12:53:20 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818689661.35/warc/CC-MAIN-20170923123156-20170923143156-00174.warc.gz | 0.716486 | 506 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__39678156 | en | A Day in the Life of Air Traffic Over the United States
Courtesy NASA FACET is a simulation tool for exploring advanced air traffic management concepts. An efficient and effective air traffic management system is ...
I PUT UNITED AIRLINES UP FOR SALE **PRANK** (COP CHASE)
WE NEEDED THAT QUICK GETAWAY SUBSCRIBE ▻ http://bit.ly/SUB2JAKEPAUL | ☆ PREVIOUS VLOG ▻ https://www.youtube.com/watch?v=Jj8l8dVw4J8] ...
California Flight Center - Cheap Pilot Education USA
http://cfclgb.com - Best pilot school USA, commercial flight academy, international aviation training center, private Pilot courses, top Airline colleges, accelerated ...
Spirit Airlines Flight Attendant Requirements a low-cost airline in the United States Of America
This video is about Spirit Airlines Flight Attendant Requirements a low-cost airline in the United States Of America. For More Videos Please Subscribe Our ...
How to get cheap airline tickets
How to get cheap airline tickets http://trk.as/xn2z How to get cheap or free fly airline ticket. Discover how to fly for free & travel on a shoestring budget... You'll ...
Air Force One
Air Force One is the official air traffic control call sign of a United States Air Force aircraft carrying the President of the United States. In common parlance the term ...
Norwegian Air's CEO Reveals How to Get a Really, Really Cheap Fare to Europe
Talk about disruption. Norwegian Air Shuttle NWARF is taking on traditional transatlantic carriers like Delta Air Lines DAL , United Airlines UAL and American ...
Air India First Non-Stop Flight From MUMBAI, India to NEWARK, USA
Air India First Non-Stop Flight From MUMBAI, India to NEWARK, USA.
Travel to USA
Travel guide to USA with sample pre-filled immigration forms and customs forms, specially for people flying to USA for the first time or apprehensive about taking ...
THE $21,000 FIRST CLASS AIRPLANE SEAT
MY GEAR; BIG CAMERA; http://tinyurl.com/jn4q4vz BENDY TRIPOD THING; http://tinyurl.com/gw3ylz2 YOU NEED THIS FOR THE BENDY TRIPOD; ... | aerospace |
https://ac.nato.int/archive/2020/russian-fighter-jet-violates-nato-airspace-over-bornholm-island | 2024-04-13T04:06:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816535.76/warc/CC-MAIN-20240413021024-20240413051024-00570.warc.gz | 0.928491 | 272 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__197909436 | en | “This incident demonstrates Russia’s disrespect of international norms and for the sovereign airspace of an Allied nation. We remain vigilant, ready and prepared to secure NATO airspace 24/7,” said General Jeff Harrigian, Commander of NATO’s Allied Air Command.
Danish Quick Reaction Alert aircraft were launched to counter the violation, however the violating Russian fighter turned back before interception. The Danish jets remained airborne and patrolling to protect the sovereignty of Danish airspace.
A United States Air Force B-52 bomber taking off from Fairford, to participate in training activity "Allied Sky".
Photo courtesy of United States Air Force
The unauthorised intrusion of sovereign airspace is a significant violation of international law. Friday’s incident is the first of this kind for several years and indicates a new level of Russian provocative behavior.
The B52 bomber was taking part in the long-planned training activity “Allied Sky”, where six B52 aircraft flew over all 30 NATO member nations in one single day, accompanied by and training with around 80 fighter aircraft from across the Alliance.
A Russian Su-27 fighter aircraft intercepting the United States Air Force B-52 bomber. Another Russian fighter jet followed the US aircraft well into Danish airspace.
Still image taken from a video courtesy of United States Air Force. | aerospace |
https://orbilu.uni.lu/handle/10993/19132 | 2023-12-09T00:20:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100779.51/warc/CC-MAIN-20231208212357-20231209002357-00535.warc.gz | 0.931328 | 267 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__248677529 | en | [en] This paper focuses on the use of the Virtual Robotics Experimental Platform (V-REP) and the Robotics Operative System (ROS) working in parallel for design, test, and tuning of a vision based control system to command an Unmanned Aerial Vehicle (UAV). Here, is presented how to configure the V-REP and ROS to work in parallel, and the developed software in ROS for the pose estimation based on vision and for the design and use of a fuzzy logic control system. It is also explained how to interact with a virtual and a real quadrotor (QR) to command it for the specific task of aerial visual inspection task. The control system approach presented in this work is based on three fuzzy logic controllers (FLC) working in parallel on an external control loop based on the visual information. The three controllers were designed and tuned to command the vertical, longitudinal and lateral velocities of the UAV. The task to accomplish by the control system is to modify the position of the UAV in real time for the visual inspection of an object or specific parts of a structure. The virtual environment of the V-REP was used to tune manually the control system. Finally, the behavior of the tuned controllers was validated by a set of tests in a real environment with a quadrotor. | aerospace |
https://extendedcampus.siu.edu/partnerships/auabc.php | 2022-07-06T09:43:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104669950.91/warc/CC-MAIN-20220706090857-20220706120857-00198.warc.gz | 0.895133 | 229 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__273426529 | en | Air University Associate-to-Baccalaureate Cooperative
SIU Extended Campus is excited to be a part of Air University Associate-to-Baccalaureate Cooperative (AU-ABC).
AU-ABC establishes partnerships between the Air Force and civilian institutions to provide Community College of the Air Force (CCAF) graduates advanced education opportunities at the baccalaureate level. This program targets active duty Air Force, Air Force Reserve and Air National Guard members. Degree requirements, however, may be completed after students retire or separate from the Air Force. Students will work directly with the AU-ABC school to complete enrollment and degree requirements.
Each civilian university partnership has gone through a review process that links their AU-ABC programs to one of more CCAF degree. Students work directly with the school to enroll and manage degree program progress. Upon completion of all requirements, the partnering institution will award the baccalaureate degree. See SIU Carbondale's AUA-BC partner programs below.
- Criminology and Criminal Justice
- Electrical Engineering Technology
- Industrial Management and Applied Engineering | aerospace |
http://tradeflights.com/sting-flight-awesome-flying-now/ | 2017-04-28T00:43:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122720.81/warc/CC-MAIN-20170423031202-00183-ip-10-145-167-34.ec2.internal.warc.gz | 0.926157 | 111 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__115310661 | en | Scenic, educational and extreme flying in a Sting, a two-seat, carbon-fiber airplane made by TL Sport Aircraft in the Czech Republic and distributed in the U.S. by SportairUSA.
Pilot Rich DeHaven has logged over 1,400 hours in this little rocket in just 4.5 years.
Check out one or more of the Playlists below. If the content rocks you, Subscribe (it's Free) to keep the next videos headed your way!
You can also follow Sting Flight on Facebook! | aerospace |
https://www.dailyamerican.com/story/news/local/2016/09/02/medstar-set-to-dedicate-new-base/44201731/ | 2022-10-01T02:56:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335514.65/warc/CC-MAIN-20221001003954-20221001033954-00371.warc.gz | 0.941355 | 216 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__70432184 | en | MedStar set to dedicate new base
Officials will dedicate a new hangar and office building at the Conemaugh MedStar Open House in Somerset later this month.
The event, which is open to the general public, is scheduled for noon to 4 p.m. Sept. 20 at 161 Sagamore St. The dedication will take place at 1 p.m.
The air medical transport program has been in Somerset County since 2001 but did not have a place to house its helicopter until about four months ago, according to Storm Nagle, prehospital operations manager.
The updated base also includes an office building that provides work space and living space for the crew.
The program is the result of a partnership between Conemaugh Health System and Air Methods, an air medical transport provider with more than 300 bases nationwide.
Air Methods supplies the aircraft and pilot; Conemaugh, the medical crew, Nagle said.
MedStar transports patients to and from emergency scenes and hospitals in 11 counties in southwestern Pennsylvania.
The helicopter averages about 35 transports a month. | aerospace |
https://www.geek.com/geek-cetera/new-ion-engine-could-slash-mars-trip-time-1364667/ | 2017-11-21T13:39:45 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806388.64/warc/CC-MAIN-20171121132158-20171121152158-00456.warc.gz | 0.934214 | 232 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__100006319 | en | Hold onto your phasers: a new rocket, designed jointly by NASA, Ad Astra, and Canadian firm Nautel, could potentially slash trip times to Mars to as little as 39 days. And yep, it uses ion propulsion–just like Star Trek taught us.
Ion propulsion, via the new plasma-based VASIMR (Variable Specific Impulse Magnetoplasma Rocket) engine, is now close to the point where it could be tested on a flight to the moon, according to Canada.com. The rocket works by turning electrical power into thrust in order to harness solar energy.
The 39 day time compares to six months using current rocket technology. Actually, a round-trip ticket to Mars would take far longer than even six months. Since Mars and Earth only pass close to each other every two years, engineers assume a crew would go one way, wait a year, and then fly back the next time the planets passed each other by, according to the report.
The ion drive would enable astronauts to shoot there and back during a single close approach. (Image credit: Ad Astra) (Via Slashdot) | aerospace |
https://wiki.labpadre.com/w/Elon_Starship_Statements | 2020-07-02T22:22:32 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655880243.25/warc/CC-MAIN-20200702205206-20200702235206-00353.warc.gz | 0.860862 | 3,565 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__154677634 | en | Elon Starship Statements
Starship statements by Elon, SpaceX and Sources for reference as it can be hard to find them on Twitter or other places on the internet
- SpaceX is building floating, superheavy-class spaceports for Mars, moon & hypersonic travel around Earth
Gavin - SpaceXFleet.com@SpaceXFleet
- SpaceX is hiring for Offshore Operations Engineers in Brownsville.
From the post: "Work as part of a team of engineers and technicians to design and build an operational offshore rocket launch facility" With thanks to @CowboyDanPaasch for the scoop. https://boards.greenhouse.io/spacex/jobs/4764403002?gh_jid=4764403002 Russ Parrish@russ_parrish
- Referb oil platforms with a hyperloop to transport from land?!
- Pretty much Jun 16
In reference to SN7 test tank: Elon Musk@elonmusk Replying to @SciGuySpace
- Tank didn’t burst, but leaked at 7.6 bar. This is a good result & supports idea of 304L stainless being better than 301. We’re developing our own alloy to take this even further. Leak before burst is highly desirable.
3:06 PM · Jun 15, 2020
- Manhole size rupture on #Starship SN7 test tank but it still stands. They're getting closer to perfection. #SpaceX #BocaChica #Texas
Elon MuskElon Musk@elonmusk
- No problem, we can buff it out
- Maybe some Flextape Jun 15
- Actually, we’re on SN30 for Raptor
1:39 PM · Jun 10, 2020
- Quite a piece! I should credit Soviet/Russian engine work in the 80’s as being a factor in deciding to switch from H2 to CH4. They demonstrated excellent performance on test stands, with Isp up to 380 secs.
10:52 AM · Jun 10, 2020· Elon Musk@elonmusk Replying to @elonmusk and @SciGuySpace
- Combined with SpaceX deep subcooling of propellants to near liquefaction temp of N2, use of common dome (CH4 & O2 liquid at similar temps) & higher T/W of engines enables de facto higher delta-V than an H2/O2 stage
- What ever happened to Raptor upperstage for FH? I assume it’s higher TWR and higher min throttle would crush about any payload, and adding another prop / manufacturing complexity wouldn’t likely be worth it. But there sure were talks of it for a while with the Air Force.
Everyday Astronaut@Erdayastronaut Replying to @elonmusk and @SciGuySpace
- I know you’d never add unecessary complexity in the manufacturing line, but I’m still surprised you never made a closed cycle Merlin Vacuum to get closer to that 380 mark. Especially with SpaceX’s experience with ox rich preburners now with Raptor Rocket
- We could never reach 380 Isp with RP/kerosene. CH4 has higher Isp potential on paper, but even better in practice. With CH4, you can reach >99% of max theoretical combustion efficiency, but RP is ~97% on a good day & requires desooting of turbines between flights.
- How different will Lunar Starship be from a standard atmospheric Starship? Like those thrusters on top seem like a pretty big shift from a standard Starship... are they still methalox? Related to SuperDraco in any way?
Elon Musk@elonmusk Replying to @Erdayastronaut
- Forward thrusters are to stabilize ship when landing in high winds. If goal is max payload to moon per ship, no heatshield or flaps or big gas thruster packs are needed. No need to bring early ships back. They can serve as part of moon base alpha.
- Starship Production Complex Boca Chica, Texas
Chris B - NSF@NASASpaceflight · Jun 6
- Amazing how much the place has grown. Any more additions we can look forward to? Like another High Bay, some more big tents, etc?
Elon Musk@elonmusk Replying to @NASASpaceflight
- Giant high bay coming soon
4:57 PM · Jun 6, 2020·Twitter for iPhone Chris B - NSF@NASASpaceflight · Jun 6 Replying to @elonmusk
- Oh my! And we thought the High Bay currently being used to stack Starship was impressive. Something for Super Heavy stacking I assume? KSC VAB scale? Astonished face
Elon Musk@elonmusk · Jun 6
- Yeah, for Super Heavy stacking
Everyday Astronaut@Erdayastronaut · Jun 6
- Holy moly!!! How tall will the building be? 80m tall-ish? Thinking face
Elon Musk@elonmusk · Jun 6
- SN4 passed high pressure (7.5 bar) & engine thrust load at cryo 9:48 PM · May 9, 2020
- Starship SN4 passed static fire
8:26 PM · May 5, 2020
- SpaceX has been selected to develop a lunar optimized Starship to transport crew between lunar orbit and the surface of the Moon as part of @NASA’s Artemis program! https://go.nasa.gov/3f0o3ux [See pic of Moon Starship with side thrusters]· 10:09 AM · Apr 30, 2020
- With large habitable and storage volume, Starship is capable of delivering significant amounts of cargo for research and to support robust operations on the lunar surface to enable a sustainable Moon base
- Last year, NASA announced Starship as eligible for the Commercial Lunar Payload Services (CLPS) initiative – to deliver payloads between Earth and the Moon, and to enable humans to return to the Moon
- And just last month, NASA selected SpaceX to deliver supplies to Gateway!
- Quote "TweetSpaceX@SpaceX · Mar 27
- SpaceX will launch a variant of Dragon, optimized to carry more than 5 metric tons of cargo to Gateway in lunar orbit https://twitter.com/JimBridenstine/status/1243604344748101634"
Elon Musk@elonmusk Replying to @HarryStoltz1 and @JaneidyEve
- Static fire with Raptor hopefully later this week 10:15 PM · Apr 26, 2020
Replying to @elonmusk @HarryStoltz1 and @JaneidyEve
- Raptor as in one or three?
- Just one. SN5 will get three.
- Congrats! 🚀 What bar strength did it reach!? 9:59 PM · Apr 26, 2020
- 4.9 bar. Kind of a softball tbh, but that’s enough to fly!
- SN4 passed cryo proof! 😅 9:44 PM · Apr 26, 2020
Pranay Pathole @PPathole Replying to @elonmuskand @Cardoso
- Will SN4 be doing a 150m hop or 20km?
8:35 AM · Apr 26, 2020· Elon Musk@elonmusk Replying to @PPathole and @Cardoso
- 150m 8:36 AM · Apr 26, 2020
- SN4 passed ambient pressure test 8:21 AM · Apr 26, 2020
- Aiming for cryo pressure test tonight 8:27 AM · Apr 26, 2020
- 😍 this might be the best picture of an mVac we’ve ever seen!!! Hilarious to think this is a “simple” engine as far as rocket engines go Face with tears of joy jeeeeez! Congrats on the 100th!!!
@SpaceX and @elonmusk 4:46 PM · Apr 24, 2020 Quote Tweet SpaceX@SpaceX
- Falcon 9’s second stage engine at our Hawthorne headquarters before shipping to Texas – it is the 100th second stage engine SpaceX has built
- Merlin is very simple compared to Raptor
- Are you confident enough that a landing starship can get the skydive maneuver right on the first try? Seems risky with fuel farm being so close to landing pad. Or aiming for soft water landing first? 5:12 PM · Apr 24, 2020
- No, good chance of RUD (rapid unscheduled disassembly) event, but landing pad is separated from launch pad
- SN5 nosecone has been stacked in the high bay at SpaceX Boca Chica. Star-struckRocket
@NASASpaceflight Elon Musk@elonmusk
- These won’t be strictly coupled to ship serial number. Might be on SN5 or might just be used as a manufacturing pathfinder.
Toby Li@tobyliiiiiiiiii Replying to @elonmusk
- What Is the latest SN number for the raptor engine? 7:00 PM · Apr 15, 2020
- Will SN4 hop to 20 km or just 150 m if the pressure tests and static fire goes well? 7:29 PM · Apr 15, 2020
- SN4 won’t get flaps, so can only do flights with engine on. Just did a reset this week on flap, actuator & static aero design. Either SN5 or SN6 will get flaps.
- Thrust section seems intact, any plans to reuse it, or just build a new one? 12:23 AM · Apr 5, 2020
@Erdayastronaut and 3 others
- Hard to hide anything from the Internet! Yeah, we’re going to reuse much of the thrust section. 12:24 AM · Apr 5, 2020
- StarShip SN3 has ruptured due to cryogenic pressurization testing, on to SN4.🚀 (Source:@LabPadre) 12:34 AM · Apr 3, 2020
- We will see what data review says in the morning, but this may have been a test configuration mistake 2:13 AM · Apr 3, 2020
Elon Musk@elonmusk Replying to @spaceXcentricand @LabPadre
- Some valves leaked at cryo temp. Fixing & will retest soon. 7:36 PM · Apr 2, 2020
- Starting to get chilly in South Texas with liquid nitrogen being pumped into SN3 for a pressure test (see frost ring). Live video below:
https://youtube.com/watch?v=iw5bYl8v3nY 3:09 PM · Apr 2, 2020
- SN3 passed ambient temperature pressure test last night, now doing cryogenic
- Yes, v close! Nice work. Those are V0.9 legs, so major upgrades coming. Need wider span, longer stroke & ability to auto-level for uneven ground or leaning into high winds. 2:12 PM · Apr 1, 2020
2:12 PM · Apr 1, 2020· Everyday Astronaut@Erdayastronaut Replying to @elonmusk and @kimitalvitie
- Yes!!! Auto leveling!!! That’s going to be key for other planetary bodies!!! Will SN4 probably still just use these for now though? Good enough for these controlled environments :Ok hand: 2:14 PM · Apr 1, 2020
- Yeah 2:15 PM · Apr 1, 2020
- The legs extend & telescope out, so are longer than they seem, but not as long as they will be for SN4+ [about SN3] 8:11 AM · Mar 31, 2020
- Now on launch stand [Two Pics on Twitter] 11:27 AM · Mar 30 2020
- Is Starship development still on track?
- Why was a new Dragon variant proposed for Lunar Gateway resupply missions?
- Hopefully, Starship will have enough flight history to substitute for Dragon for NASA missions too 11:36 AM · Mar 30, 2020
- SN3 [Two pictures] · March 26, 2020
- A recent ArsTechnica article mentioned Starship will be 17 steel rings + nosecone. Is that correct? Independent measurements suggest it should have 20 rings.
- Pretty close. Design is evolving rapidly. Would be great to flatten domes, embed engines & add ~1.5 barrel sections of propellant for same total length. Also, current legs are a bit too small. 9:55 pm · Mar 17, 2020
- Some parts will use 304L, as it has higher toughness at cryo temps. Will move to internally developed alloys probably end of year. 6:18 PM · Mar 14, 2020
- Sleeving SN2 dome in the high bay 12:55 AM · Mar 3, 202
Elon Musk@elonmusk Replying to @flcnhvy and @JaneidyEve
- We’re stripping SN2 to bare minimum to test the thrust puck to dome weld under pressure, first with water, then at cryo. Hopefully, ready to test in a few days. · 12:49 AM · Mar 2, 2020
- Third Raptor test stand activated at SpaceX’s rocket development facility in McGregor, Texas. In the past year, the Raptor team has accumulated over 3,200 seconds of testing across 18 engines, including multiple full-power firings
SpaceX@SpaceX Last year, we completed a 150 meter hop with one Raptor engine, and the Starship team is gearing up for more spaceflight activities in Boca Chica, Texas · Feb 27, 2020
- Testing Raptor in vertical configuration (on the giant tripod) should allow us to simplify some aspects of the engine design Elon Musk@elonmusk · Feb 27
- Will the fins still be actuated by electric motors & batteries? If yes, does utilizing Plaid powertrain & upcoming new Tesla battery tech that you’ve teased mean a significant improvement in efficiency & power?
Elon Musk@elonmusk Replying to @flcnhvy
- Yes · Feb 25
Pauline@justpaulinelol Replying to @elonmusk
- Still 3 Raptors planned or other plans? · Feb 25,2020
- 3 on SN2 · Feb 25
- Starship SN1 tank preparing for Raptor attachment & static fire · Feb 25,2020
- SN2 tank integration starts this week with much less circumferential pucker. Thanks Fronius! · Feb 25,2020
Pranay Pathole@PPathole Replying to @elonmusk and @JohnHanzl
- I wonder if having the O2 header tank in the tip is strategic to allow the boil-off to be consumed by the occupants? Conversely, keeping the CH4 header tank and associated piping away from the occupants is better for safety. · Feb 20,2020
- It’s mostly to balance the ship during entry. After delivering satellites, the front is light & back is heavy due to engines & landing legs. · Feb 20,2020
- High bay for stacking Starship engine bay, propellant tanks & fairing (fka nosecone) sections is almost done! · 2:29 AM · Feb 20, 2020
- Will starship be moved to launch pad vertically? What is NASA doing with their old Shuttle and Saturn crawler carriers?
Elon Musk@elonmusk Replying to @sydney_ev
- Attach wheels to the landing legs & tow Starship to the launch pad · Feb 20
Stephen Ross@pentaquarky Replying to @elonmusk and @Erdayastronaut < NEED LINK, could not re-find
- How do you keep the oxygen in liquid form? Insulated header tank? · 9:57 PM · Feb 19, 2020·
Replying to @pentaquarky and @Erdayastronaut
- The whole nose tip has to have heat shielding for atmospheric entry at Mach 25+ anyway, so is effectively already insulated well in orbit · Feb 19,2020
9/22/2019 tweet:SpaceX Foundry is used exclusively for advanced alloys/shapes for Raptor, incl our superalloy, SX500
TESLARATI@Teslarati · Sep 9, 2019
- SpaceX tests ceramic Starship heat shield tiles on Starhopper's final flight test. Although it flew under the radar in the heat of the moment, SpaceX’s final Starhopper test flight – completed on August 27th – happened to include an unusual bit of test hardware – eight (give or...
Elon Musk@elonmusk · Sep 9, 2019
- The hex tiles are actually mechanically attached, which is important to allow for very high temp on back side of tile that would destroy any adhesive. Marshmellow-looking thing is a rope seal. | aerospace |
http://www.sunshinestatenews.com/story/sandy-adams-proposes-hubzones-space-coast | 2013-05-24T10:42:47 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368704590423/warc/CC-MAIN-20130516114310-00082-ip-10-60-113-184.ec2.internal.warc.gz | 0.946541 | 674 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__44980333 | en | Sandy Adams Proposes HUBZones for Space Coast
With space shuttle program over, Florida Republican hopes SBA program will keep workers in Brevard County
Around the State
It's a bill to keep NASA workers in the area by launching a “historically underutilized business zone” (HUBZone) in Brevard County.
Originally enacted into federal law in the 1990s, the HUBZone program, which is run by the federal Small Business Administration (SBA), would create regions for economic development and employment growth by opening up more federal contracts in the area.
Businesses that qualify under the HUBZone program must have Americans as the majority owners and be based and have 35 percent of their employees living in the designated HUBZone. Under the initial act setting up the zones, federal agencies can send more than 3 percent of their budget through prime contracts to small businesses based in HUBZones.
“As Brevard families continue to struggle with the ending of NASA’s space shuttle program, I will continue to look for ways to bring much-needed jobs and new employers to the district,” said Adams on Wednesday. “Establishing Brevard County as a HUBZone will help promote economic development and growth by providing access to more federal contracting opportunities. In addition to providing new tools for Brevard County, my legislation will not cost the federal government a single additional dollar, nor does it authorize or appropriate any additional funding. The HUBZone designation would give the county a competitive edge and encourage our nation to better utilize the space industry work force in our community.”
U.S. Rep. Bill Posey announced Wednesday that he is backing the proposal from his fellow Florida Republican.
“This legislation has the potential to create jobs in Brevard County,” said Posey. “We have many of the best engineers, technicians and scientists in the world – truly creative and brilliant people – right here on Florida’s Space Coast and this bill can help put some of them back to work.”
Adams’ proposal garnered the backing of Space Florida and leaders on the Space Coast.
“Space Florida sees the creation of a HUBZone as a great benefit – not only to Florida’s Space Coast, but the state’s overall space industry,” said Frank DiBello, the president of Space Florida. “We are pleased that Representative Adams has introduced this legislation. This bill has the potential to greatly benefit Florida's small and midsized businesses in the aerospace sector – and these types of businesses will play a key role in assuring Florida maintains its leadership in the global space marketplace.”
The proposal also won the backing of the Economic Development Commission of Florida's Space Coast (EDC).
“The EDC stands behind Representative Adams' pursuit of a countywide HUBZone” said Lynda Weatherman, president of the organization. "This zone will provide small business another tool in their efforts to obtain a federal contract. We applaud the representative for her initiative to promote tools for further economic development on the Space Coast.”
Reach Kevin Derby at [email protected] or at (850) 727-0859. | aerospace |
http://www.business-standard.com/article/companies/vistara-completes-iata-s-safety-audit-in-a-step-towards-flying-overseas-117100501063_1.html | 2018-04-24T01:51:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946314.70/warc/CC-MAIN-20180424002843-20180424022843-00363.warc.gz | 0.930567 | 270 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__55054256 | en | ALSO READGet flight tickets starting Rs 799 under Vistara's two-day monsoon sale Vistara looks beyond pricing strategy to build its brand Vistara's 2-day sale starts today, tickets available for as low as Rs 799 Singapore Airlines invests Rs 457 cr in Vistara, expects profit after 2020 Near collision of Vistara, Jet planes, ministry launches probe
Full service carrier Vistara today said it has successfully completed the International Air Transport Association's Operational Safety Audit (IOSA), which puts it in the category of one of the safest airlines.
The area of audit included corporate organisation and management, flight, cabin, ground handling and cargo operations, operational control, aircraft engineering and maintenance and operational security, it said.
"Achieving this milestone in so little time in our journey of less than three years is a testament to our commitment to delivering a safe and seamless flying experience to millions of our customers," Vistara Chief Executive Officer Phee Teik Yeo said.
The Delhi-based airline currently operates over 660 weekly flights to 21 destinations with a fleet of 16 Airbus A320 aircraft.
(Only the headline and picture of this report may have been reworked by the Business Standard staff; the rest of the content is auto-generated from a syndicated feed.) | aerospace |
https://fightersweep.com/11219/nasa-may-be-a-civilian-agency-but-chinas-space-program-is-unquestionably-a-military-endeavor/ | 2023-12-09T07:56:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100873.6/warc/CC-MAIN-20231209071722-20231209101722-00501.warc.gz | 0.961088 | 846 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__165503289 | en | In 2003, China became only the third nation in history to launch a manned mission to space, joining Russia and the United States in the elite club of orbital powers. Since then, and despite having some serious catching up to do, China’s space program has seen significant advances, including the launch of a form of “precursor” space station of their own, as well successful rover missions to the surface of the moon.
China’s rapid advancements in the orbital realm could, in large part, be credited to the close relationship the nation’s space program maintains with the People’s Liberation Army, China’s national military. Unlike the United States, which operates NASA as a civilian space agency that often receives military personnel on loan, China’s National Space Administration could be better seen as a joint venture between China’s military and their Commission on Science, Technology, and Industry for the National Defense.
While it has long been argued that America and Russia both have a history of using their space programs to secure “the ultimate high ground” during ideological conflicts like the Cold War, China has never pretended their space program was about anything else – keeping much of their orbital endeavors classified, and operating under a veil of secrecy.
These deep rooted ties to China’s national defense endeavors are actually the reason China is not represented on the International Space Station, despite the longstanding cooperative relationship between political opponents Russia and America aboard the orbital platform. Both NASA and Roscosmos work independently from the military arms of their own governments, even as those governments amass weapons platforms near one another’s borders in the latest continuation of a near century of staring matches.
A clear sign of just how entrenched in national defense China’s space program is comes from the recent announcement that, for the first time, China will begin recruiting civilians to join their astronaut corps.
China’s full fledged space station is expected to enter into full service by 2020, right around when funding is expected to dry up for the International Space Station from both Russian and American governments. Under NASA’s current plan, that funding will be diverted toward a new station that would orbit the moon, rather than the earth, providing a better launching point for ventures further into deep space.
The United States military has only recently begun taking orbital operations seriously, as lawmakers have started questioning why space-based assets that we rely on for national defense have been left undefended and vulnerable to manipulation or attack from offensive platforms that have already been launched and tested by competitor nations like Russia and China.
We assess that Russia and China perceive a need to offset any U.S. military advantage derived from military, civil, or commercial space systems and are increasingly considering attacks against satellite systems as part of their future warfare doctrine,” Dan Coats, the Director of National Intelligence, said last month. “Both will continue to pursue a full range of anti-satellite weapons as a means to reduce U.S. military effectiveness.”
Just like China’s rapid Naval expansion, which now includes plans for nuclear aircraft carriers intended to expand China’s military presence in conjunction with their recent efforts to open military bases elsewhere in the world, China’s space program aims to secure a dominant position, not in the world of today, but the world of the very near future.
In my best military judgment, China is on a 10-year journey to operationalize space. We’re on a 50-year journey,” Air Force Lt. Gen. Steve Kwast told lawmakers in November.
As the United States increasingly relies on private ventures to maintain its grip on the same orbital operations its been conducting since the 1950s, China has no illusions about the tactical and strategic value of space. The only real question that remains is, will the United States figure that out before the nation that once won the space race to the moon has to ask China for some rented space on their own space station – just as NASA currently rents out seats on Russian rockets to get American astronauts into orbit at all.
Image courtesy of WikiMedia Commons | aerospace |
https://link.springer.com/chapter/10.1007/978-1-4612-3102-8_37 | 2018-07-18T11:41:30 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676590127.2/warc/CC-MAIN-20180718095959-20180718115959-00055.warc.gz | 0.759649 | 807 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__235046790 | en | Integrated System for Automatic Landing Using Differential GPS and Inertial Measurement Unit
GPS-receivers have accuracy problems in high precision flight guidance applications. In dynamic flight maneuvers they show not only operational problems due to satellite masking but also a reduction in accuracy in accelerated flight and turn flight.
In the presented “Integrated System” those problems are solved by integrating GPS in differential mode with inertial measurment sensors into a hybrid system. This integrated system computes a high precise position, flight path and attitude information of a moving platform e.g. an aircraft.
The error behaviour in stationary and in dynamic applications is explained. From the error behaviour a system concept of a hybrid Integrated Flight Guidance System is derived.
The position information, estimated in real-time, is used for a flight guidance value generator. These informations are fed to a flight director instrument in the cockpit, which is used by the pilot for manual flight or is fed to an autopilot for automatic flight including automatic approach and touch down.
The system fulfills extreme accuracy requirements and can be used in approach and landing up to ICAO (International Civil Aviation Organization) CAT III. It allows to perform landings even in bad weather conditions. As the integrated system is space based, it computes a landing aid which allows landing at any airfield, not equipped with conventional Instrument Landing System or Microwave Landing System.
In July 1989 the worldwide first automatic landing, using the presented system, based on GPS has been performed by the Institute for Guidance and Control of the Technical University of Braunschweig.
The suitability of the concept (Kalman Filter coupling GPS and inertial measurement units (IMU)), for flight path guidance and the accuracy of position finding (better than 1.3 m) will be presented by means of flight tests in a commuter aircraft (DORNIER DO 128) and also by simulator results. An inflight comparison of a reference Instrument Landing System with the Integrated System shows the accuracy.
KeywordsGlobal Position System Inertial Measurement Unit Flight Path Flight Test Differential Global Position System
Unable to display preview. Download preview PDF.
- /1/ Aeronautical Telecommunications, International Civil Aviation Organisation (ICAO) ANNEX 10Google Scholar
- /2/ Avionics Navigation Systems Kayton, M.; Fried, W.; John Wiley & Sons 1969Google Scholar
- /3/ Richtlinien für den Allwetterflugbetrieb nach Betriebsstufe II Nachrichten für Luftfahrer NfL 1–350/72 Bundesanstalt für FlugsicherungGoogle Scholar
- /4/ Principle of Operation of NAVSTAR and System-characteristics Milliken, R.J; Zoller, C.J. AGARDograph AG 245Google Scholar
- /5/ The NAVSTAR GPS System AGARD Lecture Series No. 161Google Scholar
- /6/ Differential Operation of NAVSTAR GPS Kalafus, R.M. Journal of the Institute of Navigation Vol. 30, 1983Google Scholar
- /7/ Flight Guidance II G. Schänzer, Technical University BraunschweigGoogle Scholar
- /8/ Techniques of the development of Error Models for Aided Strapdown Navigation Systems Lechner, W. AGARDograph AG 256Google Scholar
- /9/ Genauigkeitsanalyse von Trägheitsnavigationssystemen N. Lohl, Technical University Braunschweig 1981Google Scholar
- /10/ Integrated flight guidance system using Differential-GPS for landing approach guidance Th. Jacob, AGARD Guidance and Control Panel Lissabon 1989Google Scholar
- /11/ Approach flight guidance of a regional air traffic aircraft using GPS in differential mode Th. Jacob, ICAS Jerusalem 1988Google Scholar | aerospace |
http://www.gwinnettdailypost.com/news/2011/jul/15/huckaby-sad-to-see-space-shuttle-go/ | 2015-07-06T14:31:59 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375098464.55/warc/CC-MAIN-20150627031818-00136-ip-10-179-60-89.ec2.internal.warc.gz | 0.974155 | 983 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__162602707 | en | I had almost forgotten about the final space shuttle launch when a friend sent me a text reminding me to turn on the television.
There sat the Atlantis, on the launch pad. I think the countdown was at T-minus 10 minutes when I tuned in. Apparently there had been some question over whether the mission would be a go or not -- something to do with rain in the vicinity of Cape Canaveral and Kennedy Space Center.
Shepard Smith seemed really excited, though, that the countdown clock was ticking toward the highly anticipated launch of the shuttle's final mission. Yes -- I watch the big events on Fox News. So sue me.
There was a brief delay in the countdown at about the 30-second mark, and then it was all systems go, followed by ignition and liftoff. I was thrilled as the giant ship began to defy gravity, slowly at first, before picking up velocity and soaring toward the heavens. I was also proud, because manned space flight, for most of my lifetime, has symbolized that the United States can do anything if we set our collective minds to it.
I was also a little saddened -- OK, a lot saddened -- because I realized that once the Atlantis re-enters the earth's atmosphere and touches down, we, the people, will be out of the manned space flight business -- at least for the foreseeable future -- and dependent on the Russians to ferry us back and forth to the International Space Station. I was reminded of the words of Chester A. Riley. "What a revolting development this is."
I know. I know. Many people are of the opinion that we will all be better served if the costs of manned space exploration are assumed by the private sector. A lot of folks say that the shuttle program has served its purpose and the Obama administration is spinning the discontinuation of manned flight as merely a temporary interlude in order to pave the way for bigger and better things.
Maybe and maybe and maybe. Those are the opinions of many and opinions are like ... well, you all know what opinions are like. Let me tell you what I know for certain. The United States used to could send humans into outer space. The United States used to could send men from planet Earth to walk on the moon. We used to could -- but now we cannot. I fear that is indicative of decline, not progress.
Many people will have a hard time understanding why those of my generation think the last flight of the Atlantis is such a big deal. But folks who came along when I did grew up in the midst of the space race. We stood in our back yards at night, shielding our eyes with our hands, hoping to catch a glimpse of Sputnik streaking across the night sky.
We worried that the Soviet Union was more advanced than us. We felt threatened and we wondered if the fact that their space program was superior meant that their way of life was also superior. The space race was, to a large extent, about the attributes of a free society and capitalism and democracy versus communism, and may be the better system win.
People of my generation gathered around black-and-white television sets and watched Alan Shepherd be launched into space. We heard a vibrant young president promise to put a man on the moon and return him safely within a decade -- because America, he insisted, could do anything. And in those days, we could.
My generation watched with pride as John Glenn circled the globe three times. We celebrated every launch and breathed a collective sigh of relief with every splash-down. Our astronauts were our heroes -- first those wearing Mercury patches on their sleeves and then those wearing Gemini patches and finally those in the Apollo program.
We had setbacks, to be sure, but in the summer of 1969 -- as promised -- we set aside all business on a hot Sunday in July and watched Neil Armstrong take "one small step for man," and although he insisted, accurately, that it was a "giant leap for mankind," we all knew that it was a bigger step for the USA than for those in other nations. We had won the space race.
Our space program continued to soar. It helped improve the lot of mankind and foster cooperation among nations. It even played a big role in the collapse of the Evil Empire that was the Soviet Union.
Those are the things that my generation remembers about manned space flight. The space shuttle program has long served as a reminder that we, the people, could do anything. That is why my generation was saddened by the end of that particular era. It was an American era.
We used to could put a man on the moon.
Darrell Huckaby is a local educator and author. Email him at [email protected]. For past columns,
com or www.newtoncitizen.com. | aerospace |
https://www.everythingturkish.net/eat/the-history-of-turkish-airlines/ | 2023-02-06T06:54:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500304.90/warc/CC-MAIN-20230206051215-20230206081215-00269.warc.gz | 0.964499 | 335 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__179944420 | en | The history of Turkish Airlines
Turkish Airlines started its journey in 1933 with 5 pieces of aircraft and with less than 30 employees. It was originally called “the State Airlines of Turkey”.
The first Turkish International commercial flight
The first international flight from Turkey took place in 1947. The destination was Athens, Greece – Turkey’s closest neighbour.
Turkish Airlines expanded its fleet with 33 aircrafts in 1951 and started flying to new destinations such as Nicosia, Beirut and Cairo.
The first Turkish international airport
In 1953, the first commercial airport, Yeşilköy, was completed and opened to international air traffic in Istanbul. The airport was renamed as “Atatürk Airport” in 1985.
The “Turkish Airlines” brand emerged in 1955.
Ataturk airport became a global meeting hub and brought thousands of people together with Turkish Airlines for decades. As well as adding 5 Viscount 794 aircraft to its fleet, Turkish Airlines introduced jet-powered aircrafts for the first time in 1958.
The story of Turkish airlines logo
The Turkish airlines logo was designed by Mesut Manioğlu in 1959. Manioglu was inspired by the “crane”, which is considered a holy bird by ancient Turks. Known for its ability to make intercontinental flights at an altitude of 9,000 meters, the “crane” figure has become the main element of the brand.
Turkish airlines hit a milestone by transporting 2.5 million passengers in 1983.
Turkish airlines today is a strong player in International Aviation and employs more than 5 thousand employees in 4 continents. | aerospace |
https://donmooreswartales.com/2011/11/09/george-hardy-2/ | 2023-06-06T09:20:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652494.25/warc/CC-MAIN-20230606082037-20230606112037-00627.warc.gz | 0.983139 | 1,353 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__217047322 | en | Lt. Col. George Hardy flew 45 B-29 missions in Korea and 70 in Ac-119 in ‘Nam
EDITOR’S NOTE: Second of a two-part story.
When the Korean War broke out in June 1950 George Hardy’s World War II service was long behind him. He flew a P-51 “Mustang” in the 99th Fighter Squadron as a member of the Tuskegee Airmen, the all-black fighter group, during the Second World War.
After the war, he re-upped in 1948, joining the Air Force, which had now become a separate service. He was a captain in the 19th Bomb Group in 1950 and served as a co-pilot on a B-29 “Superfortress” flying from Okinawa, Japan. He flew 45 combat missions over Korea during the war.
“For a while I was the only person of color in the 19th Bomb Group, ” the 84-year-old Sarasota, Fla. aviator recalled. “Once the war began some blacks started coming into our unit.”
President Harry Truman integrated the U.S. Armed Forces in 1948.
“We had already flown six combat missions over Korea when our new squadron commander arrived in June 1950.
“He didn’t like me or blacks in general and he didn’t want me in his outfit. He would not speak to me except in the line of duty,” Hardy said almost 60 years later.
On one memorable day, Hardy recalled, “We were pre-flighting the airplane. I was in the co-pilot’s seat going through a checklist when I heard someone say , ‘Hardy, get down out of the airplane!’ I looked out and saw Col. Miller, our new squadron commander. He had some excuse why I couldn’t go flying that day.
“Later on that same day I was walking down to my shop on the field and ran into the colonel even tho’ I tried to avoid him. I saluted, but he didn’t return my salute. He threw his arm around my shoulder and informed me that my airplane and its crew had been shot down over North Korea. The entire crew bailed and only the bombardier was captured by the North Koreans,” Hardy said.
Eventually he got a new squadron commander who gave him his co-pilot seat back. During the missions Hardy flew in the Korean War their bomber was never threatened by the enemy.
“The only problem we had, we’d occasionally lose an engine to mechanical trouble. We lost one on a flight to Korea and had to make an emergency landing ta Kempo Air Field, outside Seoul, the capital of South Korea.
“It was freezing cold and all we had on was our summer flying suits. All they could give us were folding cots, a single blanket, and a tent to sleep in,” Hardy said. “The next day we decided we had to do something to escape the cold so we flew out with one damaged engine and three good ones. When we got back to our base in Okinawa we caught hell from our squadron and group commanders.
After that incident, however, all B-29 crews flew with cold weather gear aboard every B-29 that bombed Korea.
Hardy flew his last mission in Korea in March 1951. He became the commander of a maintenance squadron at Walker Air Force Base in new Mexico when he returned to the States. Hardy had received extensive technical training in radar repair procedures in addition to learning how to fly a B-29.
By the time the Vietnam War broke out and he was sent into battle once more he was a lieutenant colonel. He went to war for the third time in 25 years flying an AC-119 “Stinger Gunship.” This was a low-flying, slow-moving assault ship equipped with five Gatling guns, each with infrared sighting for night fighting.
“Flying at night was quite different than flying during the daytime. One of our people in the back of the plane laid with his head over the edge of the plane while being strapped in. His job was to watch for antiaircraft fire coming our way. He would tell the pilot by intercom which way to break if a shell was coming toward us,” Hardy explained.
“The AC-119 was a Rube Goldberg-designed airplane. The pilot fired the guns after sighting in the target. You’d have to get in a flying circle around the target. Once the infrared operator put the target in your guns sight the pilot would look into his gun sight and get the cross hairs superimposed on each other and then he’d fire the guns.”
The AC-119 was equipped with three 7.65 Gatling guns that could fire several thousand rounds a minute. Later on, two much larger 20 mm guns were added for additional firepower against armored equipment the North Vietnamese Army was using.
The 20 mm cannons were so heavy the Air Force added two wing-mounted jet engines in addition to the two propeller-driven engines for added power to keep the heavy plane in the air.
When he arrived in Vietnam in 1970 he was stationed at Phan Rang near the coast of South Vietnam. Because of his rank he was sent to Udom, Thailand when he was made the commander of a base used by a group of AC-119 gunships.
“We’d patrol at night around the Dietiane area of Laos. I spent four months there and then I moved to DaNang, South Vietnam where I became base commander again. We flew the Ho Chi Minh Trail at night looking for enemy trucks and equipment.”
After 70 combat missions in Vietnam during the year he was there, Hardy returned to Systems Command back in the States.
“They took me off flight status for health reasons and I decided to retire after 28 years of active duty,” Hardy said.
He and his late wife, Bonnie, moved to Sarasota where he has lived since 2003. The couple has four grown children, two boys and two girls.
This story was first published in the Charlotte Sun newspaper, Port Charlotte, Florida on Tuesday, July 21, 2009 and is republished with permission.
All rights reserved. This copyrighted material may not be republished without permission. Links are encouraged.
Click here to view the War Tales fan page on FaceBook. | aerospace |
https://www.airportia.com/flights/hu745/shenzhen/cairns/2018-10-13/ | 2019-01-16T15:30:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583657510.42/warc/CC-MAIN-20190116134421-20190116160421-00558.warc.gz | 0.954562 | 132 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__142269522 | en | Hainan Airlines Flight HU745 connects Shenzhen to Cairns, taking off from Shenzhen Bao'an International Airport (SZX) and landing at Cairns Airport (CNS).
The flight took off on Saturday, Oct 13th, 2018 with the flight arrival status being Landed on 08:31. See our flight tracker above for more details.
Flight delays happen, but that doesn’t mean you have to accept them. You may be entitled to as much as 600€ in compensation if your HU745 flight has been delayed, canceled or overbooked within the last three years. Claim Compensation Now > | aerospace |
https://www.ignaceoutposts.com/uncategorized/the-toughest-landing/ | 2024-02-24T19:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474544.15/warc/CC-MAIN-20240224180245-20240224210245-00312.warc.gz | 0.933546 | 108 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__98779935 | en | When conditions are like this, landing a seaplane is tough. Glassy water requires precise technique and skill.
Landing on a lake with no wind is like landing on a mirror because there is no depth perception. The pilot must have a proper rate of descent and use visual reference to shorelines, islands or rocks since he cannot see the surface of the water. Peripheral vision must be acute.
When done properly, it is very difficult to determine the moment of landing. No big clunks like on a jet liner. | aerospace |
https://droners.io/accounts/gjou-46xp/ | 2023-09-23T01:42:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506429.78/warc/CC-MAIN-20230922234442-20230923024442-00422.warc.gz | 0.897507 | 105 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__47074678 | en | I've been flying drones with my part 107 for more than 6 years. Flights include search and rescue, crime scene documentation, officer involved shooting scenes, real estate and vacation/recreational flights.
- Autel Evo II Dual Thermal 640T(Radiometric)
This pilot has not informed any sensor yet.
This pilot has not informed any hardware yet.
This pilot has not informed any software yet.
Droners Approved Pilot | aerospace |
http://btpp.masterbensonyeo.ru/188828675 | 2021-10-17T08:29:17 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585171.16/warc/CC-MAIN-20211017082600-20211017112600-00602.warc.gz | 0.898651 | 2,222 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__189578860 | en | The practical processes of fluid mechanics, aircraft design, material choice, and basic engineering design form the foundation of the subject. Graduates of this highly competitive program are equipped to excel in the global job market. Download 50+ Aeronatical Engineering Books Collection under Aerospace, Aircraft, Aerodynamics, Space and Spacecraft, Astronomy and Much More.
Aeronautical Engineering Ebooks. Foster, 1999: History of AEM department at U of MN,. Selected topics from recent developments in the aeronautical and space engineering fields. Preparation of power-point slides, which include videos, animations, pictures, graphics for better understanding theory and practical work – The faculty will allocate chapters/ parts of chapters to groups of students so that the entire syllabus to be covered. Several nontechnical topics of immediate interest to seniors are explored.
The University of Alabama established a Department of Engineering Mechanics in 1912. In early 1928, Ora M. Polytechnic diploma course with the duration of 3 years after 10 or 10+2 examination.
The basic requirements for the course, that the students’ must have aeronautical engineering manual aem a good command over the mathematics, physics and chemistry. Aeronautical Engineering Lab Manuals-All Semester Click here to Download: PLC Projects and Study Notes-Free Download. Is aeronautical engineering a good career? With a stellar reputation and strong research focus that yields real-world breakthroughs, the University of Minnesota (UMN) Aerospace Engineering and Mechanics (AEM) Department is the premier destination for transforming active learners into lifelong contributors. 1 ทรัพยากรบุคคล 6.
UG degree courses leading to the BE/B. Tech Aeronautical Engineering offered by the International Institute for Aerospace Engineering and Management (IIAEM) – School of Aerospace Engineering, Jain (Deemed to be University) is a specialized program whose curriculum is designed to meet the current requirements of the aviation sector. 130D Akerman Hall.
· This Manual provides a aeronautical engineering manual aem summary of the objectives, policies, organizational structures, and responsibilities which form the foundation for the United States Coast Guard (USCG) aeronautical. Available in PDF. to Aerospace Eng. Offer equipment-specific safety, across all brands Complement an operator’s manual.
There are three types of courses in India of aeronautical engineering. In 1993, it was renamed the Department of Engineering Science and Mechanics to reflect its evolving interests. It prescribes policy, guidance and technical. · AEM is a mathematical procedure that provides an estimated noise contour area of a specific airport given the types of aircraft and the number of operations for each aircraft.
The best way to get into NASA as an aerospace engineer for non-American citizens is to join any undergraduate or graduate aerospace engineering courses in any of the universities in the United States of America. Download free Aeronautical Engineerng Books. Writing proficiency is required for a passing grade in this course. List of books available. Aeronautical engineering courses were first taught at the University in 1928. What is the duration of Aeronautical Engineering in India? The online MSAEM is a flexible and convenient degree program that has been educating leaders in aerospace and mechanics for more than 20 years.
Recording Equipment, Automobile Parts user manuals, operating guides & specifications. This Is The New eBay. • Within 25 years, demonstrate an integrated, high-confidence engineering environment that fully simulates advanced aerospace systems, their environments, and their missions. Find aerospace Engineering course notes, answered questions, and aerospace Engineering tutors 24/7. Williams Advanced Engineering beating battery boundaries. According to Boeing during.
The minimum eligibility criterion which most of the institutes ask for is a score of at least 60% to 70% (relaxable for reserved category candidates) at 10+2 or equivalent level. · This Manual promulgates release of the Coast Guard Aviation Life Support Equipment (ALSE) Manual, formerly the Aviation Life Support Systems Manual. There is an increasing demand for airtransport for both passengers and goods.
Aerospace engineers design, build, and test airframes ranging from personal aircraft to jet fighters, military missiles to Space Shuttles. I is recommended, but can be satisfied by taking ENGR 111 Engineering for the Future or other engineering introductory courses. An aeronautical engineer cannot afford to ignore the importance of engineering data and rules. These labs allow students to participate in research as undergraduates, as well as conduct research as graduate students. Aeronautical engineering is an emerging field of engineering study. Each student must complete a personal resume. An excerpt from "Aeronautical Science 101: The Development of Engineering Science in Aeronautical Engineering at the University of Minnesota" Masters paper in the History of Science and Technology by Amy E.
The career in aeronautical engineering is very reputed, respectfully and challenging and moreover, it is very good in order to the handsome paying job. Read more. Classic Digital Wideband UEGO AFR Sensor Controller Gauge ; Classic Digital Boost Pressure Gauges -30 ~35PSI / -30 ~ 50PSI ; Classic Digital Oil Pressure Gauges 0 ~ 100PSI / 0 ~ 150PSI. The students’ have a choice to choose the field after 10+2 science stream with good percentage.
engineering applications. The noise contour area is a measure of the size of the landmass enclosed within a level of noise as produced by a given set of aircraft operations. Instruction in numerous topics concerning air transport management is also covered. BE Aeronautical Engineering is a 4-year Under Graduate (UG) course with a specialization in the field of aviation and aerodynamics. Admissions for bachelor’s degree programs Graduate admissions and financial assistance Read more. Aeronautical Engineering Manual สารบัญ(ต่อ) AEM บทที่ 6 การบริหารทรัพยากร 6 การจัดสรรทรัพยากร 6. The AEM department is a close-knit group of instructors and learners, as students interact with faculty every day through coursework and projects.
Course Hero has thousands of aerospace Engineering study resources to help you. Books for Helicoptor. Each faculty is personally committed to helping students become well-rounded engineers with the skills they need to move into and thrive within a variety of fields. In 1937, the Department of Aeronautical Engineering was among the first 10 aeronautical engineering programs. Tech with the duration of 4 years after 10+2 examination.
There are visiting lecturers and extensive student participation. • Technology innovation—Enable fundamentally new aerospace system capabilities and missions. This manual has been produced by the Aeronautical Surveillance Panel (ASP) as a reference document consolidating the updated guidance material previously published in other manuals with new material covering more recent or emerging techniques. What is aem facility?
Click here to Download:. Our full line of safety manuals communicate the preparation, safe operation and maintenance of off-highway equipment across all industry sectors. AEM - Association of Equipment Manufactures, offers a full line of manuals for the aeronautical engineering manual aem safe operation and maintenance of off-highway equipment. Basic theoretical principles underlie the design of all the hardware of aeronautics. They also supervise the ongoing production aerial vehicles, identify and mitigate structural defects, and develop maintenance procedures to make sure designed systems function reliably for aeronautical engineering manual aem as long as possible. The UA Department of Aerospace Engineering and Mechanics features nationally-accredited programs, affording students the flexibility to shape their academic goals to suit developing interests. Over 70% New & Buy It Now. Aeronautical Eng.
Reference Book for Graphotype Class 6300, TM 10-626D, 1952, is a user manual for the classic embossing machine used for dog tags, data plates, etc. 1 Way: Join Any Undergraduate or Graduate Aerospace Engg Course. The Aeronautical Engineering and Aviation Management program offers the necessary background in aircraft aerodynamics, propulsion systems, control mechanisms, and structural engineering. Chandrayan ( India&39;s First Mission to moon) Composite Materials for Aircraft Structures by Alan Baker - Stuart Dutton - Donald kelly. 1 2 3 Next > Last >> Standards. 6 MB PDF) Graphotype Class 6100, 6200, 6300 Service Manual, 5A 914-90, 1960, is the service manual for the same class of machines. View & download of more than 107 AEM PDF user manuals, service manuals, operating guides. Download PDF: Sorry, we are unable to provide the full text but you may find it at the following location(s): The room allows AEM undergraduates and other University students with interests in aeronautics and astronautics a place to gather and participate in community-building activities such as student engineering projects and event planning (for outreach events, laboratory tours, etc).
aeronautical engineering out from under the wing of mechanical engineering. A student may substitute CS 100 CS I for Majors (4 semester hours), CS 110 Honors CS I for Majors (4 semester hours), or RRS 101 and RRS 102 for AEM 249. NASA Skylab Owners&39; Workshop Manual: 1969 to 1979 (all models) - An insight into the history, design, development and operation of the first US manned space station (Haynes Manuals) Dr. What are the requirements for aeronautical engineering?
Click on book name for more information and downlod link. AEM is committed to keeping each other safe. com has been visited by 1M+ users in the past month. Find Aeronautical Engineering Now! Equipment specific safety, across all Brands Complements operator&39;s manual. AEM Instructional Facilities Additional AEM facilities provide a space for students and faculty to collaborate on student projects, research, and instruction.
& Aviation Management AEM Bachelor Programs, Credit Hours System, Cairo University, Faculty of Engineering Airtransport environment in Africa and MENA region is witnessing a tremendous revolution. 7 out of 5 stars 45. Leland, Dean of the College of Engineering and Architecture, proposed to the Minnesota Board of Regents that an independent department of aeronautical engineering be established.
-> Manual diagnóstico dificuldades de aprendizagem vitor da fonseca pdf baixar
-> Loego manual | aerospace |
https://www.evo-jet.com/jet-refueling/kffz-msc-falcon-field-airport-jet-refueling | 2023-03-20T08:50:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943471.24/warc/CC-MAIN-20230320083513-20230320113513-00031.warc.gz | 0.940965 | 177 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__208818162 | en | Jet refueling at KFFZ / MSC / Falcon Field Airport in Mesa, USA. EVO Jet contracts directly with primary Jet A Fuel suppliers and into plane providers to ensure you receive the best jet fuel price at KFFZ on every uplift.
Into Plane or Primary Fuel Suppliers:FALCON EXECUTIVE AVIATION, PHILLIPS 66
KFFZ, Falcon Field Airport is located 6 miles to the northeast of Mesa, USA. KFFZ operates 24/7 (with restrictions) and has two runways: 4R/22L, which is 5,101 feet long, and 4L/22R, which is 3,799 feet long. Log onto the EVO Fuel Web to view current KFFZ Jet A fuel prices and receive a fuel release for your next business or private jet visit to Mesa. | aerospace |
http://area51specialprojects.com/b52_008.html | 2018-04-24T16:38:10 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125946807.67/warc/CC-MAIN-20180424154911-20180424174911-00292.warc.gz | 0.953784 | 1,689 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__120165138 | en | NASA B-52, Tail Number 008, was an air launch carrier
aircraft, 'mothership,' as well as a research aircraft platform that has been
used on a variety of research projects. Affectingly known as 'Balls-8,' the 10th
B-52 produced, was first flown on June 11, 1955, was the oldest B-52 in
flying status and has been used on some of the most significant research
The bomber arrived at Edwards AFB on June 8, 1959, after undergoing modifications at North American Aviation's Palmdale facility to allow it to carry the X-15 beneath its right wing. The modified bomber first was used to launch the X-15 on its fifth flight, Jan. 23, 1960.
Some of the significant projects supported by B-52 008
include the X-15, the lifting bodies, HiMAT (highly maneuverable aircraft
technology), Pegasus, validation of parachute systems developed for the space
shuttle program (solid-rocket-booster recovery system and the orbiter drag chute
system), and the X-38. Among the many milestone flights Balls Eight launched
were William J. 'Pete' Knight's record-setting Mach 6.7 flight in the X-15, the
X-15 flights that qualified four pilots for astronaut wings and the first
successful test flights of a supersonic combustion ramjet - or scramjet - engine
on its final program.
The B-52 served as the launch vehicle on 106 X-15 flights and flew a total of 159 captive-carry and launch missions in support of that program from June 1959 to October 1968. Her starboard side is plastered with mission markings for HiMat, Pegasus, X-38, X- this, X-that...! She may well be the single most famous airframe since the 'Spirit of St. Louis' and the 'Enola Gay'. After nearly two decades with the Air Force, she was transferred to NASA where she has served faithfully. Though she still has the lowest airframe hours of any B-52 in service, parts for the old B model are hard to come by.
Information gained from the highly successful X-15 program
contributed to the Mercury, Gemini, and Apollo human spaceflight programs as
well as space shuttle development. Between 1966 and 1975, the B-52 served as the
launch aircraft for 127 of the 144 wingless lifting body flights. In the 1970s
and 1980s, the B-52 was the launch aircraft for several aircraft at what is now
the Dryden Flight Research Center, Edwards, California, to study spin-stall,
high-angle-of attack, and maneuvering characteristics. These included the
3/8-scale F-15/spin research vehicle (SRV), the HiMAT (Highly Maneuverable
Aircraft Technology) research vehicle, and the DAST (drones for aerodynamic and
structural testing). The aircraft supported the development of parachute
recovery systems used to recover the space shuttle solid rocket booster casings.
It also supported eight orbiter (space shuttle) drag chute tests in 1990. In
addition, the B-52 served as the air launch platform for the first six Pegasus
During its many years of service, the B-52 has undergone several modifications. The first major modification was made by North American Aviation (now part of Boeing) in support of the X-15 program. This involved creating a launch-panel-operator station for monitoring the status of the test vehicle being carried, cutting a large notch in the right inboard wing flap to accommodate the vertical tail of the X-15 aircraft, and installing a wing pylon that enables the B-52 to carry research vehicles and test articles to be air-launched/dropped. Located on the right wing, between the inboard engine pylon and the fuselage, this wing pylon was subjected to extensive testing prior to its use. For each test vehicle the B-52 carried, minor changes were made to the launch-panel operator's station.
Built originally by the Boeing Company, the NASA B-52 is powered by eight Pratt & Whitney J57-19 turbojet engines, each of which produce 12,000 pounds of thrust. The aircraft's normal launch speed has been Mach 0.8 (about 530 miles per hour) and its normal drop altitude has been 40,000 to 45,000 feet. It is 156 feet long and has a wing span of 185 feet. The heaviest load it has carried was the No. 2 X-15 aircraft at 53,100 pounds.
Another B-52 (an A-model), Tail Number 003, also flew as a mothership, launching the X-15 and lifting bodies.
For the launch platform, NASA 0008, the B-52B testbed that has been a fixture at Edwards since the 1950s. Fritz Fullerton piloted the bomber on its final research mission, the successful Nov. 16 flight of the unmanned X-43A hypersonic scramjet research vehicle. That flight set a speed record for air-breathing aircraft, reaching speeds of nearly Mach 10. After 45 years of service and over 400 missions, Balls-8 was retired from active duty in December 2004 with the distinction of being the oldest mothership in the NASA fleet and the oldest B-model B-52 left flying.
For 45 years the hulking B-52 mothership - fondly known as 'Balls Eight' for its tail number of 008 - was the stalwart platform for numerous research missions, beginning with the famed X-15 rocket plane launched at 540 mph at 45,000 feet. The history of the mothership, is inscribed along the right side of the fuselage in the form of 'hieroglyphics,' silhouettes of the vehicles and test fixtures flown. The lengthy history stretches from the X-15 and lifting body flights grouped together just behind the nose all the way down the fuselage to the X-43A flight that marked the end of the B-52's career. During its retirement ceremony, Air Force Flight Test Center Commander Gen. Curtis Bedke noted that 'her legacy does live on in the skies over Edwards Air Force Base.' Former pilot Fitz Fulton, believed to have more hours logged in the bomber than any other pilot, described flying 008 as 'a fun job.'
An Air Force asset, the bomber was maintained and operated by Air Force personnel throughout the X-15 program, a joint effort among the service, NASA, the Navy and North American Aviation. Although primarily used by NASA, the bomber remained in Air Force control until April 1976, when it was placed on permanent loan to the agency.
Though the oldest B-52 flying, 008 had the least number of flight hours - 2,443.8 hours over almost 50 years - due to its exclusive use in flight testing. The cockpit of the bomber appears at first glance to have avoided the digital age altogether, with row upon row of analog gauges and dials. Pilots did have one vital piece of digital technology, however. Attached to the edge of the control panel was a small digital kitchen timer, its white plastic case yellowed from the sunlight streaming through the cockpit windows. The timer was used to mark time for missions. Being the only B-model bomber left in operation, maintenance crews had to be resourceful to keep 008 flying. They scavenged parts from bone yards and even museums and sometimes cobbled together multiple pieces to make one good part. Nonetheless, no mission was ever cancelled because of 008.
The bomber also was the only airplane left that used JP-4, an old formula of jet fuel. "That's a little like seeking leaded fuel for an old car, 23,000 gallons at a time," said Kevin Petersen, NASA Dryden Flight Research Center director. Balls-8 has been retired to the North Gate entrance of Edwards AFB.
Final mission flown by Balls-8
|See a broken link or error - Have a story or photo to add - - please let the webmaster know by E-mail
Posted Thornton D. BarnesBy Thornton D. Barnes Author Publisher | aerospace |
https://www.asapbuying.com/blog/the-importance-of-throttle-hold/ | 2023-06-02T09:17:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648465.70/warc/CC-MAIN-20230602072202-20230602102202-00603.warc.gz | 0.93307 | 653 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__284166114 | en | Throttle hold is a flight mode for remote control (RC) aircraft. It is controlled by the throttle hold switch which, when activated, controls the throttle at a pre-set percentage of engine idle, regardless of the collective pitch stick position. It is used to practice autorotations, and as a safety measure to help prevent accidental spool up, wherein the rotors of the helicopter begin rotating unexpectedly. Throttle hold can also help minimize damage after a crash. In this blog, we will discuss the benefits of throttle hold.
Most RC aircraft pilots practice a good amount of safety. Nevertheless, it is easy, even for seasoned pilots, to forget the importance of the throttle lock switch after landing your aircraft. For example, say you finish your flight and set down your transmitter. If your transmitter is out of reach, but your aircraft is still armed, ready to start, and pointing at you or someone else, this is a potentially very dangerous combination and could lead to a serious incident. This is the first reason you should always turn on your throttle switch as soon as you retrieve your aircraft. The next step is to unplug the aircraft’s battery, ensuring it is turned off and safe to handle. Lastly, turn off the radio - never turn off the radio with the flight battery still plugged in. To best program your throttle hold, refer to the aircraft’s instruction manual.
Many remote control aircraft are equipped with large propellers. These propellers come in a wide range of sizes and, though they are thin, can cut through a lot when given the chance. So, if your throttle switch is not on, and you accidentally interfere with the transmission, the aircraft could lift off the ground and fly in any direction. Make no mistake, these aircraft propellers are large enough and strong enough to do serious damage like deep cuts, removal of fingers, etc.
It is advisable to set your throttle hold at -5% engine idle. This will compensate for any throttle trim that may be set and achieve an effect 0%. If the aircraft features an electronic speed control with a soft-startup and governor mode, the throttle hold can be used to start and stop the motor just like an on/off switch. Throttle curves should be the same percentage for each value from low to high throttle stick for a given flight mode. Being diligent about using your aircraft’s throttle switch will ensure you avoid a perilous situation.
For throttle hold switches of all types and much more, look no further than ASAP Buying. Owned and operated by ASAP Semiconductor, we can help you find all types of parts for the aerospace, civil aviation, defense, electronics, industrial, and IT hardware markets. Our account managers are always available and ready to help you find all the parts and equipment you need, 24/7-365. For a competitive quote, email us at [email protected] or call us at +1-714-705-4780. Let us show you why we consider ourselves the future of purchasing.
Subscribe to our Newsletter and stay tuned.
Before You Go, Why Don’t You Take a Look at Our Aviation Parts Catalog.Request for Quote | aerospace |
http://www.i4u.com/2015/10/96062/walmart-tests-drone-delivery-attempt-coolness | 2016-10-25T03:24:39 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719877.27/warc/CC-MAIN-20161020183839-00084-ip-10-171-6-4.ec2.internal.warc.gz | 0.957766 | 295 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__125402957 | en | A new report says that Walmart applied for a commercial drone license at the FAA.
Walmart wants to look like cool kids and has started to play with drones. According to Reuters, Walmart has applied for a commercial drone license at the FAA today. Walmart has supposedly worked on a drone program for several months using drones made by industry leading DJI.
Don't Miss: Incredible Pokemon Gifts
Amazon, Google and others have very publicly bragged about their drone delivery tests. Walmart's spokesman Dan Toporek told Reuters: "Drones have a lot of potential to further connect our vast network of stores, distribution centers, fulfillment centers and transportation fleet. There is a Walmart within five miles of 70 percent of the U.S. population, which creates some unique and interesting possibilities for serving customers with drones."
Walmart has several ideas for drones. One is to scan electronically the items loaded on arriving trucks at Walmart stores. Electronic tags would be scanned by the drone flying over the trailers.
Another use of drones Walmart wants to test is grocer pickup. Another drone application the giant retailer wants to test is home delivery in small residential neighboorhoods.
Don't Miss: See the first leaked Black Friday 2016 Ad
The FAA is busy working on rules for the fast developing drone market. Just recently they announced that also hobby pilots of certain drones will have to obtain a license. There have just been too many incidents of drones getting too close of commercial planes. | aerospace |
http://www.cannon.af.mil/news/story.asp?id=123320825 | 2014-09-02T14:01:09 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1409535922087.15/warc/CC-MAIN-20140909051037-00281-ip-10-180-136-8.ec2.internal.warc.gz | 0.901871 | 210 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__65203502 | en | by Airman 1st Class Alexxis Pons Abascal
27th Special Operations Wing Public Affairs
10/3/2012 - CANNON AIR FORCE BASE, N.M. -- The 27th Special Operations Wing will hold Fall Fest and spouse incentive flights at Cannon Air Force Base, N.M., Oct. 27.
Fall Fest will be held in Hangar 109 from 11 a.m. to 3 p.m. while the first flight is scheduled for 9 a.m.
The events are centered on a family resiliency theme and will include entertainment, static displays, food and beverages for sale and plenty of kid-friendly activities.
Flights are available to all spouses within the 27 SOW. Those interested in flying should contact their respective unit first sergeants and must fill out the Spouse's Flight Information and Medical Clearance forms for consideration.
For more information regarding Fall Fest, contact Capt. Frederick Meyer, 3rd Special Operations Squadron, at 575-784-0670. | aerospace |
https://archives.greenairnews.com/www.greenaironline.com/newsba28.html?viewStory=2732 | 2023-12-02T21:59:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100452.79/warc/CC-MAIN-20231202203800-20231202233800-00357.warc.gz | 0.936152 | 802 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__41674010 | en | Boeing's 2020 ecoDemonstrator test programme ends with transcontinental flight using 50% blended SAF
Fri 25 Sept 2020 – As part of Boeing’s 2020 ecoDemonstrator programme, a final test flight of an Etihad Airways 787-10 from Seattle to Boeing’s manufacturing site in South Carolina used 50,000 gallons of a 50/50 blend – the maximum blend permitted for commercial aviation – of sustainable and traditional jet fuel. The sustainable fuel, which has been used in lower blends on other test flights conducted during the programme, was produced from inedible agricultural wastes by World Energy and supplied by EPIC Fuels. Boeing and Etihad have had a longstanding collaboration on sustainable aviation fuels (SAF) and were founding partners on a pilot project taking place at Khalifa University near Abu Dhabi to produce jet fuel from saltwater-tolerant plants. Khalifa University has recently hosted a series of webinars focusing on SAF in the UAE.
Mohammad Al Bulooki, Etihad Aviation Group’s COO, said the ecoDemonstrator flight was a “monumental step forward for the sector to prove the viability of producing a 50/50 blend of SAF at a high volume.”
In January, Etihad took delivery of a 787-10 using a fuel mix comprising 30% SAF produced by World Energy. For more than a decade, World Energy and EPIC have produced and supplied SAF to Boeing for flight testing and the aircraft manufacturer offers airlines the option of using SAF for their delivery flights, the first of these being an Etihad 777-300ER in 2012.
“Sustainable aviation fuels are proven and work in airplanes flying today and those that will fly tomorrow, but there’s a very limited supply,” said Sheila Remes, Boeing’s VP Strategy. “World Energy is making commercial-scale volumes of sustainable fuel at competitive prices, leveraging government low-carbon incentives to accelerate production and use in an industry that relies on liquid fuels.”
Created in 2010, the Sustainable Bioenergy Research Consortium (SBRC) is piloting a unique desert ecosystem to produce SAF from plants that grow in the desert and are irrigated by coastal seawater. Etihad used the initial batch of fuel in January 2019 on a passenger flight from Abu Dhabi to Amsterdam.
The series of eight SAFI-UAE webinars (available for viewing here) hosted by Khalifa University and moderated by Dr Alejandro Rios, Director of SBRC, concludes on September 30 with a focus on establishing a SAF industry in the UAE through a work programme and stakeholder collaboration.
Boeing’s ecoDemonstrator programme takes promising technologies out of the lab and tests them in the air to accelerate innovation. This year’s programme evaluated four projects to reduce emissions and noise and enhance the safety and health of passengers and crew. It included a collaboration with Safran over the noise caused by airflow over the landing gear of aircraft. The partners have designed fairings around the landing gear to smooth out the turbulence to reduce noise levels by what Boeing describes as a significant amount.
Another project with NASA involved the investigation of how sound interacts with aircraft using special onboard acoustic sensors that detect small variations of sound while the aircraft is flying. The sound is then measured both on the aircraft and also on the ground using a thousand microphones in special patterns.
“This test is going to give us the best information on this aspect of aircraft noise that we’ve been able to achieve in flight,” said Russell Thomas, a senior research engineer at NASA Langley Research Center. “Out of that, we will be able to create what we think is a new avenue of noise reduction technologies and approaches. It really allows us to go one step further in developing new ideas and concepts for future aircraft that will be even quieter for the communities.” | aerospace |
https://prislo.com/pk/dji-mavic-air-quadcopter | 2023-01-31T06:35:13 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499845.10/warc/CC-MAIN-20230131055533-20230131085533-00585.warc.gz | 0.949482 | 1,123 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__297042776 | en | Dji Mavic Air Price in Pakistan
The best price of Dji Mavic Air in Pakistan is Rs. 186,999 and estimated average price is Rs. 229,999.
A drone that works well with enough features to cover most of your needs; just below a professional level drone. Developed by DJI the Mavic Air is a complete package. Including gesture controls and a good-sized camera sensor, with multi-directional obstacle detection to keep it safe while in the air. A bunch of different shooting modes as well to add to the arsenal. This is a high-end device with a price to match.
Pros & Cons
Good video stability
Adequate video bitrate
Short battery life
The basics of the DJI Mavic Air Quadcopter
DJI is the leader in commercially available drones with many models in the market. The DJI Mavic Air is a serious contender just a few shades larger in size and weight than the DJI Spark but with quite a bit more power and speed. The main feature separating the two being the 3-axis all-mechanical gimbal that means the pictures and videos are super sharp even when flying at speed or hovering in wind.
At 450 grams it is roughly the weight of a tablet and with the foldable propeller arms it can be packed nicely into a small bag that can fit into a backpack easily. For the fact that it is so compact, the functionality is very impressive. The main camera is a 1/2.3-inch CMOS sensor with an equivalent 28mm f/2.8 aperture lens for 12-megapixel stills. Video runs at 4K with 30 fps and a 100 Mbps bitrate or at 1080p with a 120 fps slow motion. The addition of 8GB storage onboard is also a great feature this means you can capture footage without an SD card. Given that a two-minute 4K video at 30fps eats through about 1.5 GB of data means you will need SD cards on hand.
With cameras and sensors for obstacle detection and avoidance on the front, back and bottom, the sideways flying will require some manual avoidance by the pilot in case of any object. The flight time of 21 minutes at a fixed speed of 15.5mph will reduce in conditions of wind as the drone will burn through more power to maintain stability. There is a sports mode to make it zip around a lot faster with a max speed of 42mph which would result in some great shots if used well! Also one would need to be dexterous with the flying as even with a 20-meter detection of objects the chances of hitting something would increase significantly. The range on a tablet or smartphone is at 50 meters height and 80 meters distance but this can go up to 4km in line of sight with the separately sold remote attached.
Video & picture
Some of the video shooting modes are really interesting such as 'Boomerang' where the drone goes up and around behind the subject and back to the start as a way to capture the subject plus the surrounding area perfectly. 'Asteroid' mode makes the drone take a spherical image from a high point then zooms and twists into the subject on the ground creating an effect as though you’re flying down from space. Gesture control is one of the coolest features of the DJI Mavic Air Quadcopter; with the usual flying gesture controls that make it a lot simpler to control. Aside from the basics putting up a 'v' sign with your hand makes the drone take a still image and if you make director framing hands it starts to shoot video, with small lights on the drone that blink to let you know the drone has received your commands which is a neat feature.
The still image abilities are also full of features such as panorama and also vertical panorama, with the option for 180 degrees or a full sphere. To achieve these the drone takes multiple shots and stitches them together digitally. Some of the standard modes are like HDR shots or 'AEB' which takes multiple varied exposure shots so you can later pick the one you like. 'Timed Shot' is also useful for a timelapse where you can choose how many shots you want it to take and with what time interval. The tracking in this is able to follow 2 subjects headed in the same direction allowing it to nicely frame people running or cycling together.
To avoid signal interference of any kind it is advised that it is flown in a clear area. Also, keep local laws and customs in mind, certain countries need the flyer to have a permit for some drone models and the DJI Mavic Air Quadcopter falls into this category in some places. Or for instance up north in Pakistan, in Hunza, the locals do not want people flying drones around obstructing the view for others while making noise too.
The DJI Mavic Air is the right size if you don't want a professional level drone but also want a drone that could have you covered for some work and hobbies, somewhere in the middle of that spectrum so it is very versatile if used right! Compare prices on Shopsy to see which online store you want to acquire it from. The Mavic Air is an expensive device to purchase. | aerospace |
https://www.atmos.colostate.edu/2020/06/alumnus-walt-petersen-profiled-in-nasas-the-marshall-star/ | 2021-04-15T02:57:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038082988.39/warc/CC-MAIN-20210415005811-20210415035811-00003.warc.gz | 0.952828 | 235 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__242069353 | en | Alumnus Walt Petersen profiled in NASA’s The Marshall Star
By Will Bryan, ASRC Federal/Analytical Services
The lightning flash nearly blinded him and the crack of thunder was deafening. Yet that was all it took for Walt Petersen – now deputy manager of the Science Research and Projects Division at NASA’s Marshall Space Flight Center – to get hooked on weather.
Petersen’s passion for weather came from an experience he had as a high school senior. While at a drive-in movie theater, lightning struck the speaker post nearest a friend in the car’s passenger seat – briefly shocking his friend, who was holding the attached speaker.
“I remember the flash was so bright and the thunder was instantaneous,” Petersen said. “That really motivated me. I thought weather would be a kind of a cool thing to be involved in.”
Read the full The Marshall Star article, “Where Lightning Strikes, a Scientist is Born: Meet Walt Petersen.”
Photo at top: Walt Petersen, deputy manager of Marshall’s Science Research and Projects Division. Credit: NASA | aerospace |
http://littlebux.com/nasa-is-working-on-a-transformer-style-plane-that-can-change-shape-during-takeoff-landing-and-mid-flight-to-make-it-more-fuel-efficient/ | 2022-08-13T00:34:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571847.45/warc/CC-MAIN-20220812230927-20220813020927-00599.warc.gz | 0.947027 | 207 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__159504339 | en | NASA has created a cutting-edge wing which will allow the space agency to create a plane capable of changing shape mid-flight.
The real-life transformer is still a concept but would be able to manipulate its form in order to control its flight.
A combination of stiff and flexible components allow it to deform at the will of its pilot.
The innovative wing incorporates a mix of stiff and flexible components, which make it possible to deform the whole wing.
It is lighter and more flexible than existing designs due to a clever mechanism which involves bolting separate components withing the structure to its immediate neighbours.
A lattice structure is then formed of cube-like structures and allows it to be far lighter than current alternatives.
The wing material then has a density of 5.6kg per cubic metre, while rubber has a density of about 1,500kg per cubic metre.
It is designed to make use of different configurations specifically optimised for different parts of flight, including take-off, cruising and landing. | aerospace |
http://sciencepal.blogspot.com/2008/07/star-wars-style-laser-technology-to.html | 2018-07-21T03:42:09 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592309.94/warc/CC-MAIN-20180721032019-20180721052019-00627.warc.gz | 0.957242 | 682 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__155051913 | en | Laser beam technology is being rushed into service to combat the threat of insurgent missiles and mortars raining down on British and American military bases in Iraq and Afghanistan.
After decades of delay and billions of pounds spent, it will be simple commercial lasers rather than the hugely expensive US Department of Defence technology that could be used to save hundreds of troops' lives.
In just 18 months the American defence firm Raytheon has turned a laser used in the car manufacturing industry into a weapon that can hit incoming rounds at the speed of light, melting the outer casing and detonating the explosive inside.
A laser has already been used in a test to destroy a 60mm mortar round and in September the company plans its first "shoot down" of a shell in flight in a test to be conducted with the US military. If successful it could be used on battlefields as early as next year.
The Ministry of Defence is also already in discussions with the company for the new weapon that will be mounted alongside the current Phalanx Gatling gun system that uses thousands of 20mm bullets to shoot down missiles physically.
During one attack when The Daily Telegraph was present at Basra airbase in February two out of four 107mm rockets hurtling towards the accommodation area were shot down. But one of the two that penetrated the defences landed on a shower block killing a RAF serviceman.
With the new laser technology it is hoped that all bombs fired at the base will be shot down before they get a chance to inflict damage.
"This is a huge enhancement of Phalanx. It will have accuracy to shoot down these targets," said Raytheon's chief of directed energy weapons, Mike Booen, speaking at the Farnborough Air Show.
"When you trade photons for bullets you have an unlimited magazine you can shot forever as long as you have electricity,"
Protecting commercial aircraft from the threat of terrorist missiles has also become a major concern for airlines and airports.
It will cost an estimated $30 billion (£15 billion) to install effective defensive devices on board all America passenger jets if one was shot down.
Terrorists have already fired SAMs at an Israeli jetliner in Kenya in 2002 and a freight jet in 2003 outside Baghdad.
The Vigilant Eagle system will create a "dome of protection" around a major airport protecting all aircraft at the most vulnerable phases of take-off and landing.
It shoots electromagnetic energy that disrupts the missile's circuit boards diverting it away form the aircraft.
"This is not just restricted to US airspace because any terrorist with a shoulder-launched missile can use them," said Mike Booen. "If a commercial aircraft got shot at tomorrow we would have an order for 10 of these immediately."
Energy beams have also been developed that can fire a laser with pinpoint accuracy to drive away potential suicide bombers, rioters or hostage takers.
The Silent Guardian system fires millimetre wave beam at individuals that cause an excruciating burning sensation without causing any damage.
The beam travels at the speed of light, penetrating the skin and causing an intolerable burning sensation causing suspects to flee.
With dozens of helicopters being destroyed by Taliban and Iraqi insurgent missiles, technology advances have seen a device that has been shrunk from the size of a football to a tennis ball that will fire lasers to confuse infra-red guidance inside a missile. | aerospace |
https://aerospace.illinois.edu/news/44156 | 2022-01-24T05:03:13 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320304471.99/warc/CC-MAIN-20220124023407-20220124053407-00057.warc.gz | 0.941087 | 875 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__172432082 | en | Childhood dream becomes NASA reality
Like many eight-year-olds, Daniel Engel wanted to be an astronaut—transforming a large, empty cardboard box into a make-believe spaceship. Although still as passionate about space, his interests are much more refined, now focused on improving the entry performance of vehicles landing on Mars.
“I believe that the human exploration of space is extremely important, for both the advancement of scientific knowledge and the long-term survival of humans,” Engel said. “Filling the role of a mission designer or flight mechanics engineer for crewed deep space expeditions, I will have the opportunity to play a key part in enabling the success of these monumental missions. Not only will I be contributing to a program that I believe is salient, but I will also be fulfilling my personal passion for space exploration.”
Engel earned his B.S. in aerospace engineering in the spring of 2020 from the University of Illinois Urbana-Champaign. He began a master’s degree program in aerospace engineering that same fall at UIUC working with Professor Zachary Putnam and this past fall received a NASA Space Technology Graduate Research Opportunities award.
One of the benefits of this particular NASA award is the opportunity for visiting technologist experiences.
“Nothing is set in stone yet, but I plan to do an in-person visiting technologist experience this summer at the NASA Langley Research Center, where I interned the past two summers,” he said. “My research collaborator for the fellowship is Dr. Soumyo Dutta at NASA Langley. I have already been collaborating with him throughout the semester. I hope to also visit many of the key NASA Centers for entry, descent, and landing technology, including the NASA Johnson Space Center, NASA Jet Propulsion Laboratory, and NASA Ames Research Center.”
Engel began conducting research for the Putnam Research Group when he was an undergrad. “I was studying steering for planetary entry vehicles using aerodynamic flaps,” he said. “This initial research was the inspiration for my master’s degree and Ph.D. research.”
In Putnam’s research group, Engel said they found changing hypersonic flap configurations affected the shape and size of the vehicle’s aerodynamic control authority capability and the associated landing footprint-both of which differ greatly from the current state-of-the-art of angle-angle modulation. Although the method of bank-angle modulation might be fine for landing small unoccupied rovers, it is unlikely to be sufficient for NASA’s crewed missions of the future.
“I’m studying the performance of Mars entry vehicles using direct force control, a promising alternative to bank-angle steering. The aerodynamic flaps I am currently investigating are one possible implementation of direct force control. The direct force control steering scheme involves modulating a vehicle’s angle of attack and sideslip angle independently, giving it better flight performance, including precision landings on planetary bodies, which is a crucial capability for human exploration. Many studies on blunt body entry vehicles utilizing direct force control have not included realistic vehicle behavior and limitations,” he said.
As the need increases to accurately land higher mass payloads on Mars, including more advanced robotic explorers and human landing infrastructure, new trajectory control methods will need to be developed, Engel said. “Direct force control, along with advanced guidance and control algorithms are a potential solution for steering future Mars entry vehicles.”
In addition to working in Putnam’s research group, as an undergrad, Engel was an active member of the student group Illinois Space Society. In ISS, Engel participated in two high-power rocketry competitions, including the Intercollegiate Rocket Engineering Competition. He also did mission design work for both a conceptual crewed lunar lander and a short stay Mars mission.
During the summers of 2018 and 2019, he interned for Aerojet Rocketdyne at their Los Angeles location, working on tasks related to the RS-25 rocket engine. Over the summers of 2020 and 2021, he interned at the NASA Langley Research Center as part of the Atmospheric Flight and Entry Systems Branch. | aerospace |
https://365.military.com/daily-news/2023/03/28/alarming-cancer-rates-pilots-and-ground-crews-draw-lawmaker-scrutiny-lets-get-our-arms-around.html | 2023-06-02T17:52:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648850.88/warc/CC-MAIN-20230602172755-20230602202755-00407.warc.gz | 0.963667 | 849 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__66454963 | en | A longtime House Appropriations Committee member is urging the Department of the Air Force to ask for funding amid new reports and studies that show alarming cancer rates for service members.
Ranking member Rep. Betty McCollum, D-Minn., told Air Force and Space Force leaders during a House Appropriations Defense subcommittee hearing Tuesday that the committee wants to find ways to fund and provide resources to address the health issues identified in those newly unveiled studies.
"Let's get our arms around this," McCollum told the officials. "Let's work together. We have a big military health budget. ... I know that members are concerned about this."
Read Next: The Air Force Overpaid Service Members in South Korea by $2.3 Million, But Won't Make Them Return the Money
McCollum's plea, directed at Air Force Secretary Frank Kendall, Chief of Staff Gen. Charles "CQ" Brown Jr. and Chief of Space Operations Gen. B. Chance Saltzman, comes as the Air Force and Space Force both face reports about cancer concerns tied to military service.
Results of a Pentagon study, shared with the House Armed Services Committee last month and first reported on by The Associated Press, detailed that pilots and ground crew members alike face elevated rates of cancer diagnoses.
More than 900,000 service members who piloted or maintained military aircraft between 1992 and 2017 were surveyed for the study. The findings revealed that aircrew had an 87% higher rate of melanoma and a 39% higher rate of thyroid cancer. Overall, aircrews had a 24% higher rate of all types of cancer.
The study detailed that ground crews had a 19% higher rate of brain and nervous system cancers, a 15% higher rate of thyroid cancer, and a 9% higher rate of kidney, renal and melanoma cancers. The overall rate for cancers of all types was 3% higher.
Brown told McCollum the Air Force is collecting data and asking "more and more questions" to figure out the causes. He said this includes pulling in data from the Department of Veterans Affairs to uncover health trends that develop after service members separate.
"Pulling in that data will help us better get a sense of what's happening not just to our aviators, but really across the Air Force," Brown said.
Additionally, the Air Force School of Aerospace Medicine said last month it is conducting a study examining a potential link between certain cancers and missileer service. That follows January reports of a presentation by a Space Force officer that detailed potential exposure risks, cancer diagnoses and details of 36 cases -- including 10 with non-Hodgkin lymphoma -- involving veterans who served at Malmstrom Air Force Base, Montana.
More than 400 of the Space Force's current officers are former Air Force missileers, a sizable figure when the Space Force consists of just more than 8,000 military personnel. Saltzman told Military.com in an exclusive interview earlier this month that he is encouraging any Space Force Guardians who are worried about cancers tied to their service to get a health exam.
"If you think you need help, go get help and go get screened. Go see a health professional and ask all your questions, and get the help that you need," Saltzman told Military.com. "I think that's the most important thing. We don't need to wait for a study to emphasize that."
Kendall told House appropriators that the results of the missileer study will likely take a year, and that researchers are working to gather data and inform those who are concerned.
"We're trying to get out to everyone who might have been affected by that," Kendall told McCollum. "We're making sure that we bring in some outside experts to work with us to ensure that the study is thorough, transparent and gets valid results so that we can tackle that problem. It's of great concern to us."
-- Thomas Novelly can be reached at [email protected]. Follow him on Twitter @TomNovelly.
Related: 'Go Get Screened': Space Force Chief Urges Missileers to Get Tested as Cancer Study Underway | aerospace |
http://www.91stbombgroup.com/91st_info/91stbg_usaaf_tailmarkings.html | 2021-10-24T05:57:33 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585911.17/warc/CC-MAIN-20211024050128-20211024080128-00286.warc.gz | 0.934833 | 338 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__102591279 | en | USAAF Tail Markings
United States Army Air Forces (USAAF) unit identification aircraft markings, commonly called "tail markings" after their most frequent location, were numbers, letters, geometric symbols, and colors painted onto the tails (vertical stabilizer fins), wings, or fuselages of the combat aircraft (primarily bombers) of the USAAF during WWII. The purpose of these markings was to provide a means of rapid identification of the unit to which an aircraft was assigned. Variations of these markings continue to be used in the United States Air Force (USAF) in the form of tail codes identifying operational wings.
In June 1943, VIII Bomber Command introduced the use of a geometric symbol painted on either side of a bomber's vertical fin to denote a bombardment wing (later division) identification marking. These devices were white in color and 80 inches in diameter. A triangle denoted the B-17 1st Bombardment Wing (later 1st Air Division).
8th AF Group Letter Identifiers
|91 BG - A||92 BG - B||303 BG - C||305 BG - G|
|306 BG - H||351 BG - J||379 BG - K||381 BG - L|
|384 BG - P||401 BG - S||457 BG - U||398 BG - W|
The first color markings for B-17s appeared in July 1944 when the 1st Combat Wing (91st, 381st, and 398th Bomb Groups) painted the empennage of their airplanes bright red.
(adapted from Wikipedia article)
© COPYRIGHT 91STBOMBGROUP.COM | aerospace |
http://www.eventkeeper.com/code/download.cfm?curOrg=SPARK&curEvtID=6084281&tfPopup=1 | 2019-07-16T14:59:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524568.14/warc/CC-MAIN-20190716135748-20190716161748-00431.warc.gz | 0.913645 | 193 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__102908691 | en | MONDAY - THURSDAY, AUGUST 5TH - AUGUST 8TH @ 1:30PM-2:30PM
Get ready for an awesome week of intergalactic adventures this summer at the library! We will take on the role of space explorers discovering planets, stars, black holes, light and space time through activities, games and crafts!
Find out what it would be like to spend a day on Venus, what makes our sun special, build a laser force field and lots more!!!
We’ll also check out the space science behind our favorite superhero movies! If you could have the power to travel through space and time with the Infinity Gauntlet from the Avengers…how would you use it?
Don't forget to sign up for Y on the Fly...it is right after Super Space Science. Kids get to spent 1:30-4pm at the library.
Please Register each child below...thanks! | aerospace |
http://peopleslab.mslgroup.com/peoplesinsights/peoples-insights-volume-1-issue-29-marscuriosity/ | 2017-07-26T00:36:11 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549425737.60/warc/CC-MAIN-20170726002333-20170726022333-00160.warc.gz | 0.934408 | 2,348 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__199624021 | en | What is @MarsCuriosity?
@MarsCuriosity is the Twitter account of NASA’s latest robot rover on Mars. @MarsCuriosity burst into the spotlight as the NASA social media team live tweeted its successful landing on Mars on August 5/6, 2012.
Curiosity is on a mission to find out if life ever existed on the red planet, and to collect data for a future manned mission to Mars. The rover runs on a combination of nuclear and solar energy, and has been designed to operate for two years on the surface of Mars.
Curiosity launched from Florida, and travelled eight months and 566 million kilometres to Mars. The entire project has cost NASA $2.5 billion.
In 2008, the three-person social media team created a Twitter account. They updated from the point of view of Curiosity using a first-person voice and simple English – or, as Mashable put it, the “voice of the Internet.”
The first tweet from @MarsCuriosity:
“I’m WAY cool, nearly built, and I need a name. A contest for kids to name me: http://is.gd/85rQ (lots of nice vids here, too. Click on *2*)”
The story grew with daily chronological updates on Twitter, and eventually Facebook, enriched with transmedia — links to NASA/JPL mission reports, photos from the Jet Propulsion Lab where Curiosity was built and tested, and the live stream show Curiosity Cam covering NASA tweet ups and mission briefings.
“This week, I’ve been testing my newly attached arm & practicing hand-eye coordination. New video at http://bit.ly/b1vnnT” (September 2010)
“I HAVE LIFTOFF!” (November 2011)
“My 2012 New Year’s Resolution? Get to Mars in 215 days.” (January 2012)
Curiosity is not the only Mars rover to tweet. Its elder siblings, Spirit and Opportunity, which landed on Mars in 2004 are active on Twitter too – @MarsRovers. Both rovers were designed to last only 90 days, but lasted much longer. Both practically rewrote the book on Mars. Space explorer enthusiasts are hopeful that Curiosity too will unearth new twists in the Mars story.
As Dr Charles Elachi, Director, NASA Jet Propulsion Lab, said:
“Tomorrow we’re going to start exploring Mars. And next week and next month and next year, we’ll be bringing new discoveries every day, every week, to all of you.”
Importance for NASA
The Mars landing has revived the controversial topic of NASA’s steep budget, which has been on a steady decline since the mid-1960s and has just faced a budget cut of $200 in the Mars exploration program by the Obama administration. The proposal has in effect shut down missions to Mars beyond 2014.
Some, such as Alyssa Rosenberg, of ‘Journalist Think Progressive’, think space exploration is worth the investment:
“What the scientists at JPL did last night was a critical part of our future in space not simply because they did something extremely difficult that will advance our understanding of the planet that’s fascinated so many of us so deeply and for so long, but because they helped keep the dream alive at all, reminding of what it’s like to watch the future arrive, and how cheap it is to purchase in comparison to what we spend to maintain conflicts and policies that mire us in the past.”
But others, such as Roger Hendrix, commented that the money could have been better spent:
“I am PRO SPACE PROGRAM, BUT doing the same things over and over are a waste of time and $$$$. There are SO MUCH more we could be doing to aim us in a direction to save ourselves and we are fumbling with Mars rocks ”
It is thus important for NASA to communicate the success of its missions, and the benefits of advancing space technologies. Storytelling is a crucial tool in NASA’s mission to create an emotional bond with the American public, and it’s a tool that NASA wields boldly.
Telling the story from outer space
Curiosity can communicate directly to Earth using a space transponder, but at very low bandwidths and at a time lag of around 14 minutes. She can broadcast higher bandwidths to NASA’s two Mars Orbiters, Mars Reconnaissance Orbiter and Odyssey, when they are in range.
She has been outfitted with 17 cameras to collect data from her surroundings on Mars; the first images have already been tweeted by @MarsCuriosity.
Storytelling to simplify science
To ensure that the project designed by rocket scientists would be accessible to the layman, NASA tailored content to suit different groups.
Most famous of these is the video ‘7 minutes of Terror,’ in which NASA scientists explain the challenges of landing the 1-ton Curiosity, the heaviest payload ever delivered to the Mars surface. Set to dramatic music, and filled with interviews, beautiful graphics, animations and text, the video has been broadcast on TV and shared across the internet.
In addition to simplifying the science through stories, NASA also took steps to involve people with the project on a personal level.
In 2009, NASA tied up with Disney Pixar’s Wall-E to launch a contest for US school children: Name NASA’s next Mars Rover. Ten finalists were selected and the winner was decided in a round of public voting in 2009. 65,559 people voted, and the winner was 6th grader Clara Ma’s ‘Curiosity.’
An excerpt from 6th grader Clara Ma’s entry:
“Curiosity is the passion that drives us through our everyday lives. We have become explorers and scientists with our need to ask questions and to wonder. Sure, there are many risks and dangers, but despite that, we still continue to wonder and dream and create and hope. We have discovered so much about the world, but still so little. We will never know everything there is to know, but with our burning curiosity, we have learned so much.”
NASA also invited people to ‘send their name to Mars,’ and appealed to ‘Tweeters and Trekkies’ by roping in William Shatner and Wil Wheaton of Star Trek fame. Shatner and Wheaton each narrated the video ‘Grand Entrance’ created to spread awareness about the August 5/6 landing. (source – WSFA.com)
Coverage of the landing
On the night of August 5, 2012, Americans gathered to view a special broadcast from NASA Mission Control in science centres, museums and Times Square. Tension was high as NASA’s eight years of hard work and $2.5 billion of US taxpayer money was put to test in the crucial seven minutes.
Adam Steltzner, the entry descent and landing lead, shared his feelings before the landing:
“When I look back at the hard work that we’ve done, we’ve done everything that we can to deserve success tonight, although as we all know, we cannot guarantee success… We’re rationally confident, emotionally terrified, and ready for EDL.”
The TV broadcast shows the NASA team breaking into celebration when a successful landing was confirmed. @MarsCuriosity tweeted confirmation as well:
“I’m safely on the surface of Mars. GALE CRATER I AM IN YOU!!! #MSL”
Amplification of the story
The landing was covered by the global media, trended on Twitter with multiple hashtags and inspired new memes.
@MarsCuriosity added half a million followers within the first 24 hours; its first tweet from Mars was retweeted nearly 72,000 times.
Flight Director Bobak Ferdowsi, who sported a special mohawk in honour of the occasion, became an instant crowd favourite, shooting from 200 followers to 36,000, with memes sprouting across the web, and his own fan club. He even received a wedding proposal from @amaeryllis:
“@tweetsoutloud I know you’ve been busy, but will you marry me? land something on mars if the answer is yes.”
Several Twitter users called for an Olympic medal for Curiosity. Ivan Brandon tweeted:
“What’s the name of the Olympics category where you land a robot on another planet?”
Brands joined in on the excitement as well, with Oreos posting a red Oreo on its Facebook page, in salute to the Mars landing.
The hype grew so much that Google had to revise its Google Doodle of the day to include the rover, to appease the vocal Twitter community.
The successful landing marked a milestone in US space exploration, with people, celebrities and politicians congratulating NASA on its achievement. More importantly, the event helped revive the country’s passion for space exploration and dreams of landing a man on Mars – an event President Barack Obama aims to see happen by 2030.
Obama released a statement of congratulations:
“The successful landing of Curiosity – the most sophisticated roving laboratory ever to land on another planet – marks an unprecedented feat of technology that will stand as a point of national pride far into the future.”
NASA Administrator Charles Bolden took the opportunity to re-establish NASA’s success as a matter of national pride:
“It’s a huge day for the nation, it’s a huge day for all of our partners and it’s a huge day for the American people. Everybody in the morning should be sticking their chests out, saying ‘that’s my rover on Mars.’ Because it belongs to all of us.”
(MSLGROUP’s People’s Lab crowdsourcing platform and approach helps organizations tap into people’s insights for innovation, storytelling and change. The People’s Lab crowdsourcing platform also enables our distinctive insights and foresight approach, which consists of four elements: organic conversation analysis, MSLGROUP’s own insight communities, client-specific insights communities, and ethnographic deep dives into these communities.
As an example, 50+ thinkers and planners within MSLGROUP share and discuss inspiring projects on corporate citizenship, crowdsourcing and storytelling on the MSLGROUP Insights Network. Every week, we pick up one project and do a deep dive into conversations around it — on the MSLGROUP Insights Network itself but also on the broader social web — to distill insights and foresights. We share these insights and foresights with you on our People’s Insights blog and compile the best insights from the network and the blog in the iPad-friendly People’s Lab Quarterly Magazine, as a showcase of our capabilities.
As you can imagine, we can bring the same innovative approach to help you distill insights and foresights from conversations and communities. To start a conversation on how we can help you win with insights and foresights, write to Pascal Beucler at [email protected].) | aerospace |
http://poweredparachutecentre.com.au/contactus.html | 2021-07-31T05:05:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154053.17/warc/CC-MAIN-20210731043043-20210731073043-00084.warc.gz | 0.901803 | 110 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__110522228 | en | Ph: (02) 4576 6028 Mob: 0414 862 397
Contact; Graeme Hutchinson CFI. Ph: 0414 862 397
Our head training office and aircraft hanger is located at Lot 2 Airport Rd, Cowra NSW 2794.
This is where our training to pilot status takes place, as well as trial instructional flights.
Local trail instructional flights can not be carried out in the Hawkesbury due to changed military rulings regarding controlled air space.
Come and see us in Cowra. | aerospace |
https://www.radio.com/wwl/news/local/stennis-plans-big-test-of-michoud-built-rocket | 2020-10-27T05:07:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107893011.54/warc/CC-MAIN-20201027023251-20201027053251-00450.warc.gz | 0.936288 | 296 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__130835461 | en | NASA will test fire one of the Space Launch System (SLS) rockets in a Green Run hot fire test – the test of the rocket’s core stage and all of its integrated systems before its flight on the Artemis I lunar mission, scheduled for 2021.
NASA is targeting early November for the test in the B-2 Test Stand at NASA’s Stennis Space Center near Bay St. Louis, Mississippi.
The hot fire is the final in a series of eight tests that ensure the stage’s systems are functioning and ready for operation.
The test replicates the launch by loading the propellants and allowing them to flow throughout the system as the four RS-25 engines fire simultaneously to demonstrate that the engines, tanks, fuel lines, valves, pressurization system, and software can all perform together just as they will on launch day.
Following the test, NASA will ship the core stage to the agency’s Kennedy Space Center in Florida, where it will be assembled with the other parts of the Artemis I rocket and the Orion spacecraft.
The core stage was built at NASA’s Michoud Assembly Facility in New Orleans with contributions from suppliers across the country.
Boeing is the lead contractor for the core stage, with the RS-25 engines built by Aerojet Rocketdyne, and the test is being conducted by engineers from Stennis, Marshall Space Flight Center in Huntsville, Alabama and SLS contractors. | aerospace |
https://www.uitvconnect.com/indian/for-air-india-goodbye-to-state-control/ | 2024-04-16T04:58:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817043.36/warc/CC-MAIN-20240416031446-20240416061446-00374.warc.gz | 0.966569 | 1,145 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__159912440 | en | New Delhi, May 21 – It has been more than a year of its acquisition from the Centre and Air India not only took major steps in terms of turnaround and transformation, but also ran into major controversies on issues ranging from pilots’ discontent to inept handling of certain sensitive matters.
Despite one year of transition, troubles seem not to have ended for the airline, which is now under Tata management.
However, the pilots under its two unions — the Indian Commercial Pilots Association (ICPA) and the Indian Pilots Guild (IPG)– have recently accepted the revised compensation structure but this came after a long standoff between the unions and airline management.
On April 19, the ICPA and IPG of Air India had rejected the new pay structure proposed by the airline.
The primary bone of contention is the reduction in the flying allowance from 70 hours to 40 hours every month under the new structure, which the pilots believe is unfair.
The two unions have warned of possible “industrial unrest” if the management goes ahead with the new terms without their consent. While Air India has stated that it will “continue to engage with the remainder of its staff,” the airline has taken a tough stance on the issue, saying that there are “no recognised unions in Air India.”
This is the first wage revision offered by the Tata group-owned Air India since its takeover last year, and it will affect all 3,000 pilots across its four airlines – Air India, Air India Express, Air Asia India, and Vistara.
The source revealed that during the town hall meeting held on May 4, approximately 800 pilots who had not yet agreed to the new compensation structure were in attendance. The meeting was presided over by Air India’s Chief of Operations, Captain Rajwinder Singh Sandhu, who is also a pilot.
In response to requests from the pilots, who had previously declined the revised compensation structure, the airline has granted an extension until the end of May to sign the new contracts.
According to a source, a significant number of pilots remained resolute in their stance of not signing the new contracts.
Recognising the ongoing deliberations and concerns raised by the pilots, the airline had decided to extend the deadline for pilots to reach a decision regarding the new contracts.
The extended deadline now allows pilots until the end of this month to make their choice, whereas the original deadline for accepting the revised compensation structure was set for April 30.
To address the new service terms and chart the path forward, the unions held a joint virtual meeting, bringing together their respective members.
“The purpose of this meeting was to discuss the revised compensation structure in detail and determine the future course of action,” said the sources.
However, the Tata management courted its first set of controversies with the appointment of Ilker Ayci, a former Chairman of Turkish Airlines, as the CEO and MD of the airline in February, 2022.
The appointment raised eyebrows with RSS affiliate Swadeshi Jagran Manch expressing its reservations about the Tata Group appointing former Turkish Airlines chairman as Air India’s Managing Director and CEO. Amid controversies, the appointment of Ilker Ayci could not last as he turned down the job.
Thereafter, Air India senior management faced discontent from senior pilots who protested on several issues ranging from ignoring the Indian pilots and hiring the foreign counterparts on hefty pay packages to alleged change in conditions of service of its member pilots.
The IPCSA issued many notices demanding that the Air India management comply with the statutory mandate of the Industrial Disputes (ID) Act, including Section 9A, in letter and in spirit; and not undertake any change in the conditions of service of pilots without following the applicable provisions of the ID Act.
The pilots’ body also demanded to be involved as representatives of the pilots, in deliberations regarding any change in conditions of service before any precipitative steps are taken.
It had said that it was important for the morale of the pilots and for maintenance of trust between the pilots and the management of Air India Ltd., especially given the transition to the new management, that pilots be consulted and taken into confidence before any condition of their service is changed, especially when such change may ultimately prove to be to their detriment.
Thereafter, the peeing incident on November 26, 2022 in the Air India New York-Delhi flight and mishandling of the issues emerging thereafter brought embarrassment to Tata so much so that the Air India CEO and Tata sons chairman had to issue statements. N Chandrasekaran, Chairman, Tata Sons and Air India on January 8 said that the airline’s response to the incident on its New York-Delhi flight on November 26 should have been “much swifter”.
Aviation regulator DGCA on January 20 imposed a fine of Rs 30 lakh on Air India and suspended the license of the pilot-in-command for three months in the Air India peeing case which occurred on November 26, 2022. Moreover, the regulator also imposed a penalty of Rs 3 lakh on the Director-in-flight services of Air India for failing to discharge duties.
In another case, the DGCA imposed a Financial Penalty of Rs 10 lakh on Air India for not reporting the incidents which occurred on AI-142 Paris-New Delhi flight on December 6, 2022. Two incidents had occurred in the flight. While one passenger was caught smoking in the lavatory, was drunk and not adhering to the crew instructions; another allegedly relieved himself on a vacant seat and blanket of a fellow female passenger when she went to the lavatory. | aerospace |
https://www.connectradio.fm/abc-business/the-airline-pilot-shortage-is-real-and-will-cost-all-of-us | 2024-04-21T06:01:11 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817729.0/warc/CC-MAIN-20240421040323-20240421070323-00685.warc.gz | 0.956984 | 2,024 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__168249900 | en | (NEW YORK) — As millions take to the skies each day and airlines forecast what could be the most profitable summer ever, Americans should prepare for higher prices, more cancellations, and smaller airports losing all scheduled flight service.
Never before have U.S. airlines been more desperate for pilots. The massive pilot shortage affects not only the airlines but also the millions who fly each year.
Prepare for higher fares
U.S. airlines hope to add 13,000 pilots just this year, but America produces only between 5000 and 7000 pilots annually, according to United Airlines CEO Scott Kirby. With fewer pilots, supply will be limited and ticket prices will continue to climb with demand.
“The pilot shortage for the industry is real and most airlines are simply not going to be able to realize their capacity plan because there simply aren’t enough pilots, at least not for the next five plus years,” Kirby said. “The other really large airlines will also probably be able to attract enough pilots, but for anyone else, I just don’t think it’s mathematically possible to meet the pilot demand for the capacity plans that are out there.”
The U.S. will lose about half of its pilots to retirement in the next 15 years, according to the Regional Airline Association. American Airlines expects more than 5,000 of its 15,000 pilots to retire in the next seven years.
Earlier this month, American Airlines announced it would begin busing passengers from smaller cities to its hub in Philadelphia. JetBlue will cut its spring and summer flight schedule by 10 percent. In an earnings call Thursday, United’s Kirby said its regional partners have grounded 150 planes because of the pilot shortage.
“The airlines are underwater and trying to breathe through a straw,” American 737 Captain and Union spokesperson Dennis Tajer told ABC News. “Airlines are poaching each other’s pilots. It’s stunning the level of aggression.”
Mark Stinson is in flight school in Florida and still at least a year away from being qualified to join an airline, but the 31-year-old already has two job offers with regional airlines. Stinson says despite not having earned his commercial pilots license, one airline has offered to allow him to accrue vacation time the moment he signs a contract.
“The airlines are so hungry that they are taking just about anyone into these programs, and after pilots build enough hours they are applying directly into the majors,” Stinson says referring to the nation’s largest airlines. “Two of our instructors got hired directly with Spirit Airlines and will be going to training here shortly. They only have about 2 years’ experience. It’s insane. They will be airbus pilots in no time.”
American says it’s hiring 50-70 pilots each week in 2022, more than at any time in its history. United plans to hire more than 2000 pilots this year. United, Delta, American and Southwest pay among the highest salaries in the industry with United’s most senior pilots earning roughly $450,000 annually.
“The pilot shortage is real and it is grave. Larger airlines are able to recruit, but midsize and smaller airlines are having problems. Regional airlines, the airlines that operate the 50 to 75 seat airplanes that we see many airlines operate to small towns, they are really struggling and airlines have had to scale back or drop service to a lot of smaller communities,” Henry Harteveldt, president of travel analytics firm Atmosphere Research told ABC news.
Airline recruiters under extreme pressure to find pilots
Envoy Air, a wholly owned subsidiary of American Airlines, tells applicants they can earn up to $182,000 a year if a candidate promises to stay for at least two years and is certified to fly its Embraer regional jets.
“They’re reaching out to me, sending me emails. They don’t care. They just want to see that, you know, you’re getting your flight hours. They’ll do an interview with you and ask you a few HR questions, but then they just offer you the job automatically. So that’s how much in need they are of pilots,” Stinson said.
Why a shortage?
For several reasons: The FAA mandates pilots retire at 65, fewer pilots leaving the military, high cost and lengthy training times, and thousands of early retirements at the start of the pandemic.
During the second half of the 20th century, the military pumped out far more pilots than it does today; and now many of those pilots are rapidly approaching retirement. Obtaining a commercial pilot’s license today can easily cost between $80,000 and $170,000.
To help offset the shortage, United Airlines recently opened its own flight school, Aviate Academy. United plans to train 5000 pilots by 2030 and will subsidize training costs in return for a commitment to flying for the company.
As travel demand rapidly increased in the months following the release of vaccinations, many airlines scheduled more flights than they could staff. Since last summer, we’ve seen multiple airline meltdowns.
“The airline management teams are trying to fly more than they have pilot staffing for,” American Capt. Dennis Tajer said. “We are seeing more fatigue reports than we’ve ever seen.”
Pilots from all major airlines have complained that their duty days are unpredictable, often running hours longer than scheduled and sometimes not knowing what day they will arrive back home. At Southwest, pilots say it’s not uncommon to arrive in a destination only to find out there is no hotel available.
“We are human beings and this is pressuring the margin of safety,” Tajer said.
Last week, pilots at Southwest wrote a letter to management about the more than 300% increase in pilot fatigue calls. If a pilot tells the airline he or she is fatigued, the pilot is automatically removed from the flight with no questions. This often results in delays and cancellations.
“Fatigue, both acute and cumulative, has become Southwest Airlines’ number-one safety threat,” the Southwest Airlines Pilots Association, told airline management in a recent letter.
Delta Air Lines pilots echo that message and have begun picketing at airports.
‘We are being pushed to our limits’
“We’ve flown record amounts of overtime during the pandemic to help Delta operate its schedule and get our passengers safely to their destinations. In many cases, pilots are flying long after their day or trip was supposed to end. Delta cannot continue to operate the schedule at redline with no room for error,” Capt. Jason Ambrosi, chairman of the Delta Master Executive Council of the Air Line Pilots Association said in a statement. “We are being pushed to our limits as Delta tries to add back flying and capture revenue.”Delta, Southwest, and American all responded, saying they constantly evaluate their schedules and that safety is their highest concern.
“We continuously evaluate our staffing models and plan ahead so that we can recover quickly when unforeseen circumstances arise, and the resilience of the Delta people is unmatched in that regard. Pilot schedules remain in line with all requirements set by the FAA as well as those outlined in our pilot contract,” a Delta spokesperson said in a statement to ABC News.
Southwest told ABC News it has revised its flight schedule to better match pilot supply.
“The increase is expected, as it’s common to experience an elevated level of fatigue calls during irregular operations and in March, the industry faced weather and airspace delays that resulted in disruptions across the network. The March increase in Pilot fatigue calls is a result of the system working as designed, allowing Crew to determine if they are too fatigued to fly,” Southwest wrote in a statement.
There are no quick fixes. Scott Kirby told investors that United plans to hire at least half the 5000 new pilots each year, adding it will be at least five or six years before there might be relief for the mid-size and regional airlines.
“Pilots salaries are higher than ever, and there’s never been a better time to be a commercial airline pilot,” Faye Malarkey Black, the President and CEO of the Regional Airline Association said in an interview with ABC News. “I will say we’ve made the grass on the other side of the fence very, very green. This is an attractive career with a really high ROI on the training dollar. The problem is, if you can’t get over the fence, it doesn’t matter how green the grass is on the other side, you can’t access it.”
Student loans can be difficult to obtain and expensive, making it impossible for some aspiring pilots. “You’re allowed to use a student loan to cover flight training, but it’s not enough. Student loan is capped in an undergraduate environment, and it doesn’t come close to covering the actual cost of a flight training degree,” Malarkey Black explained. Airline trade groups are lobbying for fundamental policy changes to ensure any aspiring pilot has the ability to attend flight school. For now there is no legislation on the table.
Consumers should expect higher fares, fewer flights, and more cancellations in the coming years.
However, If you are looking for a lucrative career and ready to put in the time and money, you likely won’t have a problem finding a job as an airline pilot.
Copyright © 2022, ABC Audio. All rights reserved. | aerospace |
Subsets and Splits
No saved queries yet
Save your SQL queries to embed, download, and access them later. Queries will appear here once saved.