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https://www.indiatimes.com/news/india/cbi-arrests-former-air-force-chief-sp-tyagi-two-others-in-agustawestland-vvip-chopper-scam-267093.html | 2022-12-07T01:12:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711121.31/warc/CC-MAIN-20221206225143-20221207015143-00320.warc.gz | 0.982131 | 200 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__255174309 | en | CBI Arrests Former Air Force Chief SP Tyagi, Two Others In Agustawestland VVIP Chopper Scam
In an unprecedented move, Former Air Chief Marshal Shashindra Pal Tyagi has been arrested by the CBI in connection with the multi-crore VVIP chopper purchase scam.
Delhi-based lawyer Gautam Khaitan and Sanjeev Tyagi alias Julie Tyagi have also been arrested by the CBI.
CBI said Tyagi was involved in channelising the Rs 3,600 crore received as kickbacks for the deal.
It is alleged that Tyagi had reduced the height of the VVIP helicopters so that AgustaWestland could be included in the bids.
Tyagi who became the Indian Air Force chief on December 31, 2005 had retired from service in 2007.
ED had registered a PMLA case in this regard in 2014 and named 21 people including Tyagi in its money laundering FIR. | aerospace |
https://emfinc.net/home2/ | 2023-06-06T00:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652184.68/warc/CC-MAIN-20230605221713-20230606011713-00588.warc.gz | 0.90899 | 139 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__227297162 | en | a PREMIER manufacturer of
machining & metal
EMF, Inc is a leading machining located in the heart of Merritt Island and Cape Canaveral. We help businesses bring their projects to life by designing custom parts and assemblies. Our specialties include precision machining, quality fabrication, sheet metal, and our favorite is engineering. We are only minutes away from NASA allowing us to be a partner of space exploration.
We are launching our new website very soon, but if you need to reach out team now, please call us at 321-453-3670 or email us at [email protected]. | aerospace |
https://www.airandspaceforces.com/tyndall-is-dods-first-base-to-adopt-robot-dogs/?utm_source=Sailthru&utm_medium=email&utm_campaign=EBB%2011.12.20&utm_term=Editorial%20-%20Military%20-%20Early%20Bird%20Brief | 2022-12-06T21:33:22 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711114.3/warc/CC-MAIN-20221206192947-20221206222947-00714.warc.gz | 0.922939 | 389 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__294438947 | en | Robot dogs will soon patrol U.S. Air Forces bases.
The 325th Security Forces Squadron at Tyndall Air Force Base, Fla., will be the first unit in the Defense Department to start using Ghost Robotics robot “dogs” to semi-autonomously patrol the base. The unmanned ground vehicles, which walk on four legs and are outfitted with sensors and cameras, will not replace the squadron’s military working dogs, but will have a set patrol “path” on the base where personnel and cars can’t easily access.
“We are very excited. … These robot dogs will be used as a force multiplier for enhanced situational awareness by patrolling areas that aren’t desirable for human beings and vehicles,” said Maj. Jordan Criss, commander of the 325th SFS, in a release.
Security forces Airmen will “drive” the robot dogs with a virtual reality headset in an operations center, and can even issue verbal commands through a radio.
The base demonstrated the dogs Nov. 10 at an event including Tyndall leadership and the Air Force Installation and Mission Support Center. The squadron says using the dogs will free up personnel to focus on training or provide security in other areas across the base.
“These dogs will be an extra set of eyes and ears while computing large amounts of data at strategic locations throughout Tyndall Air Force Base,” Criss said in the release. “They will be a huge enhancement for our defenders and allow flexibility in the posting and response of our personnel.”
The Ghost Robotics robot dogs played a high-profile role in the Air Force’s second Advanced Battle Management System “on-ramp” demonstration in early September. As part of the event, security forces Airmen used the dogs to help provide security at a simulated austere base. | aerospace |
https://moneyinc.com/why-did-the-airbus-a380-fail/ | 2023-01-29T16:24:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499744.74/warc/CC-MAIN-20230129144110-20230129174110-00312.warc.gz | 0.985098 | 790 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__2919323 | en | Airbus has announced that production of its superjumbo, the Airbus A380 will cease in 2021, just over ten years since its maiden flight was made. It has no new orders from any airline and the company estimates that the current backlog of orders that it has will be completed in two years time. Their biggest customer was Emirates but while they have placed new orders with Airbus, these orders are not for the A380. Emirates are switching their focus to smaller planes including the A330 and A350 and there are a number of reasons for this. The A380 travels to major cities in most countries, but if your final destination is not one of these major cities then you may have to get another connecting flight. When smaller planes are used there is more chance that passengers will be able to find a flight that is going to take them exactly where they need to go.
It seems inevitable that this decision will lead to job losses. The wings for the aircraft are made at Airbus UK in Wales and the future of this plant was already in doubt because of the potential of a no deal Brexit. Airbus themselves have stated that up to 3500 jobs could be affected but there may be the possibility of workers being able to move to other roles in the company if demand for other aircraft continues to grow.
This decision will not come as a total surprise to those with an interest in the aviation industry. Smaller planes, such as the ones that have been ordered by Emirates are much more efficient and this also makes them a lot cheaper to run. The Boeing Dreamliner was launched around the same time as the A380 and this has been a lot more successful.
The aircraft has been enormously popular with passengers, but airlines never have really felt the same way about it. When the aircraft was launched Airbus envisioned it being primarily used in Middle Eastern markets where large numbers of people travel by plane on a regular basis. The space inside the plane made it ideal for long haul flights as it offered passengers a great deal of comfort, especially in first class.
However, the large number of seats has been a blessing and a curse to airlines. It works well when the demand is there and airlines are able to fill the plane. The problem is that when the planes are not full they become inefficient and could end up actually costing the airlines money. They are also very expensive to purchase and if airlines are not confident that they will be able to make a profit when flying them, then this price tag may just be enough to make them look at smaller planes that are cheaper to buy and have the potential to be more profitable.
In the past few years there have been several airlines, such as Lufthansa and Virgin Atlantic, that have cancelled their orders for the A380. Although this was disappointing for Airbus they were still able to continue making the aircraft in smaller numbers for Emirates, who were their biggest customer. However, their decision not to place an order for anymore of these aircraft was the final straw and production would no longer be sustainable. It is a sad end to the history of an aircraft that people once believed would change the face of air travel forever.
If you want to be able to fly on an A380 before they are taken out of circulation altogether then Airbus has had a dedicated website that helps you find tickets for these planes since 2016. There are over a dozen airlines that still operate these aircraft and they fly all over the world so the chances are that you are going to be able to find a flight that takes you where you want to go.
Even though there will be no new planes made, airlines are likely to continue to operate the planes that they do have for at least another ten years. It may even be longer than this if they can keep the aircraft well maintained. Enthusiasts will consider it a sad day when these planes are no longer flying but for many of them, they knew this day would come eventually. | aerospace |
https://www.johngraycentre.org/collections/getrecord/ELHER_MEL10408/ | 2020-02-17T04:33:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875141653.66/warc/CC-MAIN-20200217030027-20200217060027-00522.warc.gz | 0.963193 | 326 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__69654446 | en | Hoprig Mains Landing Ground
- HER number: MEL10408
- Site Name: Hoprig Mains Landing Ground
- Grid Reference: 344600 673600
- Civil Parish:
- Monument Type:
- Military Airfield (20th Century, Modern, World War I Period)
- Summary: Landing ground, WWI
- Description: Hoprig Mains was a landing ground of No. 77 Home Defence Squadron, the role of which was to defend the Firth of Forth area against bombing raids by German Zeppelin airships, and to liaise with coastal gun batteries in the event of an attack by sea. The squadron?s emergency landing grounds were created in case engine failure or bad weather prevented an aeroplane from returning to one of its more permanent bases; when the squadron was flying the farmer on whose land the strip lay would be warned by telephone to clear animals from the landing area.
Hoprig Mains was not listed in the RAF survey of air stations in 1918 and, according to the Airfields of Britain Conservation Trust, was only in use from October 1916 to July 1917, thus predating Penston aerodrome, which lay around 2km to the south. The precise location and extent of the landing ground is not known but it seems to have lain within the boundary of what would later become Macmerry aerodrome.
Information from HS/RCAHMS World War One Audit Project (GJB) 11 June 2013.
- For more information contact: East Lothian Council HER
- Related Places:
- Associated Periods: | aerospace |
http://www.aol.com/video/flight-diverted-after-pilot-finds-cockpit-door-stuck/517782098/ | 2014-03-09T12:19:58 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999677941/warc/CC-MAIN-20140305060757-00068-ip-10-183-142-35.ec2.internal.warc.gz | 0.829762 | 61 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__215259046 | en | Welcome, Sign In
Flight Diverted After Pilot Finds Cockpit Door Stuck
Description:You never know what can happen while traveling. Recently, an Air India flight was forced to divert to another city after the door to the cockpit jammed shut.
cockpit door jammed
cockpit door locked | aerospace |
https://www.capecodtimes.com/story/news/2007/03/14/scientists-think-they-found-titan/50665706007/ | 2022-12-06T16:54:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711111.35/warc/CC-MAIN-20221206161009-20221206191009-00205.warc.gz | 0.937025 | 372 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__209708500 | en | Scientists think they found Titan's seas
NASA's Cassini spacecraft has found evidence of the long-sought seas of Titan, planetary scientists announced yesterday.
Several instruments aboard the craft, which has been orbiting Saturn and its largest moon for the past two years, have identified large dark features at the moon's north polar region. The new areas are flat and undifferentiated, several hundred miles across and have sharp, shoreline-type features.
Cassini scientists said the latest images are still short of ''smoking gun
148 proof but represent the best evidence so far that there are large bodies of liquid, probably methane and ethane, on the surface of the solar system's second-largest moon.
Large seas ''are the simplest explanation that fits the data we've seen so far,
148 said Jonathan Lunine, an astronomer and Cassini scientist at the University of Arizona.
Scientists have been looking for seas or oceans of methane on Titan since NASA's Voyager mission 25 years ago found evidence of a smog-choked atmosphere around the moon. There must be some source for the hydrocarbon muck surrounding the planet, they theorized, or else the atmosphere would have disappeared billions of years ago.
Scientists speculated that there must be a global ocean of methane. But Cassini and its Huygens probe, which landed on the surface of the moon, found nothing resembling large bodies of liquid. Huygens took bizarre pictures of ice balls strewn across an orange landscape - but no liquid.
Some radar images did indicate the possible presence of lakes but nothing large enough to fill Titan's skies with hydrocarbon aerosols.
In recent weeks, however, Cassini focused its radar and infrared mapping instruments on Titan's north pole region. Vast dark regions started unfolding.
(Published: March 14, 2007) | aerospace |
https://www.history.navy.mil/our-collections/art/exhibits/exploration-and-technology/from-space-to-sea/recovered-apollo-11-module-uss-hornet.html | 2023-05-28T13:27:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643784.62/warc/CC-MAIN-20230528114832-20230528144832-00314.warc.gz | 0.914237 | 135 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__233020451 | en | Recovered Apollo 11 Module, USS HORNET
After the astronauts were safely on board USS Hornet, the ship traveled to pick up the 5 ton command module, at which point the boat and aircraft crane was used to bring the module up to the starboard aircraft elevator. The floatation collar was removed and the module was placed on a dolly near the mobile quarantine facility for removal of the lunar rocks and transfer to Johnson Space Center.
- Space Exploration
Wars & Conflicts
- Image (gif, jpg, tiff)
Location of Archival Materials | aerospace |
http://www.tubesfan.com/search/nasa-world-wind-jupiter | 2015-08-01T13:50:51 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042988718.8/warc/CC-MAIN-20150728002308-00108-ip-10-236-191-2.ec2.internal.warc.gz | 0.681191 | 874 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__32362537 | en | Video search results: 1-46 of 46 for nasa world wind jupiter
NASA World Wind Jupiter (6:30)
NASA World Wind Jupiter
NASA has launched a robotic explorer to Jupiter. The spacecraft, named Juno, blasted off aboard an unmanned rocket Friday from Cape Canaveral. It...
NASA World Wind Jupiter (6:29)
Jupiter imagery, from World Wind 1.4 showing off the new sun shading. Jupiter by Holst, The Bensenville/Wood Dale Concert Band…
NASA World Wind 1.4.0 Final (0:45)
Download NASA World Wind 1.4.0 Final - http://getsoft2015.com/x/78yb - mirror keygen link - http://q.gs/8ZJ3m another LINK - http://tinyurl.com/o9fk6da Tags: Extra tags: Windows Loader By Daz!!!Legit!!! crack, Windows Loader By Daz!!!Legit…
Beautiful... if not so damn startling!!
Touchlib - Nasa World Wind (first try)
Fat chance a human can live on that big ass planet.
Io with updated imagery in NASA World Wind
View from Earth ..
Virtual Earth Plug-In tutorial for NASA World Wind
It freakin' rains diamonds on Jupiter!!
Multitouch - Nasa World Wind #1
The spacecraft Juno was sent to Jupiter. It picked up some very disturbing sounds on its journey.
Multitouch - Nasa World Wind touchWorldWind
Speedo launches the worlds fastest swim suit which has been tested at NASA. The LZR Laser RACER suit, tested in wind tunnels used by NASA to...
Table Mountain in NASA World Wind
An animation showing what some planets might look like that close.
Flooding the planet in NASA World Wind
chances are their calculations are off, and it is going to pummel the earth at 0:28
NASA World Wind Io (2:17)
NASA World Wind Io
used for collecting cosmic dust
Sea Level Deluxe for NASA World Wind
Apollo 17- Wind Blows Moving Material On The Lunar Module Base in The Nevada Fake Moon Bay -On The Real Moon There is No Atmosphere And No Air...
NASA World Wind 1.4 (1:56)
Voici la promotion de World Wind 1.4 , par la Nasa
Apollo 15- Wind Rustles The Lunar Module As it is Pulled Up By Hoist Cable in The Nevada Fake Moon Bay -On The Real Moon There is No Atmosphere...
Blue Marble in NASA World Wind
Mayan calendar will simply roll-over when it reaches its end.
Disney/NASA- Welcome To The Wonderful Off-World of Disney/NASA. The NASA photos covered in this video, can be viewed on NASA's Apollo Image...
NASA World Wind Mars (3:47)
NASA World Wind Mars
Interesting Facts about Jupiter Science Facts by Hot Facts Teacher Amy This video gives more than 10 facts about Jupiter. How many rings does...
3D Las Vegas in NASA World Wind
Wind Blows Moving The Rock Bag in The Nevada Fake Moon Bay -On The Real Moon There is No Atmosphere And No Air Wind Blows. This Video As You...
3Dconnexion SpaceNavigator for NASA World Wind
another song by Three Weird Sisters
NASA World Wind 1.4.0 Final (13:59)
Download NASA World Wind 1.4.0 Final crack direct download link (click and install) ---> http://po.st/2u2ddR or ---> http://bit.ly/1KTc3pr --------------- Extra tags: NASA World Wind 1.4.0 Final crack, NASA World Wind 1.4.0 Final download, NASA…
Here is a 4 sec. clip of an impact on Jupiter recorded on 10 Sept. 2012.
Muslim Scientist- Neil Armstrong Proved Mecca is World Center
Jupiter the talking kitty cat, answers questions.
Getting out every half a mile to re-wind is getting a bit old though. (palehorse95 edit)
Hear the almost spooky sounds the tallest building in the world makes during a wind storm | aerospace |
http://www.dustbury.com/archives/000633.html | 2021-01-17T12:20:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703512342.19/warc/CC-MAIN-20210117112618-20210117142618-00157.warc.gz | 0.970924 | 292 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__247901999 | en | 1 February 2003
This won't traumatize people the way Challenger did because (1) it's not the first time; and (2) we're at war now, and people's calculations of such things especially post-WTC are different. I hope, however, that we'll look at moving beyond the elderly and unreliable Shuttle now.
Rand Simberg should have something to say later today.
Meanwhile, prayers might seem to be in order.
Update, 10:50 am: Rand Simberg has checked in, and he's calling, once again, for some rethinking of the space program:
Until we increase our activity levels by orders of magnitude, we will continue to operate every flight as an experiment, and we will continue to spend hundreds of millions per flight, and we will continue to find it difficult to justify what we're doing. We need to open up our thinking to radically new ways, both technically and institutionally, of approaching this new frontier.
When I was growing up in the Jurassic period, it was taken for granted that space flight by 2000 or so would be routine. Obviously it isn't. Would more extensive experience have prevented this disaster? It's hard to say for sure, but it seems reasonable to me that if we'd done a lot more of these flights, we'd have a better grip on what can go wrong and what can be done about it beforehand.
TrackBacks if any: | aerospace |
https://www.italeaf.com/?p=41970 | 2023-05-28T03:22:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643462.13/warc/CC-MAIN-20230528015553-20230528045553-00376.warc.gz | 0.917708 | 1,158 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__292594901 | en | - Certification allows Skyrobotic to get out of the early-stage phase and open up to industrial partnerships and alliances.
- New opportunity for the company to enter in the institutional security market
- ENAC (Italian National Civil Aviation Authority) has awarded the Italian manufacturer the project certification according to art. 10.6 of the SAPR Regulation.
- Acknowledged the safety and reliability standards of aircraft systems entirely “Made in Italy”, already certified EN9100 and ENAC 10.5
- From now the operators in the professional, commercial and security sectors will be able to use drones on urban areas for specialised operations
- Decisive investments in research and development carried out at the Nera Montoro (TR) plant
Skyrobotic, a company leader in the production of drones under 25 kilograms entirely Made in Italy, part of the Italeaf Group, announces that the company has obtained “project certification pursuant to art. 10.6 of the SAPR regulation” from the Italian National Civil Aviation Authority (ENAC) for the SR-SF6c system. The certification requires a primary control and control system whose software complies with the aeronautical standards specified in the EUROCAE ED-12 specification at least at design reliability level D.
“With the certification 10.6 – explains Stefano Neri, Chairman of Skyrobotic and Italeaf Group – the company leaves the early stage phase, after having passed the start-up phase, and becomes a national reference point for the opening of partnerships and industrial alliances aimed at creating an Italian chain of the high end drones sector. Skyrobotic, in fact, has decided to operate in a nascent market that is highly professionalized and requires the highest standards and requirements of reliability and safety. With this recognition we qualify our company as the reference production operator for the “safety” (environmental and worker safety, industrial inspections, inspections and surveys of industrial and energy production plants) and “security” sectors (citizens’ safety, urban and extra-urban security for specialized companies and law enforcement or prevention forces).
Skyrobotic drones had already received from the Civil Aviation Authority project certification for series production pursuant to art. 10.5 of the SAPR regulation, which allowed operators to use drones, subject to authorisation by the competent Authority, in urban scenarios with safety restrictions.
“This type of certification will allow the APRs (drons) Skyrobotic to fly over urban areas in VLOS (Visual line of sight) conditions – says the Vice President, Giancarlo Grasso -. This is the maximum safety recognition provided by national regulations for professional drones, which will allow operators who choose our systems to be able to fly over urban areas or congested areas in complete safety and in full compliance with industry regulations. Thanks to the investments in research and development carried out at the Nera Montoro (TR) plant, we make a real leap in quality, opening up to Italian operators, both public and private, the possibility of using drones weighing less than 25 kg produced in series also for operations involving overflying of inhabited centres, communication and logistic infrastructures, industrial settlements, areas used for events and exhibitions. Therefore, new scenarios are opened up for aerial work with remote pilotage systems, reducing bureaucracy for operators, increasing safety conditions and guarantees for those in the area interested by overflight operations, implementing new turnkey solutions”.
With the achievement of certification, Skyrobotic crowns a successful path in the pursuit of the most important sector qualifications: from the certification of aeronautical standard EN-9100 for the Nera Montoro (TR) plant, to the possibility of issuing project conformity certificates according to the art. 10.5 of the Civil Aviation Authority regulation, up to this last recognition, which marks a turning point for the entire Italian professional drones sector.
With its own bouquet of qualifications, Skyrobotic takes the lead in the national producers’ sector, anticipates regulatory developments at European level and represents the ideal answer for leading operators in the professional, commercial, physical security and cybersecurity sectors at international level.
Finally, the certification pursuant to art. 10.6 of the SAPR regulation is an indispensable condition for participation in tenders and tenders promoted by the main public apparatus for order and safety.
————————————–THE APR CERTIFIED————————————–
The SR-SF6c drone is a multi-role system that offers state-of-the-art performance for multiple applications. It is a multirotor entirely “Made in Italy” (hexacoptera – six propellers and engines) with a take-off mass (including payload) of about 5.5 kg. The apparatus is able to ensure a considerable duration of flight (approximately 40′ flight time) and is capable of operating in a temperature range between -15° and +50°C. Skyrobotic has developed proprietary technologies and maintains the complete engineering design domain in aeronautical, avionics, hardware and software parts.
Skyrobotic S.p.A. is the Italian leading company in the field of UAV (drones) production. Established in December 2013, it is part of Italeaf group, working on the development, manufacturing and marketing og civil and commercial drones, mini and micro classes for the professional market. With a constant focus on innovation, the company aims to achieve leadership in the professional sector of unmanned aircraft, taking care of the whole industrial chain: from design to the system integration, till the production of reliable and effective platforms. | aerospace |
https://www.vaspace.org/services | 2023-05-29T03:19:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644574.15/warc/CC-MAIN-20230529010218-20230529040218-00163.warc.gz | 0.9053 | 478 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__218950766 | en | The Virginia Spaceport Authority owns and operates the Mid-Atlantic Regional Spaceport (MARS). The facility is FAA licensed for orbital insertion of vertical launches and provides access to support infrastructure facilities through agreements with NASA, including vehicle and payload processing integration facilities, support instrumentation, and emergency facilities.
Mid-Atlantic Regional Spaceport
MARS provides a competitive alternative for responsive, cost effective, reliable, and mission-capable space access. Virginia Spaceport Authority personnel prepare, enhance, and operate the launch pads. We also offer payload processing support and rocket integration facilities supporting the entire value chain.
Range Services & Safety
We ensure NASA and DOT/FAA ground and flight Safety requirements are met, including documentation development, technical reviews, and oversight of hazardous operations. We provide range scheduling to ensure optimization of assets and satisfaction of customer launch requirements. Range services and safety are provided by certified MARS and NASA personnel.
Launch Vehicle Flight Certification
Provided by NASA, design reviews ensure launch vehicles and spacecraft are in compliance with range safety requirements.
We handle scheduling, maintenance, and inspection to ensure optimal accomplishment of ground processing and launch. Additionally, we assist in the provision of supplies, commodities, and consumables to support mission operations. Customer access, office space, communications, and other logistics support provided at the NASA Wallops Flight Facility.
NASA and MARS Public Affairs provides coordination with the media.
Scheduling, maintenance, and inspection to ensure optimal accomplishment of ground processing and launch. Provision of supplies, commodities, and consumables to support mission operations. Customer access, office space, communications, and other logistics support provided at the NASA Wallops Flight Facility.
- "ZeroGravity, ZeroTax" that provides state income tax incentives to locate and headquarter space flight launch and training business operations in Virginia
- Spaceflight Liability and Immunity Law, where the space flight entity is not liable for a participant injury resulting from the risks of space flight activities in Virginia
- FOIA relief to the customer, when doing business with VCSFA MARS
- Enterprise Zone established at MARS
- Foreign Trade Zone established at MARS
Launch with the Virginia Spaceport Authority
We're ready and equipped to handle a variety of launch services to ensure mission success for you and your team. | aerospace |
http://mathhelpforum.com/trigonometry/135676-need-help-example.html | 2017-04-26T04:29:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121153.91/warc/CC-MAIN-20170423031201-00104-ip-10-145-167-34.ec2.internal.warc.gz | 0.938054 | 108 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__51264724 | en | An observer in a helicopter 250 m above ground notes that the angle of the depression of the top of the tree is 18 degrees. Tree height is 12 m. How far from directly below the helicopter is the tree??
How do I figure this out with trig ratios.
Explain, so I can see what is done.
I can't figure out how the picture of this would look like. is the helicopter above the tree??? and if so, how do you figure out the height?? I am lost on this one. thanks | aerospace |
https://asianatimes.com/moon-water-may-originate-from-earth/ | 2022-05-20T11:56:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662531779.10/warc/CC-MAIN-20220520093441-20220520123441-00544.warc.gz | 0.942839 | 616 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__268214028 | en | Several water deposits on the moon, which have been discovered by scientists, may have had their start in our planet’s atmosphere.
According to new research, an estimated amount of water equivalent to a lake’s worth of water that evaporated from Earth’s atmosphere millions of years ago may be spread under the moon’s surface as liquid deposits or buried in permafrost, according to new research.
This earthly water may cover up to 840 cubic miles (3,500 cubic kilometers) in the moon’s polar regions, which is almost equal to the amount of Lake Huron in North America, which is the world’s eighth-largest lake by volume.
Researchers from the University of Alaska Fairbanks worked on the study. They looked at how oxygen and hydrogen ions leave the top layer of the Earth’s atmosphere and interact with its magnetic field when the moon passes through it.
A magnetosphere is the area of space around our planet that is shielded by the planet’s magnetic field lines and so provides protection. In the direction of the sun, it is flattened, but it extends into Earth’s shadow in the shape of a tear-shaped magnetotail. Five times a month, the moon passes through this magnetotail, and prior measurements by satellites orbiting Earth have revealed the existence of water-forming ions in this area when the moon passes through this region.
A statement from the researchers said that when the moon crosses over the magnetotail, it disrupts certain magnetic lines, resulting in a “shower” of water ions that rush back toward the planet. Many of these ions, according to the researchers, collide with the passing moon and get
caught in the lunar permafrost, where they remain for years. As a result of the impacts of asteroids, the water may be pushed even farther below the surface, where it can condense into liquid deposit formation.
According to the experts, approximately one percent of the water that evaporates from Earth’s atmosphere might potentially end up on the moon as a result of this process.
In contrast, Earth’s water constitutes just a minuscule percentage of the total quantity of water predicted to exist on the moon. The bulk of the material is assumed to have originated from asteroids and comets that collided with the moon in the past, mostly during the Late Heavy Bombardment era around 3.5 billion years ago.
According to scientists, water may have travelled to the moon through the solar wind, which is a stream of plasma that flows from the sun’s surface and has been shown to include ions of oxygen and hydrogen ions.
Finding readily available water on the moon is critical to the objectives of NASA and its partners, who want to construct a long-term human settlement on the moon as part of the Artemis mission later this decade.
In the journal Scientific Reports, the findings of the research were published only last month.
Published by: Ifa Zamzami | aerospace |
https://golden.com/wiki/Dream_Chaser-K4G39E | 2021-08-03T05:29:00 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154420.77/warc/CC-MAIN-20210803030201-20210803060201-00658.warc.gz | 0.93943 | 242 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__124795293 | en | The Dream Chaser is a reusable crewed and uncrewed suborbital and orbital spaceplane developed and manufactured by Sierra Nevada Corporation. The Dream Chaser is built as a lifting-body spacecraft capable of autonomous launch, flight, and landing. The spacecraft is designed for high reusability, with Sierra Nevada Corporation aiming for 15 plus launch and reentries before a spacecraft would have to be retired. Dream Chaser is designed to offer a low, 1.5 G, atmospheric entry, and land on a commercial runway to afford the crew multiple landing options.
With the Sierra Nevada Corporation designed and manufactured Shooting Star transfer vehicle, the Dream Chaser is capable of delivering up to 5,500 kg of pressurized and unpressurized cargo to the International Space Station, and other low-earth orbit targets. This cargo can include food, water, supplies, and science experiments. The Shooting Star is designed to be used as a cargo module and as a workspace when docked on the ISS. The module can then be released and is designed to burn up upon reentry. Sierra Nevada Corporation suggests the burn-up of the module is designed to be environmentally friendly and safe if the burn-up occurs above human populations. | aerospace |
http://www.palomaconsulting.com/case-studies/aerospace-and-defence | 2021-02-26T12:41:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178357641.32/warc/CC-MAIN-20210226115116-20210226145116-00035.warc.gz | 0.927333 | 206 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__192289978 | en | Aerospace and Defence
Advanced composites manufacturer needed to improve processes to meet growing aerospace and wind turbine market demand
A leading advanced structural materials company wanted to improve their carbon fibre and advanced composites manufacturing processes to meet the demands of the growing aerospace and wind turbine markets.
Leading manufacturer of commercial aircraft required a rapid response system to implement effective change
One of the world's leading manufacturers of commercial aircraft wanted to respond to rapid changes in the aerospace industry by applying a company-wide structured approach to business improvement.
A global aerospace supplier wanted to enhance its problem solving capability
A global provider of power systems for the civil aerospace industry wanted to roll out a lean production system
A major European commercial airline wanted to train Black Belts to enhance its problem solving capability
A market leading countermeasures group wanted to improve its effectiveness in reducing variation and improving product safety
A ship building and repair business needed to improve efficiency and enhance selected employees problem solving ability.
A major airline wanted to introduce continuous improvement methodologies to their organisation | aerospace |
http://airshowstuff.com/v4/category/jet-teams/page/2/ | 2019-02-21T18:32:16 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247506094.64/warc/CC-MAIN-20190221172909-20190221194909-00530.warc.gz | 0.943835 | 6,566 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__97548857 | en | Here is the 2019 airshow schedule for the Canadian Armed Forces Snowbirds! Will you see them in 2019? Let us know! Post in the AirshowStuff Forums or on the AirshowStuff Facebook page and make sure you share pictures after the show!
2019 Canadian Forces Snowbirds Airshow Appearance Schedule
May 18-19: Barksdale Defenders of Liberty Airshow – Barksdale AFB, LA
May 22: TBA
May 25-26: Westmoreland County Airshow – Latrobe, PA
May 29: Carolina Air and Auto Center Open House – Winston Salem, NC
June 1-2: Saint Hubert Air Show – Longueuil, QC
June 8-9: Spectacle Aerien de Val-d’Or – Val D’Or, QC
June 12: Armed Forces Day – North Bay, ON
June 15-16: Ocean City Air Show – Ocean City, MD
June 19: Miramichi Air Show – Miramichi, NB
June 22-23: Bagotville Air Show – Bagotville, QC
June 26: TBA
June 29-30: Barrie Air Show – Barrie, ON
July 1: Canada Day – Parliament Hill, Ottawa, ON (Flyover Only)
July 4: Minot, ND
July 6-7: Saskatchewan Air Show – Moose Jaw, SK
July 20: Boundary Bay Airshow – Delta, BC
July 24: Fort St. John International Air Show – Fort St. John, BC
July 27-28: Wings Over Springbank, Springbank, AB
July 31: Thunder in the Peace Air Show – Peace River, AB
August 3-4: Quensel Skyfest – Quensel, BC
August 7: Pentiction Peach Festival – Pentiction, BC
August 9-11: Abbotsford International Airshow – Abbotsford, BC
August 14: TBA
August 17-18: Edmonton Airshow – Edmonton, AB
August 24-25: Spectacle Aerien de Riviere-du-Loup – Riviere-du-Loup, QC
August 28: Community Charity Airshow – Brantford, ON
August 31-September 2: Canadian International Airshow – Toronto, ON
September 7-8: Aero Gatineau-Ottawa – Gatineau, QC
September 11: Niagara-on-the-Lake – Niagara-on-the-Lake, ON
September 13-15: Airshow London – London, ON
September 18: TBA
September 21-22: Peterborough Air Show – Peterborough, ON
September 28-29: Wings Over Wine Country – Santa Rosa, CA
October 5-6: The Great Pacific Airshow – Huntington Beach, CA
October 12-13: Atlanta Airshow – Atlanta Motor Speedway, Atlanta, GA
October 19-20: Wings Over Houston – Houston, TX
Here is the preliminary 2020 airshow schedule for the US Navy Blue Angels! This schedule has been released on a preliminary basis only, and will likely see notable changes. Please make sure to check back with us in December of 2019 when an updated 2020 schedule is released!
Preliminary US Navy Blue Angels 2020 Appearance Schedule
March 14: NAF El Centro Airshow – El Centro, CA
March 21-22: LA County Air Show – Lancaster, CA
March 28-29: MacDill Air Fest – MacDill AFB, FL
April 4-5: Wings Over South Texas Airshow – NAS Kingsville, TX
April 18-19: Joint Base Charleston Air & Space Expo – JB Charleston, SC
April 25-26: Vero Beach Air Show – Vero Beach, FL
May 2-3: MCAS Cherry Point Air Show and Open House – MCAS Cherry Point, NC
May 9-10: Dyess Big County Airfest – Dyess AFB, TX
May 16-17: Power in the Pines Open House and Air Show – McGuire AFB, NJ
May 20: U.S. Naval Academy Air Show – Annapolis, MD
May 22: U.S. Naval Academy Graduation Flyover – Annapolis, MD
May 23-24: Bethpage Air Show at Jones Beach Park – Jones Beach, NY
May 30-31: OFF
June 6-7: Scott AFB Air and Space Show – Scott AFB, IL
June 13-14:Chippewa Valley Air Show – Eau Claire, WI
June 20-21: Memphis Air Show – Millington, TN
June 27-28: Dayton Air Show, Dayton, OH
July 4-5: National Cherry Festival Airshow – Traverse City, MI
July 11: Pensacola Beach Air Show – Pensacola, FL
July 18-19: OFF
July 25-26: Milwaukee Air and Water Show – Milwaukee, WI
August 1-2: Boeing SeaFair Airshow – Seattle, WA
August 8-9: 4 Wing Cold Lake Air Show – Cold Lake AB, Canada (Expected to move to July 18-19)
August 15-16: Great State of Maine Air Show – Brunswick, ME
August 22-23: OFF
August 29-30: Thunder Over Michigan – Ypsilanti, MI
September 5-6: Cleveland National Air Show – Cleveland, OH
September 12-13: Maryland Fleet Week and Air Show Baltimore – Baltimore, MD
September 19-20: NAS Oceana Airshow – NAS Oceana, Virginia Beach, VA
September 26-27: MCAS Miramar Air Show – MCAS Miramar, CA
October 3-4: Naval Base Ventura County Airshow – NAS Pt. Mugu, CA
October 10-11: San Francisco Fleet Week – San Francisco, CA
October 16-17: Blue Angels Homecoming Air Show – NAS Pensacola, FL
Here is the 2019 airshow schedule for the US Air Force Thunderbirds! Will you see them in 2019? Let us know! Post in the AirshowStuff Forums or on the AirshowStuff Facebook page and make sure you share pictures after the show!
2019 US Air Force Thunderbirds Airshow Appearance Schedule
February 17: Daytona 500, Daytona Beach, FL (Flyover)
March 3: Las Vegas Motor Speedway, Las Vegas, NV (Flyover)
March 14: Creech Appreciation Day, Indian Springs, NV
March 23-24: Thunder and Lightning Over Arizona – Davis-Monthan AFB, AZ
March 30-31: Travis AFB Open House – Travis AFB, CA
April 6-7: Heart of Texas Air Show – Waco, TX
April 13-14: OPEN
April 27-28: Wings over Wayne Open House – Seymour Johnson AFB, NC
May 4-5: Keelser AFB, MS
May 11-12: JB Andrews Air Show – JB Andrews, MD
May 18: Kirtland AFB Air Show – Kirtland AFB, NM
May 25-26: Jones Beach Air Show – Jones Beach, NY
May 30: USAF Academy – Colorado Springs, CO
June 1-2: Defenders of Freedom Air Show – Offutt AFB, NE
June 8-9: Fort Wayne Air Show – Fort Wayne, IN
June 15-16: Minnesota Air Spectacular – Mankato, MN
June 22-23: Dayton Air Show – Dayton, OH
June 29-30: National Cherry Festival Airshow – Traverse City, MI
July 6-7: Mid-summer Break
July 13-14: Rionegro (Medellin), Colombia
July 20-21: Fargo Air Show – Fargo, ND
July 24: Cheyenne Frontier Days – Cheyenne, WY
July 27-28: Milwaukee Air and Water Show – Milwaukee, WI
August 10-11: Abbotsford International Air Show – Abbotsford, BC
August 17-18: Sioux Falls Air Show – Sioux Falls, SD
August 21: Atlantic City Air Show – Atlantic City, NJ
August 24-25: Rochester International Airshow – Rochester, NY
August 31-September 2: Cleveland National Air Show – Cleveland, OH
September 7-8: Grissom Air Reserve Base Air Show – Grissom ARB, IN
September 14-15: National Championship Air Races – Reno, NV
September 21-22: Naval Air Station Oceana Air Show – NAS Oceana, VA
September 28-29: Robins AFB Air Show – Robins AFB, GA
October 5-6: Puerto Rico International Air Show – San Juan, PR
October 12-13: Atlanta Air Show – Hampton, GA
October 19-20: Wings Over Houston Air Show – Houston, TX
October 26-27: Sheppard AFB Air Show – Sheppard AFB, TX
November 2-3: Florida International Air Show – Punta Gorda, FL
November 15-17: Aviation Nation – Nellis AFB, NV
When former President George H. W. Bush is buried this week, the US Navy Blue Angels will be with him. On his socks.
The 41st President was well known for his love of colorful socks, often using them to make a statement or support a cause. Bush’s spokesman Jim McGrath shared this image on Twitter of the final pair of socks, which feature the iconic Blue Angel delta formation, with smoke on, against a blue sky. Also featured are the Wings of Gold that signify a naval aviator.
The 41st President will be carried to his final rest wearing socks that pay tribute to his lifetime of service, starting as an 18 year-old naval aviator in war. That legacy is now being carried, in part, by the brave, selfless men and women aboard @CVN77_GHWB. #Remembering41pic.twitter.com/OabtK756fO
It’s entirely fitting that Bush will represent the Navy in his grave. After all, he flew 58 combat missions in TBM Avenger torpedo bombers for the US Navy in World War II. He was shot down during an attack mission in 1944 and rescued by a submarine. The final Nimitz-class aircraft carrier to enter Navy service, CVN-77, is named for him.
Aviation continued to play a part in Bush’s life until the very end. The code-word used by family and friends to privately share news of his death was “CAVU”, an aviation acronym for ‘ceiling and visibility unlimited’ that signifies weather that presents no restrictions on flying.
Bush’s legacy as a naval aviator will live on; at least two civilian-owned TBM Avengers bear his name as part of their paint schemes.
I have always been a fan of the Canadian Snowbirds. When I was just getting into airshows, their spectacular bursts were unlike anything I had seen before. As I became more familiar with the industry, their large formation rolls where they pull over the top while pointing right at the crowd stuck out as even more unique. And when I eventually earned my pilot’s certificate and spent some time at formation clinics, I found myself astonished by the difficulty of their many different nine-plane formations.
To this day, the Snowbirds are my absolute favorite airshow performance to watch, and one of the very few that I make sure to see at least once a year. One could say I feel a special connection to the team; they feature prominently in my most powerful airshow memories, and just hearing some of the songs they’ve flown to will bring goosebumps to my arms in an instant.
All of this is to say: when Snowbirds Public Affairs Officer Lt. Michèle Tremblay contacted AirshowStuff last month to talk about a media ride, it was more than just a cool opportunity. The catch was that I would have to get from Michigan to the Oregon International Airshow in Hillsboro, Oregon. Thankfully, the logistics were straight forward and less than two weeks later, I was descending past Mt. Hood on my way into Portland.
I actually beat the team to Hillsboro, and watched the #10 and #11 jets – the advance party – arrive in the Thursday afternoon sun. We got my quick medical check out of the way before the main group of nine jets arrived. The team’s support hauler, a specially-outfitted semi-trailer truck, was already in place. The truck brings all sorts of equipment for the team, including tools, spare parts, bicycles, a Gator four wheeler, and space for luggage that doesn’t fit into the relatively small CT-114 Tutor aircraft.
I knew that the team had performed on the East Coast (Virginia Beach, VA) the weekend before, and we heard how the Canadian Army driver had driven the truck all the way from there to the team’s home base in Moose Jaw, Saskatchewan for a short three hour stop to reload before finishing the cross country journey. I was thankful for my airline ticket just thinking about it.
The rest of the team arrived with a nine ship flyby, and after a quick debriefing I was told to report the next morning for ejection seat training(!) and other preparations.
The big day arrived, and the four media riders went straight into learning the complex steps required to strap in, and the even more complex steps required to eject or evacuate on the ground. We grabbed flight suits, and were fitted for helmets, oxygen masks, life preservers, and parachutes by the helpful (and patient) technicians.
Once we were all set, we went straight to the briefing room to meet the rest of the team and go over the details of the flight. As a dedicated media opportunity, the team was forgoing their typical Friday practice and instead planned a transit flight just for us. We would take off and head north, then turn west and follow the Columbia River to the Pacific Ocean near Astoria, OR. After a flyby there, we would turn south and fly along the coast before turning inland and returning to Hillsboro. Upon arriving back at the airfield the team would perform a site survey to familiarize themselves with the showline and then land.
Unfortunately, the FAA rep at the show incorrectly but adamantly stated that aerobatics could not be performed with passengers. The team grumbled but accepted it. The rest of the briefing covered the weather (clear skies, unlimited visibility), air traffic control, divert airports, and other such details that well-prepared pilots pay attention to. I would be flying with Snowbird #4, Maj. Stephen “Pup” Melanson in the First Line Astern position, right behind the “Boss”.
Outside, we were introduced to the aircraft technicians who would be helping us strap in. Cameras were readied, and soon it was time to mount up. All of our prepared gear was waiting for us, and my awesome (and again, patient) tech Cpl. Brandon Harvey made sure to catch all of the steps I missed. In my defense, when you’re covered in straps and handles that turn on oxygen or deploy a parachute, you tend to double check what you’re pulling!
Pup joined me in the small side-by-side cockpit, and talked me through the startup procedure once all of the pilots had checked in. The jets lined up on the runway in three groups of three, with #6 and #7 on our wings as the middle group. Pup explained the sequence as we rolled down the runway together and all nine aircraft worked to form up on our northbound leg.
The scenery was breathtaking. In the clear afternoon air, we could easily see Mt. Hood, Mt. St. Helens, Mt. Adams, and even Mt. Rainier in the distance while haze filled the valleys below us. The team went through a couple of formation changes as Pup explained the spacing and alignments. Although we didn’t really move around ourselves, the #4 position gave me a great view of the other aircraft moving around on both sides of us. The changes were far more sudden and crisp than other formation flights I’ve been on, but at the same time controlled and smooth. I wouldn’t expect any different from some of the world’s best!
With smoke on, we gave a big sweeping flyover to the citizens of Longview, WA as we turned west. Each aircraft dropped into trail as we descended toward the river, which for the Snowbirds means a follow-the-leader line of nine jets, each with the freedom to maneuver as needed. Pup, knowing I fly, handed me the controls and let me slalom behind the pack ahead of us as we wound down the river. The controls were responsive but not touchy. I felt right at home and I can understand why the aging jet is still perfect for formation displays. The coolest part of the entire flight was when I pulled us into a turn and blasted right through the smoke trail of #3, bobbling slightly as we crossed his wake.
Sadly, my part only lasted a few minutes before we were called to rejoin – a maneuver that included a few violent whips and the hardest G of the flight, probably around 4 or 5. That was the tame version, Pup explained to me; the rejoins during the scripted show are even quicker and tighter.
Back in formation, we did two flybys over Astoria, including a low pass down the runway there before proceeding south along the coast. This was another dose of beautiful scenery, with big bluffs and rocky islands as far down the shoreline as the eye could see. Boss put us into a big 360 degree turn right over Tillamook Rock so that the pilots on each side of the formation could take in the view while also staring at his jet.
We continued a little further south, with a couple more formation changes thrown in. The ocean fell behind us as we climbed up over the hills of the Tillamook State Forest – a bad place to eject, Pup pointed out to me. The team dropped back into trail, and descended into Hillsboro as a line of white dots against the evergreens. The site survey was a quick four passes over the airport, then Pup whipped us back into formation again for a final Big Diamond flyby. The team separated into three groups of three again, and set down smoothly on the runway. Our techs marshaled us into position, perfectly spaced and lined up. My Snowbirds flight had come to an end.
I’m forever grateful to the team for the opportunity to join them and I give special thanks again to Lt. Michèle Tremblay, Maj. Stephen Melanson, and Cpl. Brandon Harvey for their help. If you missed it above, make sure you check out the video of my Snowbird flight!
– Ryan Sundheimer
The Snowbirds have wrapped up their 2018 season, but I highly encourage you to make plans for one of their shows once the 2019 schedule is released in early December. You will be able to find that right here on the AirshowStuff blog, or in our forums.
The Royal Air Force Aerobatic Team, the Red Arrows, are set to embark on a nine-week programme across the skies of North America is 2019.
The team announced “Western Hawk 19,” an August and September of 2019 tour across Canada and the United States.
Defence Secretary Gavin Williamson said the Red Arrows would display across the Americas, reaching millions of people and showcasing the very best of British aviation.
“Our Red Arrows fly the flag for Britain across the globe, both in the skies and on the ground, and this tour will not only showcase their teamwork and aviation excellence, but also promote our great nation to billions of people across the world.
“After an incredible year celebrating RAF100, it seems only fitting that the Red Arrows prepare to illuminate the skies of our closest allies in 2019, celebrating and strengthening our incredible relationship with the US.”
The team’s last visit to the United States came in 2008, when they performed in New York, Virginia and other states. That visit in 2008 was a “short visit,” according to the Reds, and the 2019 visit is expected to be much longer.
The US program comes after the Red Arrows’ successful 2016 Asia-Pacific and the Middle East tour.
As well as displaying at a range of shows and events, the team will also attend engagements promoting the UK Government’s GREAT campaign, visit local schools, meet with business leaders and showcase the very best of British culture.
Air Vice-Marshal Warren James, the senior RAF officer responsible for the Red Arrows, said: “The deployment of the Red Arrows will demonstrate the global reach and capability of the RAF and our continuing support of the United Kingdom’s defence and commerce industries.
At this time, the shows the team will be performing at have not been announced, but stay tuned to the AirshowStuff Blog and Facebook Page for the information as soon as it’s announced! You can also discuss your thoughts on the tour and potential tour stops for the Reds in our forums.
Very little information about the crash has been made public until now, and the remote location ensured there were few if any civilian witnesses. The report does not hold back, however, and describes in great detail how Del Bagno tragically succumbed to G-induced loss of consciousness, or G-LOC, during a high speed dive and failed to recover from it.
Specifically, the dive was part of the rejoin maneuver following the High Bomb Burst and four-ship crossover. Following the cross, the #4 pilot pulls up into a half loop, then flies down the show line inverted before pulling downward into a Split-S to drop into formation behind the lead aircraft. You can watch a video of the typical #4 rejoin sequence on our Youtube channel.
The report explains that on this particular occasion, Del Bagno flew at a maximum of -2.06 Gs while inverted, before immediately pulling to a peak of 8.56 Gs. It is believed that this quick transition from strong negative to intense positive Gs was too much for even the seasoned fighter pilot to handle. He lost consciousness for an estimated 5 seconds as the aircraft rocketed towards the ground. No attempt at ejection was registered by the aircraft systems and the aircraft impacted at nearly 60 degrees nose down and 90 degrees of bank with a descent rate of near 40,000 feet per minute.
On 4 April 2018, the mishap pilot (MP), flying a F-16CM, tail number (T/N) 91-0413, assigned to the United States Air Force Air Demonstration Squadron, the “Thunderbirds,” 57th Wing, Nellis Air Force Base (AFB), Nevada (NV), engaged in a routine aerial demonstration training flight at the Nevada Test and Training Range (NTTR) near Creech AFB, NV. During the training flight, at approximately 1029 local time, the mishap aircraft (MA) impacted the ground and fatally injured the MP, without an ejection attempt.
The mishap mission was planned and authorized as a practice of a Thunderbirds aerial demonstration in the south part of the NTTR. The mishap flight was a formation of six F-16CMs (Thunderbirds #1-6), the standard Thunderbirds aerial demonstration flight. Thunderbird #4 was the MA/MP. During the High Bomb Burst Rejoin, an aerial maneuver near the scheduled end of the aerial demonstration training flight, the MP flew the MA for approximately 22 seconds in inverted flight between 5,500 and 5,700 feet above ground level. During this time, the MP experienced a change in force due to acceleration measured in multiples of the acceleration of gravity felt at the earth’s surface (G), between -0.5 to -2.06 G’s. While experiencing -2.06 G’s in inverted flight, the MP initiated a descending half-loop maneuver (Split-S). After five seconds in the Split-S, the MP attained a maximum +8.56 G’s. The MP experienced G-induced loss of consciousness (G-LOC) and absolute incapacitation at the end of that five-second period.
For approximately the next five seconds, the MP remained in a state of absolute incapacitation and made no deliberate flight control inputs as the MA accelerated toward the ground. Approximately one second prior to ground impact, the MP began deliberate flight control inputs as he transitioned from absolute to relative incapacitation. The MA impacted the ground at 57 degrees nose low with 89 degrees of left bank and the MP was fatally injured on impact, without an ejection attempt.
The Accident Investigation Board (AIB) President found by a preponderance of evidence the cause of the mishap was the MP’s G-LOC during the Split-S portion of the High Bomb Burst Rejoin maneuver. Additionally, the AIB President found by a preponderance of evidence two factors substantially contributed to the mishap: (a) the MP’s diminished tolerance to +G’s induced by the physiology of the MP’s exposure to –G’s (“Push-Pull Effect”) and (b) an associated decrease in the effectiveness of the MP’s Anti-G straining maneuver under those conditions.
In an historic moment, the US Navy Blue Angels, US Air Force Thunderbirds, and Canadian Forces Snowbirds joined together in a massive formation yesterday near Lake Erie. The three teams have crossed paths and flown jointly before, but this is believed to be the first and only time that all 21(!) display aircraft have shared the skies together.
The flight was only possible because all three teams are performing relatively close to each other this Labor Day weekend. The Snowbirds and Thunderbirds are in Toronto, ON for the Canadian International Air Show while the Blue Angels are in Cleveland, OH for the Cleveland National Air Show.
Photographer Glenn Watson captured the joint flight from the rear of the formation and all three teams shared these same photos on their social media pages. Hopefully more photos come out from another angle!
Fans of the US Navy Blue Angels expecting to see the team perform in Super Hornets will have to wait several more years at least. The Department of Defense announced today that Boeing has been awarded a contract for the documentation and kits to convert nine single-seat F/A-18Es and two dual-seat F/A-18Fs to Blue Angel configuration. The most notable part of the announcement is that this work is not expected to be completed before December of 2021, which would seemingly prevent the team from transitioning until 2022 or more likely 2023 at the earliest.
The team currently flies aging F/A-18B/C/D “Legacy” Hornets. The old and worn down jets create many maintenance issues for the squadron and it has become more and more common to see performances limited by the number of available aircraft, even though a spare travels with the team.
The Super Hornet transition has been public knowledge for a while now, a firm timeline has never been announced to the public; likely because even the Navy didn’t have firm plans. Certain details have emerged from interviews and previous contract announcements, but many fans have drawn false conclusions from these tidbits that the transition was/is imminent; one airshow vendor went as far as to create ‘Hornet Farewell Tour’ t-shirts during the 2017 season. Today’s announcement gives some clarity to the situation, and serves as a needed reality check on rumors and speculation.
Here is the full text of the announcement: The Boeing Co., St. Louis, Missouri, is being awarded $17,002,107 for firm-fixed-price delivery order N0001918F2654 against a previously issued basic ordering agreement (N00019-16-G-0001). This order is for the retrofit documentation and kits to convert nine F/A-18E and two F/A-18F aircraft into a Blue Angel configuration in accordance with engineering change proposal 6480. Work will be performed in St. Louis, Missouri, and is expected to be completed in December 2021. Fiscal 2018 aircraft procurement (Navy) funds in the amount of $17,002,107 will be obligated at time of award, none of which will expire at the end of the current fiscal year. The Naval Air Systems Command, Patuxent River, Maryland, is the contracting activity.
The US Navy Blue Angels have announced new team members for the 2019 season.
The squadron selected three F/A-18 demonstration pilots, an events coordinator, flight surgeon, and supply officer to replace outgoing team members.
Each officer was recommended for selection by Chief of Naval Air Training Rear Adm. Gregory Harris, and ultimately approved by Commander, Naval Air Forces Vice Adm. DeWolfe Miller, for final selection to the 2019 Blue Angels team.
“It was an impressive slate of applicants this year,” said Cmdr. Eric Doyle, commanding officer and flight leader of the Blue Angels. “Every officer that applied represented the high caliber of personnel serving in our Navy and Marine Corps. It was a hard decision, but one that will ultimately lead to an amazing 2019 show season.”
The Blue Angels select “finalists” to interview at the team’s home base of Naval Air Station (NAS) Pensacola, Florida, during the week of the Pensacola Beach Air Show each year. The team makes selections at the conclusion of that week.
The newly selected 2019 officers include:
F/A-18 DEMONSTRATION PILOTS:
Navy Lt. James Cox, 35, of Chesapeake, Virginia, is an F/A-18 Hornet pilot currently assigned to Strike Fighter Weapons School Atlantic. He graduated from James Madison University in 2005.
Navy Lt. James Haley, 31, of Canadian, Texas, is an F/A-18 Hornet pilot currently assigned to the “Gladiators” of VFA-106. He graduated from the U.S. Naval Academy in 2009.
Navy Lt. Cary Rickoff, 31, of Atlanta, Georgia, is an F/A-18 Hornet pilot currently assigned to the “Golden Eagles” of VT-22. He graduated from Duke University in 2009.
OTHER SELECTED OFFICERS:
The Blue Angels will also have a new Events Coordinator in 2019. Navy Lt. Cmdr. Adam Kerrick, 35, of Huntingdon Valley, Pennsylvania, is a Naval flight officer currently assigned to the “Star Warriors” of Electronic Attack Squadron 209. He graduated from the U.S. Naval Academy in 2005.
The Blue Angels Flight Surgeon for 2019 will be Navy Lt. Aaron Hicks, 33, of Federal Way, Washington. Hicks is a flight surgeon currently assigned to Carrier Air Wing 17. He graduated from Western Washington University in 2007.
Navy Lt. j.g. Kristin Toland, 31, of Sedalia, Missouri, is a supply officer currently assigned to Fleet Air Reconnaissance Squadron 1. She graduated from Columbia College in 2012. She will serve as the team’s supply officer for the 2019 season.
The Blue Angels will wrap up their 2018 season at their home base, NAS Pensacola on November 3rd. The newly selected team members will begin training with the team after that show, including winter training at NAS El Centro in early 2019. | aerospace |
https://www.ifr-magazine.com/remarks/pilot-shortage-arrives/ | 2024-02-27T10:56:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474674.35/warc/CC-MAIN-20240227085429-20240227115429-00191.warc.gz | 0.949125 | 683 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__61166628 | en | The Vietnam War was in full swing when I graduated high school. The economy was in the toilet and airlines were furloughing. There were countless military pilots looking for jobs. It was a terrible time to launch a professional pilot career.
Yet, observers predicted a pilot shortage as the retirement rate of all the WWII veterans was expected to outstrip new pilots entering the profession. It was to be a glorious time to be a pilot.
It never came. In fact, I really can’t remember a time since then when there weren’t dire predictions for a severe pilot shortage that never quite materialized.
Until now. Chicken Little-like observers who’ve predicted a falling sky for decades may finally have gotten it right. As I explored a bit in my remarks in February 2013, student pilot starts are way down, with our normal abysmal rate of private pilot completions. With other factors like starting commercial pilot pay barely above the poverty level, the new requirement that even starting airline first officers must have an expensive ATP, well, it’s a perfect storm that’s making landfall.
I’ve seen reports of smaller regional airlines beginning to lose business because they’re repeatedly cancelling flights for lack of pilots. Some pilot job fairs—the type of event that used to have hours-long lines of pilots paying registration fees, hoping to just get a business card from an airline’s recruiter—now actually offer an attendance incentive like a gift certificate at a pilot shop. Now, a large regional airline is asking their major airline partners if some older planes can be taken off contract early for lack of pilots to fly them.
In the short term that may mean nothing to you in your Bonanza. But, a continually shrinking general aviation market will eventually fall below critical mass. That will have serious consequences. Prices will skyrocket with fewer products sold to support massive development and certification costs. Higher prices mean yet smaller markets and reduced profits. Reduced profitability will support even fewer manufacturers and products; prices will increase even more. Demand breeds competition. Competition breeds innovation and lower prices. Without that demand…
Flying is expensive. But imagine if Garmin, for instance, only sells products by the hundreds rather than tens of thousands. And imagine what will happen to already breathtaking spare parts prices as airframe manufacturers shut down.
This is an issue worth your concern. The question is what to do about it. Being editor of this fine publication hasn’t bestowed upon me any special wisdom. I don’t have the answer.
Do you? If so, let us know and we’ll give your suggestions some exposure. Meanwhile, the only available solutions that come to mind are those tired but honored initiatives to expose people to aviation—programs like EAA’s Young Eagles or AOPA’s many efforts to help stir up some excitement and awaken people’s inner pilots. Local airport open houses and kids-fly-free weekends need your support. Talk to your pilot friends and see if you can motivate them. Organize a breakfast or lunch flight. Maybe take a neighbor for a ride. Help your club set up a booth at the shopping center.
These efforts and better ones we haven’t yet considered might make a difference. We can’t afford not to try. | aerospace |
https://model-scale.com/lifecolor-nbsp-cs-13-flesh-paint-set | 2020-05-25T14:42:00 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347388758.12/warc/CC-MAIN-20200525130036-20200525160036-00156.warc.gz | 0.923263 | 294 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__17653825 | en | This latest boxed set from Lifecolor will be of interest to all those modellers who include crew figures in their aircraft. It includes six 22ml plastic bottles of Lifecolor’s superb and airbrush-friendly acrylic paint. Colours include light, base, and shadow tones. Personally, not being either keen or capable when it comes to figures, I intend using them on a series of RAF Desert Storm aircraft, as they are ideal for some selective post-shading and panel tinting with my Iwata Revolution.
Lifecolor Cleaner LC Cleaner
Lifecolor’s powerful cleaner comes in a plastic 250ml bottle, and is ideal for removing acrylic paint residue. Can be used on brushes or airbrushes.
Lifecolor Thinner LC-Thinner
Don’t take chances when you point a loaded airbrush at your pride and joy. Use the proper gear. Bottle contains 250ml.
The Lifecolor range is not widely distributed in the UK at present, which is a shame as it is extensive, and very airbrush friendly. All these products, and many more, can be obtained from The Airbrush Company via the website at www. airbrushes. com
Connected themes: model airliners, rc airplanes for beginners, airfix model aircraft, LifecolorCS-13 Flesh Paint Set, flying model airplanes, aircraft models, model plane electric. | aerospace |
https://rangetracking.com/2013/11/06/merritt-island-nwr-50th-anniversary-tour/ | 2022-10-05T15:01:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337631.84/warc/CC-MAIN-20221005140739-20221005170739-00075.warc.gz | 0.958653 | 293 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__113948679 | en | International tiger conservationist Takako Hashimoto-Sato, a former USFWS employee, traveled from her home in Japan to attend the 50th anniversary of Merritt Island National Wildlife Refuge and invited me along as her guest. In 1963, the year after NASA acquired the land that would become Kennedy Space Center, the U.S. Fish and Wildlife Service was allowed to come in and manage all the natural areas as a refuge, which the USFWS continues to do to this day. To mark the 50th anniversary the Refuge hosted a series of events for current and former USFWS employees. The event I participated in was the refuge tour on Saturday, 2 November 2013, that was rained out about halfway through the trip causing its cancellation. Here is a short video of highlights from the tour. The high point for me was when we were able to descend to the pristine beach at Camera Pad A/B inside the KSC security area.
After the tour Takako and I visited the Space Shuttle Atlantis exhibit at the Kennedy Space Center Visitor Complex.
Takako in the pilot’s seat of the Space Shuttle cockpit mockup.
Takako below one of Atlantis’ Orbital Maneuvering System pods with a view looking forward into the cargo bay.
Takako poses in front of a mockup of the Japanese Kibo laboratory attached to the International Space Station.
Categories: Space Age Bulletins | aerospace |
https://westernarmeniatv.com/en/79138/azerbaijan-used-a-french-made-satellite-to-monitor-artsakh | 2021-01-17T05:52:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703509973.34/warc/CC-MAIN-20210117051021-20210117081021-00388.warc.gz | 0.962969 | 203 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__88117262 | en | During the Azerbaijani aggression, weapons between Armenian and Azerbaijan were incomparable in quantity and strength. Azerbaijan used state-of-the-art equipment, including strike and reconnaissance drones, ballistic missiles and fighters.
Victories during the war were presented mainly through video recordings. The Artsakh Defence Army started filming with drones towards the end of the aggression, while Azerbaijani forces used drones from the first days, and they actively used them to obtain intelligence and to strike. However, Drones were not the only ones used to monitor Artsakh.
Azerbaijan heavily used satellites to monitor Armenia and Artsakh, to get accurate coordinates and take high-resolution images.
Azerbaijan has three satellites:
1- Azerspace-1, which covered Europe, Africa, the Middle East, Central Asia and the Caucasus, its purpose is to broadcast radio and television.
2- Azerspace-2, launched in 2018 and it is for radio and television broadcast too. | aerospace |
http://eticommunity.com/3673-2/ | 2019-09-16T00:09:26 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514572439.21/warc/CC-MAIN-20190915235555-20190916021555-00399.warc.gz | 0.958979 | 209 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__172853185 | en | The “heart” of ETI is the training facility which is conveniently located 32 miles southwest of Ft Bragg, NC in Red Springs, NC, and close to many first responder headquarters in eastern North Carolina. We have a one of a kind indoor and outdoor facility consisting of 156,000 square feet of indoor space and over 43 acres of wooded training areas with two surveyed drop zones (DZ).
We are able to replicate a subterranean environment (SubT) as well as simulate multdomain operations.
Our airspace is Class G with unrestricted flying and night flying waivers and ETI can schedule with little to no notice from our customers (USASOC COA pending). Furthermore, our flying space includes 1300 meters of unobserved straight-line flight distance.
1.5 mile ATV/HMMWV off road course
75 yard flat range
Counter UAS/EW range
In addition, ETI has land use agreements with local business owners for use of their property as objectives for tactical training. | aerospace |
https://freenews-en.tk/2016/02/08/the-deputy-head-of-the-russian-foreign-ministry-moscow-is-concerned-about-the-prospect-of-the-impact-of-weapons-in-space/ | 2023-03-28T02:07:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948756.99/warc/CC-MAIN-20230328011555-20230328041555-00636.warc.gz | 0.96246 | 270 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__49535779 | en | MOSCOW, 8 February. In Russia concerned about the increasingly real prospect of the emergence of shock weapons in space. About it in interview was declared by the Deputy Minister of foreign Affairs of Russia Sergey Ryabkov.
The Russian foreign Ministry: the US is trying to block efforts to prevent an arms race in space
“Very concerned about the increasingly real prospect of strike weapons in outer space, he stressed. Is not the same as the militarization of space, would like to hold a certain line. The military use of outer space has been practiced by many countries for a very long time in the field of intelligence, communications, track what is happening in different regions of the world.”
“We are talking about the inadmissibility of occurrence in space strike weapons, i.e. tools that could be used to attack space objects of other countries or to launch attacks from space against targets on the ground – continued Ryabkov. Technology is developing, and this possibility is becoming more real. Before it is too late, you need to create a barrier. In conditions when there is no such limitation is extremely difficult to talk about further reduction of nuclear weapons, they have played a Central role from the point of view of deterrence of any potential aggressor”.
Full text interview on the website | aerospace |
https://bbcglobal.net/latest-news/hubble-detects-iron-and-iron-oxide-on-asteroid-psyche/ | 2021-02-28T12:39:14 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178360853.31/warc/CC-MAIN-20210228115201-20210228145201-00423.warc.gz | 0.941575 | 761 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__199277045 | en | Astronomers using the Space Telescope Imaging Spectrograph on the NASA/ESA Hubble Space Telescope have observed the main-belt asteroid (16) Psyche, the target object of NASA’s Discovery Mission Psyche, at ultraviolet (UV) wavelengths and found that the UV spectrum of the asteroid is best matched with the reflectance spectrum of pure iron; however, small grains of iron may dominate the spectrum even if this metal only comprises up to 10% of the material on the surface.
An artist’s concept of the asteroid Psyche, which lies in the main asteroid belt between Mars and Jupiter. Image credit: NASA / JPL-Caltech / ASU.
Psyche, a metal asteroid about 226 km (140 miles) in diameter, is one of the most intriguing targets in the main asteroid belt.
This asteroid orbits the Sun between the orbits of Mars and Jupiter at a distance ranging from 378 to 497 million km (235-309 million miles) from the Sun.
The object takes about five Earth years to complete one orbit of the Sun, but only a bit over four hours to rotate once on its axis.
Unlike most other asteroids that are rocky or icy bodies, planetary scientists think Psyche is comprised mostly of metallic iron and nickel similar to Earth’s core.
They wonder whether this asteroid could be the nickel-iron heart, or exposed core, of an early planet maybe as large as Mars that lost its rocky outer layers through violent collisions billions of years ago.
If so, it would provide a unique look into the Solar System’s distant past, when the kind of high-speed protoplanet encounters that created Earth and the other terrestrial planets were common.
“We’ve seen meteorites that are mostly metal, but Psyche could be unique in that it might be an asteroid that is totally made of iron and nickel,” said Dr. Tracy Becker, a planetary scientist at the Southwest Research Institute.
“Earth has a metal core, a mantle and crust. It’s possible that as a Psyche protoplanet was forming, it was struck by another object in our Solar System and lost its mantle and crust.”
Orientation of Psyche at the time of the two Hubble observations. Image credit: Becker et al., doi: 10.3847/PSJ/abb67e.
Dr. Becker and her colleagues from the United States and Sweden observed Psyche at two specific points in its rotation to view both sides of the asteroid completely and delineate as much as possible from observing the surface at UV wavelengths.
“We were able to identify for the first time on any asteroid what we think are iron oxide ultraviolet absorption bands,” Dr. Becker said.
“This is an indication that oxidation is happening on the asteroid, which could be a result of the solar wind hitting the surface.”
The researchers also observed that the asteroid’s surface could be mostly iron, but they noted that the presence of even a small amount of iron could dominate UV observations.
However, while observing Psyche, the asteroid appeared increasingly reflective at deeper UV wavelengths.
“This is something that we need to study further,” Dr. Becker said.
“This could be indicative of it being exposed in space for so long. This type of UV brightening is often attributed to space weathering.”
The results were published in the Planetary Science Journal.
Tracy M. Becker et al. 2020. HST UV Observations of Asteroid (16) Psyche. Planet. Sci. J 1, 53; doi: 10.3847/PSJ/abb67e | aerospace |
https://foxexclusive.com/19791/united-airlines-flight-safely-lands-after-dramatic-engine-failure-caught-on-camera/ | 2023-06-02T00:50:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648245.63/warc/CC-MAIN-20230602003804-20230602033804-00710.warc.gz | 0.95555 | 298 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__90727328 | en | A United Airlines flight experienced a dramatic-looking engine failure just after takeoff from Denver International Airport on Saturday afternoon.UA328, originally headed to Honolulu, quickly circled back to the airport and made a safe landing after the pilots calmly made a “mayday” call to air traffic control. There were no injuries among the 231 passengers and 10 airline staff on board, according to the FAA.
Since 2021, the incident was thoroughly captured with both photos and video. Passengers shared a video of what looks to be a significant right engine failure, with visible damage, flames, and trailing smoke in the United Airlines flight.
Photographer Hayden Smith snapped a series of images of the Boeing 777-200 plane that offers a closer look at the damaged engine from the ground and posted them to Dropbox not long after the plane safely landed.
Local authorities are investigating and say that so far there have been no injuries related to the shed debris. The plane’s engine cowling is visible in some of the images shared across social media. Nearby residents are being asked to check their property for any pieces of the engine.
As is usual in these circumstances, the FAA and NTSB will investigate what went wrong with UA328’s engine. But the incident is another reminder of just how resilient airplanes are designed to be and now anytime there’s an incident of this magnitude in modern times, it’s going to be captured extensively from nearly every angle within minutes. | aerospace |
https://www.bestaviation.net/college/spain/ | 2017-02-19T23:24:31 | s3://commoncrawl/crawl-data/CC-MAIN-2017-09/segments/1487501170286.6/warc/CC-MAIN-20170219104610-00394-ip-10-171-10-108.ec2.internal.warc.gz | 0.908478 | 287 | CC-MAIN-2017-09 | webtext-fineweb__CC-MAIN-2017-09__0__117868546 | en | More Schools in Spain
Phoenix Helicopters Spain
Helicopter training School based in Spain. Requena Valencia. Phoenix Have been established 10 years and are one of the UK main helicopter training schools now with a Spanish Base
Adventia - European Aviation College
Adventia operates at Salamanca Aerodrome like a main base, one of the most complete in Spain: it has ILS, VOR/DME, TACAN and 3 NDBs, which allows the student to...
Aerolink Air Services S.L.
Aerolink Air services is the most outstanding flight school in the north of Spain and Barcelona, with two bases located at Bilbao International Airport and Saba...
What Students Are Saying
HAZIM SALAMA wrote a review for Diamond Wings Aviation
I complete my First Officer training with Diamond Wings Aviation , Type rating i get in Desert Rose Aviation Dubai , Base Training in Tunisia , my 300 hours lin...
Anastasios Kont. wrote a review for ZITA Aviation Training
Very professional and firendly staff. Instructor with experience and well transfer of knowledge
Anargyros B. wrote a review for ZITA Aviation Training
As B1 engineer trainee on aircraft A320 to A330 training differences i am very satisfied for the way of training and the material i got from Zita Aviation EL.14... | aerospace |
https://english.alarabiya.net/News/gulf/2022/02/21/UAE-extends-decision-to-stop-all-private-drone-activities-light-sports-aircrafts | 2022-08-19T01:28:18 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573540.20/warc/CC-MAIN-20220819005802-20220819035802-00040.warc.gz | 0.949447 | 404 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__95772512 | en | The UAE’s Ministry of Interior announced extending its decision to stop all flying operations by owners, practitioners and enthusiasts of drones, including light sports aircrafts, until further notice, state news agency (WAM) reported on Monday.
The ministry said the decision was made in coordination with the General Authority for Civil Aviation, adding that regulations which pertain to the use of drones in the UAE and allowable flying zones are currently being reviewed and amended.
It also said that entities and companies which have work contracts or commercial projects that rely on using drones must communicate with General Authority for Civil Aviation to attain the necessary exemptions and permits to carry out their work, adding that disregard of its guidelines will be subject to legal liabilities.
For the latest headlines, follow our Google News channel online or via the app.
The decision to stop all private drone activities went into effect on January 22. The ministry had cited the recent misuse, not limiting “the practice of these sports to the areas identified in the user permits and trespassing into areas where these types of activities are prohibited.”
UAE warns of drone threat as it opens defense conference
Hezbollah says ‘untouched’ drone flew over Israel for 40 minutes: Statement
Jet suit inventor flies in to open Dubai’s Museum of the Future
UAE warns of drone threat as it opens defense conferenceThe United Arab Emirates warned Sunday of the rising threat of drone attacks, such as those launched against it by Yemen’s Iran-backed Houthi militia, ... Gulf
Hezbollah says ‘untouched’ drone flew over Israel for 40 minutes: StatementIsraeli army failed to intercept drone despite scrambling Iron Dome, fighter jets Middle East
Jet suit inventor flies in to open Dubai’s Museum of the FutureThe inventor of the Jetsuit, Richard Browning, has wowed the crowds in Dubai, flying in to highlight the opening on Tuesday of the Museum of the ... Gulf | aerospace |
https://www.historyforsale.com/colonel-c-gordon-fullerton-autographed-inscribed-photograph/dc303564/31 | 2022-10-01T15:27:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336674.94/warc/CC-MAIN-20221001132802-20221001162802-00581.warc.gz | 0.903401 | 385 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__224494668 | en | COLONEL C. GORDON FULLERTON - AUTOGRAPHED INSCRIBED PHOTOGRAPH - HFSID 303564
Sale Price $216.00
CHARLES GORDON FULLERTON
Official NASA publicity photograph of the astronaut shown in a spacesuit
Inscribed Photograph signed: "To Henry Slapinski,/with best wishes -/Gordon Fullerton". Color, 8x10 overall, image 7½x9½ (one surface). Charles Gordon Fullerton (1936-2013) was a research pilot at NASA's Dryden Flight Research Facility at Edwards AFB, California, piloting B-52 launch aircraft, Boeing 747 Shuttle Carrier Aircraft and other multi-engine and high performance aircraft. A NASA astronaut from September 1969-November 1986, Fullerton logged 380 hours in space. He piloted the STS-3 space shuttle Columbia on its eight-day test mission (March 22-30, 1982) and was Commander of the STS-51F Spacelab 2 mission (launched from Kennedy Space Center on July 29, 1985 and landing at Dryden on August 6, 1985) in addition to serving on the support crew of Apollo 14, 15, 16 and 17. In 1977, Fullerton piloted the Space Shuttle Enterprise prototype for the Approach and Landing Test Program at Dryden. Fine condition.
Following offer submission users will be contacted at their account email address within 48 hours. Our response will be to accept your offer, decline your offer or send you a final counteroffer. All offers can be viewed from within the "Document Offers" area of your HistoryForSale account. Please review the Make Offer Terms prior to making an offer.
If you have not received an offer acceptance or counter-offer email within 24-hours please check your spam/junk email folder. | aerospace |
https://interestingengineering.com/innovation/chinas-new-hypersonic-aircraft-is-based-on-a-rejected-nasa-design | 2023-03-27T03:05:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296946637.95/warc/CC-MAIN-20230327025922-20230327055922-00391.warc.gz | 0.964661 | 742 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__142351295 | en | China's New Hypersonic Aircraft Is Based on a Rejected NASA Design
A team of researchers in China has built and tested a prototype hypersonic flight engine that is allegedly based on a design that was scrapped by NASA over 20 years ago, according to a report from the South China Morning Post (SCMP).
The prototype itself might not lead to a production version of hypersonic aircraft. Still, in a paper in the Journal of Propulsion Technology, the team behind the machine said "understanding its work mechanism can provide important guidance to hypersonic plane and engine development."
NASA's scrapped X-47C program is revived
The original design was proposed by Ming Han Tang, a former chief engineer of NASA's hypersonic program in the late 1990s. Tang's Two-Stage Vehicle (TSV) X-plane design was at the center of the Boeing Manta X-47C program, as per the SCMP report. However, before the program could verify the viability of the design, it was terminated by the U.S. government due to its high costs as well as a series of technical issues.
Unlike the majority of hypersonic aircraft proposals, which feature an engine on the underside, the TSV X-plane design by Tang has two separate engines on each side. At lower speeds, the engines work as normal turbine jet engines. With no moving parts, the configuration then allows the aircraft to quickly switch to high-speed mode to accelerate to more than five times the speed of sound.
Now, Professor Tan Huijun and colleagues at the Nanjing University of Aeronautics and Astronautics in Jiangsu, China, have constructed a prototype based on Tang's original specifications. They were able to do this due to the fact that the blueprints for the Boeing Manta X-47C program were declassified in 2011. Huijun and his team tested the prototype in a wind tunnel that allows testing in conditions resembling flight at Mach 4 to Mach 8. The tests revealed that Tang's proposed engine design works in these conditions, meaning they should be able to conduct further tests and build new iterations of their prototype.
The race to go hypersonic
The U.S. and China are in the midst of a space and aviation race. According to the SCMP article, a number of high-profile Chinese scientists quit NASA and other government engineering firms in the U.S. in the late 90s due to strained relations between the two countries. This reportedly coincided with the start of China's hypersonic weapons program in the early 2000s.
China's space agency recently announced that it is building a fission reactor for the Moon that will reportedly be 100 times more powerful than one in development by NASA. China's government also announced earlier this year that it will collaborate with Russia on a lunar space station, which will directly rival NASA's lunar Gateway program. In October, China also launched a hypersonic missile with "an advanced space capability" that took U.S. officials by surprise.
In July, meanwhile, the U.S. Air Force granted a hypersonic aircraft startup called Hermeus a $60 million contract to develop a prototype aircraft within three years that could travel at speeds of Mach 5 using only one engine. The race to go hypersonic is in full force.
Editor's note: We have reached out to NASA to confirm some of the details in the original report. We will update the article if and when we hear back.
Building from the ground-up is so last millennium; now meet a new way of raising large structures called LIFTbuild. | aerospace |
https://mynation.net/laws/bare-acts/airforce/afa-s11.htm | 2021-09-19T13:34:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056890.28/warc/CC-MAIN-20210919125659-20210919155659-00283.warc.gz | 0.925153 | 74 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__51194233 | en | Air Force Act,1950
11. Ineligibility of aliens for enrolment.
No person who is not a citizen of India shall, except with the consent of the Central Government signified in writing, be enrolled in the Air Force:
Provided that nothing contained in this section shall bar the enrolment of the subjects of Nepal in the Air Force. | aerospace |
https://ultimatejet.com/amac-welcomed-airbus-a319-aircraft-headquarters-basel-switzerland-heavy-base-maintenance-check-ka-band-installation/ | 2023-05-29T09:25:49 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644817.32/warc/CC-MAIN-20230529074001-20230529104001-00150.warc.gz | 0.92055 | 134 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__255110110 | en | A 6- years inspection will be carried out by AMAC Aerospace in conjunction with the installation of a KA band system. The Supplemental Type Certificate (STC) will be developed in-house by AMAC’s engineering department and is expected to be made available to the market to all ACJ operators by mid of March, 2018.
Bombardier introduces its show-stopping Premier Cabin for Global 5000 and Global 6000 aircraft to the U.S. market at NBAA BACE
19 October 2017
Royal Flying Doctor Service South Eastern Section modernizes fleet with new Beechcraft King Air 350 turboprops
21 February 2018 | aerospace |
https://time.news/chinese-space-truck-docked-with-the-base-module-of-the-orbital-station/ | 2024-02-29T08:00:45 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474795.48/warc/CC-MAIN-20240229071243-20240229101243-00432.warc.gz | 0.907651 | 125 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__38647502 | en | China’s Tianzhou-2 cargo spacecraft successfully docked with the base module of the orbital station, Xinhua news agency reported.
The Changzheng-7 launch vehicle was launched at 20:55 local time from the Wenchang cosmodrome on Hainan Island. The Tianzhou-2 spacecraft separated, and then went into a predetermined orbit.
The truck will deliver 1.95 tons of fuel and 4.69 tons of other cargo into orbit.
Tianzhou-2 is a Chinese unmanned cargo spacecraft. Tianzhou-1 was first sent into orbit on April 20, 2017. | aerospace |
http://www.freerepublic.com/focus/f-news/1554985/posts?page=6 | 2018-04-19T22:24:12 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125937045.30/warc/CC-MAIN-20180419204415-20180419224415-00258.warc.gz | 0.950505 | 1,692 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__150203765 | en | Skip to comments.New Heavy Lift Helicopter Starts Development
Posted on 01/09/2006 4:48:45 PM PST by SandRat
NAVAIR PATUXENT RIVER, Md., Jan. 9, 2006 A new heavy lift helicopter is now officially in the pipeline for the Marine Corps following a Dec. 22, 2005 decision by the Honorable. Kenneth R. Krieg, under secretary of defense for Acquisition, Technology and Logistics to authorize the Heavy Lift Replacement program here to begin a $4.4 billion development program for the aircraft.
A "Cost Plus Award Fee" contract for the System Development and Demonstration phase, estimated to be approximately $2.9 billion, is expected to be signed with Sikorsky in March 2006.
An Initial System Development and Demonstration contract worth $8.8 million to Sikorsky was signed January 3. A follow-on ISDD contract is expected in several weeks. An exact figure for that contract is not yet known.
The ISDD contracts cover continuing risk reduction efforts and sub-system selection (including cockpit, engines, fuselage, etc), while the SDD contract covers most aspects of research, design, test and evaluation efforts performed by Sikorsky for the new helicopter.
Fleet Marines should start receiving the first of 156 new marinized heavy lifters, to be called the CH-53K, in 2015. Which is none too soon for the program manager, Col. Paul Croisetiere.
Or the Marine Corps, which has been relying heavily on the aging CH-53E Super Stallion in the increasingly relevant heavy lift mission.
Since the first Gulf War, Marine Corps vertical heavy lift has been getting further and further away from the original requirement it was developed to meet, a behind the lines logistics support aircraft, Croisetiere explained.
From the Scott OGrady rescue mission in the Balkans to delivering critically needed combat support in Afghanistan, Iraq and the Horn of Africa, were wearing out the aircraft because it has been in incredibly high demand since the mid 90s. The CH-53E has proven to be extraordinarily relevant to the execution of our national security strategy, Navy and Marine Corps warfighting concepts and the associated need for capable heavy lift, he said.
Because the current aircraft has performed such yeoman service outside of the spotlight, it hasnt been given the attention squeakier wheels in the Defense Department arsenal have over the years.
We currently have an under-resourced fleet, Croisetiere said. In the 25 years it has been in service we have not had the investment necessary to effectively address obsolescence, reliability and maintainability issues. We also have a significant fatigue life issue looming. A Service Life Assessment Program conducted on the CH-53E determined that the service life is 6,120 flight hours based on the aircrafts transition bulkhead section (location of the tailbooms fold point). Based on our current and predicted usage rates, we anticipate the current fleet will start reaching this fatigue life limit in FY11 at a rate of up to 15 aircraft per year. Not only is this an expensive fix but it will require significantly increased management attention to ensure we have sufficient numbers of aircraft available to meet our operational commitments."
We have to start now if were going to have new CH-53Ks on the flight line ready for tasking when we start parking the Echoes, Croisetiere stated.
Marinized rotary wing heavy lift is a very necessary capability that demands a very capable platform to accomplish, explained Lt.Col. Stewart Gold, the heavy lift programs deputy for logistics support.
The ability to deliver very heavy loads in extreme/austere conditions in support of Marine infantry, including combat, anywhere in the world comes at a price. On average, it costs approximately $15,000 and requires 44.1 maintenance man-hours for each flight hour, Gold said.
Technologies under consideration in the CH-53K, which is being developed as a new-build derivative of the CH-53E, will include a Joint Interoperable glass cockpit; high-efficiency rotor blades with anhedral tips; low-maintenance elastomeric rotorhead; upgraded engine system; cargo rail locking system; external cargo improvements; and survivability enhancements.
Marine Corps acquisition officials also weighed the option of participating with the Armys Joint Heavy Lift program.
The Armys proposed heavy lift requirement to transport the Future Combat System greatly exceeds our requirement, Croisetiere said. The actual aircraft hasnt been designed yet, but initial analysis suggests the joint heavy lifter will be too large to operate from current and programmed amphibious shipping. We may have a use for it, but in more of a logistical role as a possible KC-130J replacement we still need the CH-53K for tactical heavy lift.
Joint Heavy Lifters may not be available any sooner than 2025, according to Croisetiere more than 10 years after the Marine Corps will start parking its current fleet.
We cant wait for the Joint Heavy Lifter, he added. And even if we could, we still couldnt use it because as currently envisioned, its too big to operate from our amphibious ships. It will be an incredible platform, but it wont be a sea-based vertical lifter.
With more than twice the combat radius of the CH-53E, the CH-53K uses mature technology to deliver a fully shipboard compatible platform to meet current and future Marine Corps requirements, he explains. The CH-53E doesnt even meet the heavy lift requirements that are considered necessary to meet the anticipated threats in 2015. The CH-53K is being designed to carry a cargo load of 27000 pounds out to a distance of 110 nautical miles, to an altitude of 3000 feet at an ambient temperature of 91.5 degrees F. One of the more appealing capabilities of the CH-53K will be its performance in mountainous areas in hot day conditions. If we had it today it would be the perfect aircraft for combat operations in Afghanistan and relief operations in Pakistan.
Heavy lift program Marines expect to sign a Cost Plus Award Fee contract, worth an estimated $2.9 billion, with Sikorsky for the System Development and Demonstration Phase of the CH-53Ks development within the next few months, according to Croisetiere.
The first CH-53K, a flight test aircraft, is scheduled to make its first flight in FY11. Initial operating capability, or IOC, is scheduled in FY15 and is defined as a detachment of four aircraft, with combat ready crews, logistically prepared to deploy.
Yeah!!!! New Choppers to come down the line.
The Marine Corps' CH-53E has the highest operational support cost of any aircraft in the fleet.
Wouldn't you like to get $2.9 Billion worth of business guaranteed plus a sizable award fee on top of it. One would think the taxpayers (and our service men) would be better served by competitively procuring these helicopters based on performance and price.
The number of bidders, in general, is very limited, sometimes only one.
Compliance and oversight on a Government contract is, in a word, unbelievable ( even for members of this board).
I worked for a major tire manufacturer in the 80's that was involved in the production of tank tracks. Sounds funny , but in those days tank tracks had rubber inserts to minimize civilian road damage. I asuume that's still the case today.
We had approx. 15 government compliance inspectors on site, who litteraly would bring pillows to work so they could sleep during the work day.
This was fine by us, because when they were sleeping they weren't screwing us up.
Later on in my career, I was barred from negotiating government contracts for the company, simply due to the cost of compliance and, of course, the possibility of litigation.
The "System" sucked then, and I assume it still does.
Disclaimer: Opinions posted on Free Republic are those of the individual posters and do not necessarily represent the opinion of Free Republic or its management. All materials posted herein are protected by copyright law and the exemption for fair use of copyrighted works. | aerospace |
http://wikien4.appspot.com/wiki/Continental_Air_Forces | 2019-07-22T04:19:53 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195527474.85/warc/CC-MAIN-20190722030952-20190722052952-00079.warc.gz | 0.865583 | 3,112 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__193036370 | en | Continentaw Air Forces
- For de current active command, see Air Force Gwobaw Strike Command
Continentaw Air Forces (CAF) was a United States Army Air Forces major command at de end of Worwd War II and during de earwy Cowd War for combat training of bomber and fighter personnew and for Continentaw United States (CONUS) air defense after de Aircraft Warning Corps and Ground Observer Corps were pwaced in standby during 1944. CAF conducted pwanning for de postwar United States generaw surveiwwance radar stations, and de pwanning to reorganize to a separate USAF was for CAF to become de USAF Air Defense Command (ADC was headqwartered at CAF's Mitchew Fiewd instead of de CAF HQ at Bowwing Fiewd.) On 21 March 1946, CAF headqwarters personnew and faciwities at Bowwing Fiewd, awong wif 1 of de 4 CAF Air Forces (2nd—which had its HQ inactivated on 30 March) became Strategic Air Command. US Strategic Air Forces of WWII, e.g., Eighf Air Force and Fifteenf Air Force, transferred water to SAC. Most of de CAF airfiewds dat had not been distributed to oder commands when SAC activated were subseqwentwy transferred to Air Defense Command (to which CAF's 1st & 4f Air Forces were assigned on 21 March), Tacticaw Air Command (3rd Air Force), and Air Materiew Command from 23 March 1946 to 16 March 1947 before de USAF was activated in September 1947.
CONUS Worwd War II air defense was initiawwy under de command of four Air Districts--NE, NW, SE, & SW estabwished on 16 January 1941 before de Pearw Harbor attack. The four air defense districts awso handwed United States Army Air Forces "participation wif Army Ground Forces in combat training maneuvers" and "organization and training of bomber, fighter and oder units and crews for assignments overseas" after individuaw crewmember training by de Western and Eastern Technicaw Training Commands. The air defense districts were redesignated on 26 March 1941 as de 1st Air Force, 2nd Air Force, 3rd Air Force, & 4f Air Force (de Technicaw Training Command was estabwished on de same date and had simiwarwy numbered CONUS training districts in 1942-- First "(wif headqwarters at Raweigh, N. C.)," Second (St. Louis), Third (Tuwsa), & Fourf (Denver)—for aircraft mechanics, inspectors, etc.) A pwan "for devewoping Andrews Fiewd as de headqwarters of de Continentaw Air Forces" for September 1944 was enacted.:164 (CAF HQ eventuawwy transferred from Andrews to Bowwing Fiewd).
CAF was "activated 12 December 1944" at Andrews Fiewd wif "Brigadier Generaw Eugene H. Beebe in command" and de "4 continentaw air forces" as components (1st Air Force drough 4f Air Force) which consowidated de CONUS air defense mission under 1 command. In August 1945 CAF was assigned de AAF Radar Bomb Scoring mission for bomber training/evawuation when Mitchew Fiewd's 63rd Army Air Force Base Unit transferred to CAF. CAF's air defense mission was documented "in AAF Reguwation 20-1, dated 15 September 1945."
- Post-war radar network pwanning
- After a June 1945 meeting wif AAF headqwarters about air defense, CAF recommended "research and devewopment be undertaken on radar and awwied eqwipment for an air defense system [for] de future dreat", e.g., a "radar [wif] range of 1,000 miwes, [to detect] at an awtitude of 200 miwes, and at a speed of 1,000 miwes per hour"; but de Hq AAF Director of Operations responded dat "untiw de kind of defense needed to counter future attacks couwd be determined, AC&W pwanning wouwd have to be restricted to de use of avaiwabwe radar sets". CAF's January 1946 Radar Defense Report for Continentaw United States recommended de miwitary characteristics of a post-war Air Defense System "based upon such advanced eqwipment," and de Pwans organization of HQ AAF reminded "de command dat radar defense pwanning had to be based on de avaiwabwe eqwipment." (At "de Watson Laboratories in New Jersey", AMC's Ewectronics Subdivision hewd a "Manufacturers Conference" on 26–28 June 1946 for pwanning de "Improved Search Radar")
Pwanning to reorganize for a separate USAF had begun by faww 1945 Simpson Board to pwan "de reorganization of de Army and de Air Force". In January 1946 "Generaws Eisenhower and Spaatz agreed on an Air Force organization [composed of] de Strategic Air Command, de Air Defense Command, de Tacticaw Air Command, de Air Transport Command and de supporting Air Technicaw Service Command, Air Training Command, de Air University, and de Air Force Center."
The Continentaw Air Forces reorganization began by 31 January 1946 when Abiwene Army Airfiewd was cwosed. On 16 October 1945 CAF's Muroc Fiewd was transferred from CAF to Air Technicaw Service Command. Moody Army Airfiewd transferred to AAF Training Command on 1 November 1945. CAF's Bowwing Fiewd was assigned controw of Andrews Fiewd on 3 January 1946 and awso Richmond Army Air Base on 2 February 1946.
Tyndaww Fiewd transferred qwickwy to Continentaw Air Forces on 28 Feb 46, den TAC, and de Air University (15 May 1946). CAF had 13 bombardment groups transferred to its numbered air forces just before it was disestabwished, e.g., 40f,[faiwed verification] 44f (2 AF), de 93rd, 444f, 448f (became 92nd), 449f, 467f (effectivewy became 301st), 485f, and 498f (became 307f). There was awso de 58f Bombardment Wing, Very Heavy;[verification needed] and awso active was de 73rd Bombardment Wing, Very Heavy.
Interceptor and radar network pwans at CAF HQ were passed on to ADC. CAF instawwations reassigned on 21 March 1946 incwuded Grandview transferred to de Army Division Engineers, Mitchew Fiewd to ADC, and bof Tyndaww Fiewd and Army Air Base, Knob Knoster, to TAC. Despite de HQ transfer to SAC on 21 March, numerous CAF airfiewds transferred to TAC, ADC, and AMC from 23 March 1946 to 16 March 1947:
- Bergstrom Fiewd & Brooks Fiewd (transferred to TAC on 23 March 1946)
- Myrtwe Beach AAF (to ADC on 27 March 1946)
- Shaw Army Airfiewd (ADC on 1 Apriw 1946)
- Bwydeviwwe AAF, Dover AAF, March Fiewd, McChord Fiewd, & Pope Fiewd (TAC, 1 Apriw 1946)
- Kirtwand Army Air Fiewd (Air Materiew Command, 1 December 1946)
- Bowwing Fiewd (Bowwing Fiewd Command, 16 December 1946)
- Awamogordo AAF (AMC, 16 March 1947)
- Seymour Johnson Fiewd (cwosed 23 August 1947)
- History of Strategic Air Command: Chapter III Operations and Training (partiaw transcript at AwternateWars.com) (Report). Historicaw Study No. 61. Historicaw Division, SAC Office of Information. Retrieved 2013-09-27.
Continentaw Air Forces had executed...aww Army Air Forces' responsibiwities in de Zone of de Interior, incwuding de redepwoyment of air power from de European to de Pacific Theater, de air defense of de United States, joint air-ground training, and de formation and command of a Continentaw Strategic Reserve on compwetion of redepwoyment. During de wast four monds of 1945 de Continentaw Air Forces had awso been responsibwe for de demobiwization of Army Air Forces personnew stationed in de Zone of de Interior.Dated 21 March tbd--decwassified 11 October 1991.
- Muewwer, Robert (1989). Air Force Bases (PDF) (Report). Vowume I: Active Air Force Bases Widin de United States of America on 17 September 1982. Office of Air Force History. p. 600. ISBN 0-912799-53-6. Retrieved 2013-08-15.
- Arnowd, Henry H.—Foreword (June 1944--Speciaw Edition for AAF Organizations) [May 1944]. AAF: The Officiaw Guide to de Army Air Forces. New York: Pocket Books. pp. 13–15. Check date vawues in:
- Futreww, Robert F. (Juwy 1947). Devewopment of AAF Base Faciwities in de United States: 1939-1945 (Report). ARS-69: US Air Force Historicaw Study No 69 (Copy No. 2). Air Historicaw Office.
- qwotation from Grant p. 1, which cites "wtr, Hq AAF to CG CAF, subj: Directive, 14 Dec 44, in Hist CAF, 15 Dec 44-21 Mar 46, doc 47"
- Grant, Dr C. L. (pubwication date tbd). The Devewopment of Continentaw Air Defense to 1 September 1954 (Report). USAF Historicaw Studies: No. 126 (AU-126-54-RSI). Research Studies Institute (USAF Historicaw Division).
Continentaw Air Forces, activated 12 December 1944, had been assigned de mission of continentaw air defense upon activation ... 26 Juwy - United States Air Force created as co-eqwaw of de Army and Navy.Check date vawues in:
- audor tbd (9 November 1983). Historicaw Summary: Radar Bomb Scoring, 1945–1983 (MobiweRadar.org transcription) (Report). Office of History, 1st Combat Evawuation Group. Retrieved 2013-08-31.
On 24 Juwy 1945, de 206f was redesignated de 63rd AAFBU (RBS) and dree weeks water was moved to Mitcheww Fiewd, New York, and pwaced under de command of de Continentaw Air Force.
- qwotation from Grant, which cites: "Ltr, Hq CAF to CG AAF, subj: Defensive Communications and Ewectronics in de Postwar Period, 21 Juw 45, in Case Hist AC&W System, doc 4."
- qwotation from Grant Ch. V--citation 31 cites "1st Ind (wtr, Hq CAF to CG AAF, subj: Defensive Communications and Ewectronics in de Postwar Period, 21 Juw 45), Hq AAF to CG CAF, 30 Aug 45, in Case Hist AC&W System, doc 4."
- de qwotation from Grant Ch. V used citation 32 to cite a wetter to "Guided Missiwe Br [in de] AC/AS-4 R&E Div" and a Hq CAF wetter: R&R AC/AS-3, Guided Missiwes Div to AC/AS-4 R&E Div, attn: Guided Missiwes Br, subj: Miwitary Characteristics of an Air Defense System, 23 Jan 46, in DRB War Pwans Miscewwaneous Nationaw Defense 1946-47, v2; wtr, Hq CAF to CG AAF, subj: Radar Defense Report for Continentaw United States, 28 Jan 46 in Case Hist AC&W System, doc 9." NOTE: Grant's text & citation indicate de Guided Missiwe Branch was in de HQ AAF Pwans organization (Air Materiew Command had not yet been activated from its predecessors.)
- Grant Ch. V citation 33
- Grant's p. 8 citation 60 (awso used in Ch. V citation 34) cites "AMC “Short Range Air Defense,” Project Description as presented at Ewectronics Subdivision Manufacturers' Conference, 26-28 Jun 46, in Air University Library, Maxweww AFB, M-31353-S no. 4.07."
- Grant Ch. V citation 34 cites "AMC, Improved Search Radar, Project Description as presented at Ewectronics Subdivision Manufacturers' Conference, 26–28 June 1946, in AUL M-31353-S, no 4.02; AMC, Short Range Air Defense, Project Description as presented to Ewectronics Subdivision Manufacturers' Conference, 26–28 June 1946, in AUL M-31353-S, no 4.07.
- Leonard, Barry (2009). History of Strategic Air and Bawwistic Missiwe Defense (PDF). Vow II, 1955-1972. Fort McNair: Center for Miwitary History. p. 47. ISBN 978-1-4379-2131-1.
In November 1945, Generaw Dwight D. Eisenhower became Army Chief of Staff. One of Generaw Eisenhower’s first actions was to appoint a board of officers, headed by Lieutenant Generaw W. H. Simpson, to prepare a definitive pwan for de reorganization of de Army and de Air Force dat couwd be effected widout enabwing wegiswation and wouwd provide for de separation of de Air Force from de Army.
- Grant p. 76 cites "ADS HS-9, Organization and Responsibiwity for Air Defense, March 1946-September 1955"
- A Brief History of Keeswer AFB and de 81st Training Wing (PDF) (Report). A-090203-089. Archived from de originaw (PDF) on 2012-09-04. Retrieved 2013-07-08.
- Moody, Wawton S. (1995). Buiwding a Strategic Air Force. Air Force History and Museums Program. pp. 60, 62. | aerospace |
https://adadaa.news/indian-air-force-strengthens-the-relationship-with-slaf-through-grant-for-new-auditorium-construction/ | 2023-06-09T12:24:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224656675.90/warc/CC-MAIN-20230609100535-20230609130535-00356.warc.gz | 0.956 | 324 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__216183017 | en | The Sri Lanka Air Force Academy in China Bay is set to receive a brand new auditorium, courtesy of a grant from the Indian Air Force. The foundation stone for the construction of this new facility was jointly laid on Thursday (4) by Air Chief Marshal Vivek Ram Chaudhari, the Chief of the Air Staff of the Indian Air Force, and Commander of the Sri Lanka Air Force Air Marshal Sudarshana Pathirana.
Located inside the academy next to the gymnasium, the new auditorium is set to accommodate up to 700 people, with 565 seats in the main hall and 135 on the balcony. The construction period is intended to take six months.
The new facilities will be fully air-conditioned and consist of a stage with sound and lighting, a control room, VIP room with washroom, ticketing and information office, dressing rooms for males and females, separate washrooms for males and females, and landscaped premises with parking space.
The new auditorium will benefit all trainees at the Academy, including Student Officers of Junior Command and Staff College, Officer Cadets in the Ground Training Wing and NCOs of Non-Commissioned Officers Management School.
The ceremony, which was attended by a cross-section of officers and airmen representing the Sri Lanka Air Force, as well as other Indian Air Force visiting dignitaries, was a memorable occasion blessed by representatives from multiple religions. President of the Indian Air Force Wives Welfare Association Neeta Chaudhari and Chairperson SLAF Seva Vanitha Unit Charmini Pathirana were also in attendance. | aerospace |
https://honoluluairport.org/flight-wn1690-southwest-airlines-ito-to-hnl/ | 2023-12-02T10:06:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100381.14/warc/CC-MAIN-20231202073445-20231202103445-00328.warc.gz | 0.873954 | 145 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__58203284 | en | Flight WN1690 – Southwest Airlines SWA1690 ITO to HNL Flight Status
Southwest Airlines Flight WN1690 connects Hilo to Honolulu, taking off from Hilo International Airport (ITO) and landing at Honolulu Airport (HNL).
Hilo Hilo International Airport Gate: 4
Departure: November 04, 2023
Landed – Delayed by 3m
Arrival (WN1690 Flight Schedule)
Honolulu Honolulu Airport Terminal: 2 | Gate: E3
Arrival: November 04, 2023
The current flight status of WN 1690 is landed.
The average flight duration from Hilo to Honolulu is 1 hours and 0 minutes. | aerospace |
https://spacefan.org/nasa-supercomputer-simulations-help-improve-aircraft-propulsion-design/ | 2020-11-30T11:44:51 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141213431.41/warc/CC-MAIN-20201130100208-20201130130208-00241.warc.gz | 0.896432 | 388 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__182217771 | en | NASA Supercomputer Simulations Help Improve Aircraft Propulsion Design
NASA and aviation industry partners are collaborating on the development of green aviation technologies. One concept studied at NASA’s Ames Research Center, in California’s Silicon Valley, is the contra-rotating open rotor propulsion system, which has two ultra-thin blades spinning in opposite directions on the same shaft, similar to the blades on a giant kitchen blender. These contra-rotating blades rotate around the outside of a turbofan jet engine, like that commonly used in modern airliners. This unique design allows air to flow more efficiently through the turbofan blades to improve flight performance, reduce carbon emissions and decrease blade rotation noise.
For the past year, researchers at the NASA Advanced Supercomputing (NAS) facility at Ames have produced first-of-a kind simulations of sound produced by air – aeroacoustics – to reliably predict noise sources for contra-rotating open rotors. This image was generated from a computer simulation of a contra-rotating, open-rotor design in which red particles are “released” on the upstream blades, blue on the aft blades. Solid colors are released on the blade tips, while faded colors are on the blade trailing edges. The basket-weave pattern shows where particles interact with each other — one of the sources of blade noise.
Using computational fluid dynamics methods and the Pleiades supercomputer, the NAS team verified the simulation accuracy and compared sound pressure level ranges with extensive wind tunnel test data from NASA’s Glenn Research Center and General Electric. Their simulations and results matched closely with the wind tunnel test results for sounds produced by the rotating blades.
The analysis requires a massive amount of computing power and time. Currently, the NAS team is researching ways to speed up the simulation and analysis process and cut down on computing resources needed to design planes that are more Earth-friendly. | aerospace |
https://www.visitmudgeeregion.com.au/local-experiences/be-guided-attractions/balloon-aloft | 2020-09-22T06:37:57 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400204410.37/warc/CC-MAIN-20200922063158-20200922093158-00139.warc.gz | 0.949513 | 131 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__194684084 | en | Mudgee was made for ballooning!
With its rolling hills, surrounding mountains and beautiful valley, conditions are perfectly suited for hot air ballooning. The spectacular Mudgee region is location 3.5 hours north-west of Sydney and 4 hours west of Newcastle and is an ideal weekend getaway location, boasting an abundance of vineyards and cellars doors, accommodation and attractions.
Our Mudgee hot air ballooning adventures begin at sunrise and are generally scheduled regularly each month. Meeting at Parklands Resort on Ulan Road, our balloon flights are approximately one hour in flight duration and are followed by a delicious champagne breakfast after the flight. | aerospace |
https://www.bizjournals.com/wichita/blog/2013/02/ntsb-probably-weeks-away-from.html | 2017-07-25T16:45:17 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549425339.22/warc/CC-MAIN-20170725162520-20170725182520-00375.warc.gz | 0.959188 | 247 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__79265571 | en | The National Transportation Safety Board’s top official said Wednesday that the agency is “probably weeks away” from completing its investigation into the Boeing Co.’s 787 Dreamliner.
NTSB Chairman Deborah Hersman also said the agency will hold a special briefing on Thursday to share its latest findings from the inquiry.
The 787 has been grounded globally for weeks now as investigators in the U.S. and Japan try to determine the cause of separate battery failures in the aircraft.
According to this report from Reuters, Hersman said the briefing will also cover the “special conditions” under which the batteries were certified by the U.S. Federal Aviation Administration in 2007.
Ultimately, it will be the FAA that determines when the aircraft flies again. Boeing earlier this week requested it be allowed test fly the plane to examine operational performance of the batteries, but the FAA has yet to respond to that request.
Boeing (NYSE: BA) has halted deliveries of the 787 since the aircraft was grounded on Jan. 16. The company did, however, confirm this week that production of the aircraft continues as scheduled.
Daniel McCoy covers aviation, manufacturing, automotive and Koch Industries. | aerospace |
https://www.btnews.co.uk/article/4667 | 2020-09-28T07:13:27 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401585213.82/warc/CC-MAIN-20200928041630-20200928071630-00693.warc.gz | 0.9506 | 362 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__182140063 | en | 26 MARCH 2012
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Air New Zealand is expected to become the first customer to take delivery of a Sharklet equipped Airbus A320 by the end of the year. Trials are currently taking place at the Airbus facility in Toulouse using their own development aircraft retrofitted with the kit.
The device cuts down on aerodynamic drag by helping reduce the spiral-shaped vortices that form at the wingtips of aircraft during flight. Their introduction on the A320 is expected to result in at least 3.5% less fuel burn over longer sectors – with an annual CO2 reduction of some 700 tonnes. They also should allow for less thrust to be used during takeoff when runway performance is not “limiting.” In addition to their environmental benefits, Sharklets will provide aerodynamic improvements resulting in multiple performance advantages for operators.
Air New Zealand is the first customer for Sharklets, which are offered as options on new production A320-series aircraft. The A320 will be the first model fitted with the devices, to be followed by other A320 Family members beginning in 2013. Airbus has previously used a less efficient wingtip device and Boeing has fitted what it calls ‘blended winglets’ on the 737 since 2002. www.airbus.com
All comments are filtered to exclude any excesses but the Editor does not have to agree with what is being said. 100 words maximum
No one has commented yet, why don't you start the ball rolling? | aerospace |
https://www.dailystar.co.uk/news/latest-news/522643/plane-terror-safety-cockpit-flight-grounded-man-arrested-China-video | 2017-11-23T11:16:21 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806771.56/warc/CC-MAIN-20171123104442-20171123124442-00016.warc.gz | 0.966186 | 226 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__232206482 | en | The passenger lost it just minutes after take-off, forcing the pilot to turn around.
He reportedly made a dash down the aisle and charged towards the cockpit doors in a violent attempt to enter the restricted area.
But he was quickly stopped by flight attendants who, with the help of other passengers, managed to force the man back into his seat.
A video clip shot by another passenger shows the four men struggle to pin the man down and tie his hands behind his back.
The China Southern Airlines flight was then forced to make an unscheduled landing just 20 minutes after take off in the city of Zhengzhou, capital of Henan Province in Central China.
Airport police escorted the man away.
He is reportedly being detained by police who are now investigating.
It is not the first time a passenger has disrupted a major flight.
Back in May, a woman was caught on camera breaking down on a flight and stripping naked while screaming about safety fears.
And a plane full of British holidaymakers heading home to London had to make an emergency landing after the captain smelt burning in the cockpit. | aerospace |
https://aviapages.com/company/silver-cloud-air-gmbh/ | 2023-09-28T14:00:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510412.43/warc/CC-MAIN-20230928130936-20230928160936-00663.warc.gz | 0.832027 | 175 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__57259772 | en | Silver Cloud Air GmbHcharter operator
Fly your own way
Charter flights for business and private guests with special demands. Rent business and private jets from Silver Cloud Air - your first choice to travel via charter flight for high flexibility, first-class comfort and best safety standards. We are there for you 24 hours a day and will bring you to your desired destination within Europe and North Africa.
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http://www.livedronenews.com/news/279884/autonomous-drone-maker-skydio-shifts-to-military-and-enterprise-with-its-first-folding-drone | 2020-08-03T15:07:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735812.88/warc/CC-MAIN-20200803140840-20200803170840-00400.warc.gz | 0.931217 | 116 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__65450323 | en | Skydio, a startup that makes autonomous drones that fly themselves with little human intervention, is entering the commercial drone market with its new X2 model. The X2 is Skydio’s first non-consumer ...
We bring together the very latest drone news from hundreds of sources across the web! Product releases, reviews
& videos combined with help on finding some of the very best drone deals from stores and online outlets!
Constantly updated through the day - every day -
the site has everything for the beginner right right through to the seasoned drone professional! | aerospace |
https://www.robotics247.com/article/chromalloy_chooses_velo3d_for_3d_printed_aftermarket_3d_printed_parts_for_gas_turbines | 2023-06-07T18:25:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224654012.67/warc/CC-MAIN-20230607175304-20230607205304-00158.warc.gz | 0.921819 | 769 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__2698197 | en | VELO3D today announced that Chromalloy, which supports gas turbine engine manufacturers and operators worldwide, recently selected its VELO3D Sapphire system. Chromalloy will use additive manufacturing for maintenance, repair, and operations (MRO) projects in the aviation and energy markets.
Palm Beach Gardens, Fla.-based Chromalloy develops systems to reduce operating expenses and extend the life of gas turbine engines. The company, a subsidiary of Sequa Corp., is authorized by the U.S. Federal Aviation Administration, the European Union Aviation Safety Agency, and other national aviation authorities. It is also qualified under ISO (International Organization for Standardization) and National Aerospace and Defense Contractors Accreditation Program.
Chromalloy to use AM to extend engine life
Industries are increasingly adopting additive manufacturing (AM) to offset the high costs of low-volume, direct-part replacement for conventionally produced parts when demand and long-term forecasting are uncertain. Chromalloy is installing Sapphire in its manufacturing and repair services environment.
“Chromalloy continues to seek innovative alternatives for our customers to extend the life of their engines and reduce their MRO costs,” stated John Green, vice president of engineering and technology at Chromalloy. “The VELO3D additive manufacturing equipment provides a unique, practical solution for our proprietary LifeX customer solutions.”
VELO3D will qualify Chromalloy’s machine for 3D printing nickel-based superalloys, including HastelloyX, which is known for its strength and durability in high-temperature environments. The company said its patented SupportFree process enables geometric freedom.
The capability to produce practically unlimited geometries eliminates the need to redesign legacy parts in order to produce them with AM, claimed VELO3D. This can reduce the barrier of transitioning legacy parts, historically produced by casting, welding, or brazing, to additive manufacturing, it said.
“For Chromalloy, 3D printed parts must provide inherent value because they are 3D printed,” said Jim Whitton, director of innovation strategy at Chromalloy. “Otherwise, the printing itself is just a novelty. VELO3D’s unique build capability and material density create high value by reducing post-processing requirements.”
VELO3D said all Sapphire laser powder-bed machines come standard with its highly automated, user-friendly Flow pre-print software and Assure quality assurance (QA) and control system.
Partners expect to expand in MRO markets
“As an industry leader in the aviation MRO space, Chromalloy is an excellent partner for us,” said Benny Buller, founder and CEO of VELO3D. “They have the expertise to open up a whole market category of parts. With the flexibility to produce high-value, high mix, low-volume parts, AM allows the supply chain to be scaled to market- and customer-specific requirements.”
“For complex gas turbine combustor components that have limited aftermarket availability or high replacement cost, the Sapphire system will allow Chromalloy to produce hardware on-demand, negating high NPI [new product introduction] tooling costs and lead-times of other methods,” Whitton added.
VELO3D said it brings together integrated software, hardware, and process-control innovation. The Silicon Valley-based company said its offerings can help manufacturers accelerate product innovation, become more agile and responsive to market needs, and reduce costs. VELO3D said it was the first in the industry to introduce SupportFree metal 3D printing, which allows for the manufacture of previously impossible geometries. | aerospace |
http://outlooknewspapers.com/blog/tag/california-daughter/ | 2022-01-27T14:55:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320305266.34/warc/CC-MAIN-20220127133107-20220127163107-00654.warc.gz | 0.978363 | 175 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__29384879 | en | January 17, 1944 – January 10, 2021
Bob Lahey passed away on January 10th, 2021 after a long battle with Alzheimer’s disease.
He was born in Los Angeles, California, and lived most of his life in Pasadena, California. He attended San Rafael Elementary School, McKinley Junior High School, Pasadena High School and Pasadena City College. He then went on to receive his Bachelor of Science degree in Engineering from UCLA and his Master of Science degree in Aerospace Engineering from USC.
Bob worked for Lockheed Corporation in Burbank, California, for 10 years as an aeronautical engineer testing aircraft structures, such as the L1011 airplane and the Space Shuttle. Then, he worked for the MSC Software Corporation in Eagle Rock, California, for another 17 years. At MSC, he was a Software Development Engineer and later a team manager. | aerospace |
https://boingboing.net/2018/10/11/rocket-failure-forces-emergenc.html | 2020-06-06T12:20:40 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348513230.90/warc/CC-MAIN-20200606093706-20200606123706-00455.warc.gz | 0.937681 | 608 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__22486073 | en | NASA astronaut Nick Hague and Russian cosmonaut Alexey Ovchinin were forced to make an emergency landing in Kazakhstan this morning during their attempted trip to the International Space Station. The duo were on board a Russian-built Soyuz rocket, launched from the Baikonur cosmodrome in Kazakhstan when, according to early reports from NASA, the rocket's booster failed minutes after liftoff.
NASA reported in a tweet that the “...Soyuz capsule is returning to Earth via a ballistic descent, which is a sharper angle of landing compared to normal.” A search and rescue team was deployed to pick up the astronaut and cosmonaut from the capsule's landing site, approximately 12 miles east of Dzhezkazgan, Kazakhstan.
Roscosmos, the Russian space agency, will be conducting a formal investigation into what went wrong with their rocket.
RIP Starship SN4 😭https://t.co/klPMtZHxjW pic.twitter.com/hrrElBXmSC — Chris B – NSF (@NASASpaceflight) May 29, 2020 SpaceX’s Starship SN4 prototype launch vehicle just exploded in a huge fireball during a static fire test in Boca Chica, Texas. While the Starship spacecraft is still early in development, the explosion doesn’t feel great leading up to the SpaceX-NASA historic […]
Astronaut David Scott re-created, in 1971 during the Apollo 15 mission, Galileo’s “falling bodies” experiment by dropping a hammer and feather on the moon at the same time. Simply, both fell at the same rate because there was no air resistance. screengrab via Wonders of Physics/YouTube (Digg)
On Tuesday evening, the night before NASA astronaut Bob Behnken was set to launch into orbit about a SpaceX Falcon 9 rocket and Crew Dragon capsule, he launched his own rocket from Florida’s Atlantic Coast.
Even in horrible economic times, a few simple rules hold unshakably true. And one of those rules is that if you possess an in-demand skill, you’ll always find work — and often, at a top market salary, to boot. If you understand Big Data and how to find order from the chaos of massive stockpiles […]
We live in a disposable era. If you can’t fix a broken item with a wrap of duct tape, there’s a very strong likelihood that its next destination is the trashcan. However, that probably leads to a trigger-finger death sentence for many household items that could be saved with just a bit more ingenuity. Before […]
Right tool for the right job. You probably heard a parent or grandparent say it at least once at some point. And it’s true in so many cases. If you spot a small tear in your living room curtains or near to hem a pair of pants, you can always use the good old fashioned […] | aerospace |
https://tv.apple.com/no/show/miles-above/umc.cmc.yakycklijf99ofx1zhmfwpb4 | 2024-02-28T22:46:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474746.1/warc/CC-MAIN-20240228211701-20240229001701-00108.warc.gz | 0.87685 | 280 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__37284520 | en | Miles Daisher and the rest of the Red Bull Air Force suit up at the Flying Crown Ranch to push the limits of human flight, while Kirby Chambliss pierces through a 12-man wingsuit formation.
The Red Bull Air Force plan a daring wingsuit flight over Manhattan, soaring at speeds of up to 193kph and rubbing elbows with skyscrapers before attempting to land on a barge in the Hudson.
Miles Daisher returns home to Twin Falls, Idaho to make history. Jumping from the legendary Perrine Bridge, he's out to set a new record for the most BASE jumps by a living person.
Over the alpine wonderland of Lauterbrunnen, Switzerland, Red Bull Air Force member Mike Swanson leads a tricky XRW (cross-relative work) formation flight of wingsuit flyers and a canopy skydiver.
Andy Farrington and Luke Aikins – cousins and members of the elite Red Bull Air Force – provide an intimate look into the family environment that drives them to push the limits of possibility.
Over a decade ago, Red Bull Air Force members Jon Devore and Miles Daisher teamed up with a group of like-minded adventurers to reinvent skydiving. Now they reflect on that time and on losing friends.
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Apple TV & Privacy | aerospace |
https://www.queerscifi.com/will-there-be-a-space-war-one-day/ | 2024-04-18T01:06:38 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817184.35/warc/CC-MAIN-20240417235906-20240418025906-00407.warc.gz | 0.916885 | 188 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__115463821 | en | Here on Earth, the air, land, and sea are zones of conflict, clashes and combat. There is a growing perception that next up is the ocean of space, transformed into an arena for warfare.
There is ongoing chatter regarding military use of space by various nations. The freshly established U.S. Space Force, for instance, is busily shaping how best to protect U.S. and allied interests in the increasingly contested and congested space domain.
What conditions could lead to clashes in space? Is such a situation a given, or can conflicts be short-circuited ahead of time? Could nations “slip into” off-planet muscle-flexing, quarreling and actual warfighting in space that might spark confrontation here on terra firma?
Space.com contacted several leading military space and security experts, asking for their opinions on the current status of the militarization of space. | aerospace |
https://www.strategypage.com/htmw/htairfo/articles/20040414.aspx | 2023-12-06T21:51:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100603.33/warc/CC-MAIN-20231206194439-20231206224439-00563.warc.gz | 0.951146 | 321 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__58021028 | en | Russia is offering for sale (at about $20 million each), its latest helicopter gunship; the Mi-28N "Night Hunter". This is an all weather, night attack version of the 1980s era Mi-28A, with added FLIR (night vision sensor) and night fighting optics. The basic Mi-28 is a 11.6 ton helicopter that can carry 2.5 tons of rockets and missiles. The aircraft also has a 30mm cannon. The cockpit for the two man crew is armored and the helicopter has missile countermeasures (chaff and flares), GPS, head up display, laser designator and other gadgets. The Mi-28N will be replacing the 1960s era Mi-24 gunship in the Russian armed forces. The air force is buying 300, but the first fifty won't be delivered until 2010.
The Mi-28 has a top speed of 300 kilometers an hour and a one way range of 1,100 kilometers. The Mi-28 has been around in small quantities for two decades, but the Mi-28N is the most advanced model, on a par with the American AH-64 gunship (which is two tons lighter.) The first version of the Mi-28N was shown in 1996. But the Russian aviation industry was in no position to finance an aggressive sales campaign. Now it is. Last year, the Mil helicopter company had $600 million in sales, mostly from exports. Mil has improved quality control and gotten better at export sales. The Russian armed forces have received more money lately, and are beginning to replace older equipment. | aerospace |
http://filmsaboutlove.com/faa-certified/ | 2018-07-21T07:28:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676592420.72/warc/CC-MAIN-20180721071046-20180721091046-00522.warc.gz | 0.96588 | 273 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__149840277 | en | We are excited to announce that we are officially certified by the Federal Aviation Administration to fly drones for commercial purposes! So what does this mean for you? It means your venue and local authorities are more likely to cooperate with our flight operations for your event. Drone operators not flying with a Part 107 certificate may face legal consequences for doing so and are more likely to be interrogated by local citizens, venues and authorities. It also means that we are committed to flying safely. We’ve studied airspace, weather, sectional maps, and protocols for safe flights and have the knowledge necessary to operate safely.
Please note: Some venues are “banning” drones. While they cannot legally prevent a drone from flying over their property, they can prohibit drones from taking off and landing on their property. For this reason, we cannot guarantee that we will be able to fly for your event, though we will do everything we can to make it happen.
If you have questions about our drone operations, please don’t hesitate to let us know! We love talking about it!
News: Beaver Creek and Vail Resorts have recently enacted a no-drone policy. I am currently working with them in a diplomatic effort to get special permission to fly for weddings being held on the mountain or in the villages. I will update this post as needed. | aerospace |
https://www.trigo-group.com/aerospace_industry-42-en.htm | 2017-04-29T03:32:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123270.78/warc/CC-MAIN-20170423031203-00491-ip-10-145-167-34.ec2.internal.warc.gz | 0.911823 | 342 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__63482565 | en | TRIGO Group’s Aerospace Business Line is delivering comprehensive solutions for more than 25 years, as a result of the merger of TRIGO Group and Qualitaire.
Present in all French assembly units and various sites across the world, TRIGO have transparent and responsive solutions for the aerospace industry, including:
- Quality Management
- Quality Inspection in production (manufacturing line, FAL, etc.)
- Incoming/Source/Pre-Shipment Inspection
- Audits (product, process, system)
- Supplier Quality Development
- LAI/APQP/FAI (optionally with FAI management software DISCUS)
- Certification Training, Consultancy, and Support on standard certification (please check our Training section)
- Resident Engineering
- Expert Engineering projects by TreQ (TRIGO Experts for Quality)
- Measurement Services
- Non-Destructive Testing
- Flight Test Quality Support
- FOD Inspection
- Environment, Health & Safety (HSE)
Driven by international response capacity, TRIGO Group’s Aerospace Business line is a real local partner for actors all along the aerospace supply chain, whose success rests on its operational know-how and large-scale experience in the aerospace sector.
In 2015, TRIGO has acquired Global Q, a Quality inspection and management service provider for the Spanish aerospace sector, and entered to the Spanish market, becoming an international partner for Airbus.
Global Q was founded in Sevilla in 2009, providing technical and Quality engineering services to improve and optimize customer capacity and resources – as well as to ensure that customers maintain their focus on their core activities. | aerospace |
https://www.cincinnati.com/article/20130904/BIZ/309040105/GE-wins-2-2B-order-from-Delta | 2015-11-29T08:38:11 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398456975.30/warc/CC-MAIN-20151124205416-00077-ip-10-71-132-137.ec2.internal.warc.gz | 0.938683 | 144 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__64010922 | en | A Delta Air Lines jet parked at Cincinnati/Northern Kentucky International Airport
- Filed Under
Evendale-based GE Aviation will provide engines for 40 new Airbus jets being purchased by Delta Air Lines in two major deals valued together at more than $2.2 billion, the companies announced Wednesday.
Under the first deal, GE Aviation is to provide newly enhanced CF6-80E1 engines to power 10 Airbus A330-300 wide-body aircraft, to be delivered to Delta in 2015.
The airline will be the first North American carrier to fly jets powered by the engines. Over the past decade, they've been been built to improve fuel efficiency, lower operating and maintenance costs and increase aircraft range, ... | aerospace |
http://leicestershire-aviation.co.uk/shepshed-p-47-thunderbolt-42-8001/ | 2024-02-26T20:37:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474663.47/warc/CC-MAIN-20240226194006-20240226224006-00190.warc.gz | 0.965646 | 703 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__139442014 | en | Neil Entwistle and I started working together to research this crash in about 1998. At that time all we knew about this incident was general information that was quite widely known in the area and to enthusiasts in a wider area, which was “Towards the end of the second World War an American P-47 Republic Thunderbolt had crashed near Shepshed in the area of the Blackbrook Reservoir and that the pilot was killed.” It has taken some twenty years of careful research until we are now able to say we have uncovered most of the facts behind this tragic accident.
John Collier November 2018
In memory of Flight Officer Charles E. Burdick USAAF. Killed on 24th October 1944. When his Republic P47D-2RE Thunderbolt 42-8001. Crashed Near Shepshed, Leicestershire England.
This aircraft crashed on Tuesday 24th October 1944 in a field near Blackbrook reservoir Shepshed, Leicestershire, UK.
The aircraft was from Atcham in Shropshire (AAF Station 342), assigned to the 495th Fighter Training Group, 551st Fighter Training Squadron. Built at the Republic Aircraft Corporation’s Farmingdale Plant at Long Island New York, the aircraft was shipped from the US to Great Britain between 15th and 30th June 1943. Originally assigned to the 353rd Fighter Group, 350th Fighter Squadron, based at Metfield in Suffolk (AAF Station F-366), it was used in combat missions providing escort cover for USAAF bombers attacking targets in Western Europe.
During this time the aircraft survived a wheels-up landing (24th Oct 1943) at Metfield, and a serious mid-air collision (03rd Feb 1944) with another P-47 Thunderbolt (42-7940) whilst on a raid to Wilhelmshaven.
After being declared ‘War Weary’ it was transferred to Atcham as a fighter training aircraft. Approximately twelve weeks before the fatal crash in Shepshed, the aircraft had another mid-air collision, 3 miles east of Ludlow, Hertfordshire, clipping a tree with the starboard wing (28th Jul 1944), but managed to land safely back at Atcham.
On 24th October 1944, the aircraft impacted hard in a field near Blackbrook reservoir, Shepshed, Leicestershire, UK, and the pilot was killed instantly through major trauma. The recovery operation was performed by 4MRRS (4th Mobile Reclamation and Repair Squadron). A formal USAAF report for the fatal crash has never been located, despite extensive searches in the War Department-U S Army Air Forces, ‘Aircraft Accident and Incident Reports 1941 Thru 1948’.
The pilot was Flight Officer Charles Edward Burdick (T-125481) from New York, stationed at Atcham with the 495th Fighter Training Group, 551st Fighter Training Squadron. It is assumed that he was on a training flight when the accident occurred. Charles was one of five P-47 pilots to be killed in non-battle air-crashes with the 495th Fighter Training Group in October 1944. His body was temporarily interred at the American Battle Monuments Commission in Cambridge before being repatriated to New York after the war.
Wreckage and debris recovered from the crash site confirm the aircraft to be an early ‘Razorback’, P-47 Thunderbolt. | aerospace |
https://ledetree.com/us-dot-launches-drone-program-for-package-deliveries/ | 2019-05-25T22:13:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232258451.88/warc/CC-MAIN-20190525204936-20190525230936-00263.warc.gz | 0.941643 | 512 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__187169037 | en | The U.S. Department of Transportation last week officially launched a pilot program that will allow states to test new types of drone operations, including package deliveries.
Melanie Zanona | The Hill
President Trump directed the Federal Aviation Administration (FAA) last month to create a pilot program to allow state and local governments to propose expanded drone operations that can include flights over people, nighttime operations and flying beyond the visual line of sight — all of which are currently prohibited.
The effort is intended to accelerate the integration of unmanned aircraft into the national airspace.
“These partnerships will allow local communities to experiment with new technologies like package deliveries, emergency drone inspections, and more, on terms that work for them and in ways that support a unified and safe airspace,” Transportation Secretary Elaine Chao said at the kick-off event at the agency’s headquarters.
Under the three-year program, localities are being encouraged to partner with the private sector to propose a wide range of drone operations, such as allowing package deliveries, and the FAA will determine whether to accept them into the pilot program on a case-by-case basis.
A successful application, according to FAA Administrator Michael Huerta, should have a “well-defined framework” for managing flights and a “strong industry partner.”
After the notice is published in the federal register, applicants will have 20 days to file a notice of intent to the FAA and 57 days to complete their proposals. The agency will have 180 days to enter into an agreement with applicants. The agency will accept a minimum of five communities for the program.
If approved, the FAA will grant the localities a waiver and use testing data from those operations to inform federal policymaking in the future. The agency, however, said it will not be holding off on rulemaking during the the duration program.
“What we learn through testing operational concepts in these communities will be invaluable and give us clarity on rules that ensure safety and continued innovation,” Huerta said.
The FAA issued its first rule permitting small, routine drone flights last year, but the agency still prohibits most commercial drone flights over populated areas, nighttime operations and flying beyond the visual line of sight. The FAA has been considering proposals to lift some of those restrictions.
“We need greater clarity on how state and local governments want to be involved in this process,” Huerta said. “The new Drone Integration Pilot Program … will start providing that clarity.” | aerospace |
https://www.ifmat.org/05/12/iranian-irgc-controlled-airline-frequents-flights-russia-amid-invasion/ | 2022-05-29T00:15:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663021405.92/warc/CC-MAIN-20220528220030-20220529010030-00336.warc.gz | 0.945874 | 544 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__101640110 | en | Iran’s U.S.-sanctioned IRGC-controlled airline Qeshm Fars Air has flown to Moscow at least seven times since mid-April after having made that trip only twice last year, according to the flight tracking service FlightRadar24. The airline’s sudden uptick in cargo flights to Moscow may reflect Iranian efforts to support Russia’s war in Ukraine.
The U.S. Treasury Department sanctioned Qeshm Fars Air in 2019 for being operated by the already sanctioned Iranian IRGC-controller airline Mahan Air and for carrying weapons and fighters to Syria on behalf of Iran’s Islamic Revolutionary Guard Corps (IRGC), which is also under U.S. sanctions. Qeshm Fars Air continues to fly the Tehran-Damascus route on behalf of the IRGC, helping the Guard sustain its military presence in Syria and supply advanced weaponry to Iran’s proxy terrorist group in Lebanon, Hezbollah.
Qeshm Fars Air’s illicit activity likely goes beyond Syria. It has also regularly traveled to Venezuela in the past two years, likely ferrying Iranian weapons and helping Tehran and Caracas evade U.S. sanctions. During the conflict between Ethiopia’s central government and Tigray rebels, Qeshm Fars Air aircraft flew to Addis Ababa at least seven times from June to December 2021, alongside Pouya Air, another U.S.-sanctioned Iranian airline.
Qeshm Fars Air’s flights to Moscow may fit into this pattern. The first recorded flight occurred on April 15, three days after The Guardian reported that Iran had transferred rocket-propelled grenades, anti-tank missiles, multiple-launch rocket systems, and surface-to-air missile systems to Russia by ship through the Caspian Sea.
Qeshm Fars Air could also be helping transport Syrian mercenaries to Russia, especially considering that the airline’s flights to and from Damascus are ongoing. The Pentagon confirmed in early March that Moscow has sought to recruit fighters from Syria to help compensate for Russia’s shortage of manpower in Ukraine. Alternatively, Iran could be assisting Russia in its reported transfer of forces and equipment currently deployed in Syria for use in Ukraine.
While it remains unclear what exactly Qeshm Fars Air is ferrying to Russia, the uptick in flights raises concerns that the IRGC may be assisting Moscow’s war effort in Ukraine, where the Russian military has committed mass atrocities. If proven, this would offer an additional reason not to remove the IRGC from the U.S. list of Foreign Terrorist Organizations.
Source » iranbriefing | aerospace |
http://www.defense.gov/transformation/articles/2006-05/ta052506a.html | 2015-07-31T09:37:20 | s3://commoncrawl/crawl-data/CC-MAIN-2015-32/segments/1438042988065.26/warc/CC-MAIN-20150728002308-00045-ip-10-236-191-2.ec2.internal.warc.gz | 0.921165 | 368 | CC-MAIN-2015-32 | webtext-fineweb__CC-MAIN-2015-32__0__47116093 | en | Their goal is to establish a sensor system that can better assess the structural health of aircraft.
Meanwhile, a team of faculty and graduate students from the College of Liberal Arts and Sciences could receive as much as $2.6 million to develop cost-saving lasers using a new breed of silicon-based semiconductors.
Professor of mechanical and aerospace engineering at the Fulton School, Aditi Chattopadhyay is the Principal Investigator on the aerospace project. Her team plans to improve the accuracy of risk assessment and aircraft life-span estimates.
By doing so, Chattopadhyay hopes to save the Air Force money in the long run by reducing operation and maintenance costs of the current Air Force fleet.
The fusion of science and vision is what makes the Air Force Office of Scientific Research mission so crucial to the future success of the Air Force.
U.S. Air Force Col. Jeff Turcotte, deputy director of Air Force Office of Scientific Research, said the Multidisciplinary University Research Initiative supported aerospace research at Arizone State University compliments the Air Force Office of Scientific Research mission.
“Robust and reliable health monitoring of aircraft concepts are key to reducing future fleet maintenance costs and timelines,” said Turcotte. “We have a long way to go before realizing these benefits, but we believe this team at Arizona State University can start us off on a long stride.”
The laser project team will use some breakthrough silicon materials discovered by a former Arizona State University chemistry graduate student, to continue years of collaboration, and to put several recent discoveries into practice.
Principal Investigator and Arizona State University physics Professor, Jose Menendez believes this funded research will lead to the development of very cost-effective, high-performance infrared lasers with widespread military and commercial applications for sensing and communications. | aerospace |
https://www.earth.com/image/ksc-05pd-2096/ | 2019-12-11T06:35:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540529955.67/warc/CC-MAIN-20191211045724-20191211073724-00399.warc.gz | 0.863616 | 223 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__21743413 | en | Last update: December 10th, 2019 at 8:00 am
Inside the Astrotech Payload Processing Facility on Vandenberg Air Force Base in California, the upper Delta Payload Attach Fitting (UDPAF) at left is fitted with a crane to lift it and mate it with the lower Delta Payload Attach Fitting (LDPAF) at right. The UDPAF will hold the CALIPSO satellite and the LDPAF holds the CloudSat satellite. The two sections will be mated. CALIPSO stands for Cloud-Aerosol Lidar and Infrared Pathfinder Satellite Observation. CALIPSO and CloudSat are highly complementary satellites that will provide never-before-seen 3-D perspectives of how clouds and aerosols form, evolve, and affect weather and climate. CALIPSO and CloudSat will fly in formation with three other satellites in the A-train constellation to enhance understanding of our climate system. Launch of CALIPSO/CloudSat aboard a Boeing Delta II rocket is scheduled for 3:01 a.m. PDT Sept. 29. | aerospace |
http://www.emra-net.eu/download-pdf-aeronautical-information-manualfederal-aviation-regulations-book-by-mcgraw-hill-companies.pdf | 2016-10-25T15:46:55 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988720154.20/warc/CC-MAIN-20161020183840-00554-ip-10-171-6-4.ec2.internal.warc.gz | 0.722339 | 252 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__157684717 | en | McGraw-Hill's AIM/FAR is the reference that pilots, flight instructors, students, a fixed-base operators in general aviation select most often. No other version of the Aeronautical Information Manual/Federal Aviation Regulations measures up to McGraw-Hill's AIM/FAR-not even the government's own! Packed with exclusive time-saving features, this economically priced reference is more thoroughly indexed a easier to use than any other. This updated edition features: a free midyear update to ensure all users stay current with evolving changes; aviation web site addresses; qFlight Forumq excerpts; extensive cross-referencing a much more.... 300 ILS, 7 service volumes, 3-5 distress conditions, 202, 299, 300 ditching procedures, 203-206 diverse vector area, 300 ... 283 air defense identification zone (ADIZ), 544-547 air traffic control emergency ops, 525-526 airborne inspection ofanbsp;...
|Title||:||Aeronautical Information Manual/Federal Aviation Regulations|
|Author||:||Charles F Spence, Tab-Aero Staff, TAB\Aero|
|Publisher||:||McGraw-Hill Companies - 1998| | aerospace |
https://flightsafety.org/fsf-honors-annual-award-recipients-in-paris/ | 2024-04-12T12:40:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296815919.75/warc/CC-MAIN-20240412101354-20240412131354-00782.warc.gz | 0.908969 | 609 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__102342215 | en | Past President Matthews Given Departing Tribute
October 26, 2006, Paris, France — The Flight Safety Foundation (FSF) celebrated the receipients of its 2006 awards for their contribution to the cause of improving global aviation safety at its annual awards ceremony during the 59th annual International Air Safety Seminar in Paris, France.
Stuart Matthews, FSF immediate past president and CEO, presented eight FSF presidential citations to the following: Hans Almér, Saab Aircraft AB (retired); Susan M. Coughlin, FSF Board of Governors; Capt. Alex de Silva, Singapore Airlines; Vladimir Kofman, FSF International; Capt. Dan Maurino, International Civil Aviation Organization; Valery Shelkovnikov, FSF International; James Terpstra, Jeppesen (retired); and Edward Williams, The Metropolitan Aviation Group. William Voss, new FSF president and CEO, recognized the achievements of two individuals: Anatoly Kolisnyk, chairman of Ukraine’s State Aviation Aurthority, and Dmitry Kiva, general designer at the Antonov Design Bureau.
Other awards presented at the ceremony include the Richard Teller Crane Founder’s Award to Embraer; the FSF-Boeing Aviation Safety Lifetime Achievement Award to Minister Yang Yuanyuan, General Adminstration of Civil Aviation of China; FSF Airport Safety Award to Airports Council International; FSF-Airbus Human Factors in Aviation Safety Award to R. Curtis Graeber of Boeing Commercial Airplanes; Admiral Luis de Florez Flight Safety Award to J. Kenneth Higgins, Boeing Commercial Airplanes; the FSF Cecil A. Brownlow Publication Award to Larry Pynn, Vancouver Sun; and the Laura Taber Barbour Air Safety Award to Don Bateman, Honeywell.
A full listing of these honors is available by viewing the Aviation Safety Awards page.
In addition to these awards, Stuart Matthews was recognized for his 13 years of service to the Flight Safety Foundation, as well as his more than 50 years in the aviation business. He was selected as the 2006 recipient of the International Federation of Airworthiness Whittle Award, named for the inventor of the turbo jet engine, and the Aero-Club of France presented him with its Grande Médaille d’Or. The attendees of the ceremony were treated to a video highlighting Mr. Matthews’ life and career in aviation.
Mr. Matthews also received presentations in recognition of his devotion to aviation safety from representatives of the Russian Federation.
Flight Safety Foundation is an independent, non-profit, international organization engaged in research, auditing, education, advocacy and publishing to improve aviation safety. The Foundation’s mission is to pursue the continuous improvement of global aviation safety and the prevention of accidents. www.flightsafety.org
Contact: Emily McGee, Director of Communications, 1-703-739-6700, ext. 126; [email protected] | aerospace |
https://vulcantothesky.org/memories/lots-of-vulcan-in-iran-1973/ | 2022-11-26T18:50:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446708046.99/warc/CC-MAIN-20221126180719-20221126210719-00850.warc.gz | 0.965431 | 216 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__31864306 | en | I was on detachment from 12 Signals Unit RAF Episkopi in support of deployment to Shiraz in Iran of Vulcan aircraft from RAF Akrotiri, Cyprus. During the detachment one aircraft had a hang up of main undercarriage leg on the port side.
The Captain managed to put the aircraft down on one of two parallel runways on the remaining starboard side main undercarriage and nose wheel. He then gently lowered the port wing onto the runway ( textbook perfect ). Sadly the aircraft slewed to the left and hit a wide deep ditch which was not marked on the airfield plans. The aircraft at speed hit the ditch which ripped off the rest of the undercarriage and the aircraft collapsed into the ditch and ended up cat 5 components. All the crew survived and congratulated the Captain on a landing which was better than normal. The Iranian observer on board was a little bemused by this.
The aircraft was left in situ in Shiraz. Sad day but all aircrew safe. See Vulcan from Akrotiri dropping 21 X 1000lb bombs. | aerospace |
http://www.redbubble.com/people/saschagrant/works/10841325-keep-calm-and-sce-to-aux | 2014-09-18T15:40:36 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657128304.55/warc/CC-MAIN-20140914011208-00306-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.981081 | 249 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__108537067 | en | When Apollo 12 launched on November 14, 1969, John Aaron was on shift. Thirty-six seconds after liftoff, the spacecraft was struck by lightning, causing a power surge. Instruments began to malfunction, communications dropped out, and telemetry data became nonsensical. The flight director, Gerry Griffin, expected that he would have to abort the mission. However, Aaron realized that he had previously seen this odd pattern of telemetry.
Aaron surmised that this setting would also return the Apollo 12 telemetry to normal. When he made the recommendation, “Flight, try SCE to ‘Aux’”, most of his mission control colleagues had no idea what he was talking about. Both the flight director and the CapCom asked him to repeat the recommendation. Pete Conrad’s response to the order was, “What the hell is that?” Fortunately Alan Bean was familiar with the location of the SCE switch inside the capsule, and flipped it to auxiliary. Telemetry was immediately restored, allowing the mission to continue. This call earned Aaron the lasting respect of his colleagues, who declared that he was a “steely-eyed missile man”, the absolute highest of NASA compliments. | aerospace |
https://www.carriermanagement.com/news/2018/03/28/177189.htm | 2023-05-29T22:34:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644913.39/warc/CC-MAIN-20230529205037-20230529235037-00103.warc.gz | 0.942815 | 416 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__181914298 | en | Starr Companies said it will partner with risk analytics company SkyWatch to provide usage-based, telematics-driven insurance for the drone industry.
Their deal will let drone operators obtain insurance on demand for an individual flight, though the cost can be reduced with telematics over time, according to the deal announcement. With the new coverage, Starr gets to expand its existing drone insurance offerings.
Steve Blakey, president and CEO of Starr Insurance Holdings Inc., said in prepared remarks that the SkyWatch technology lets qualified drone operators get “quality insurance coverage, which is essential for any business.”
SkyWatch’s mobile application is available by invite on iOS and Android for both business and recreational drone operators, and it connects to many kinds of drones. According to the company, it allows for the collection of telemetry data from the drone itself, including location, height and speed battery, plus external data such as weather, no-fly zones and crowds in flight area. That data is then applied to create a risk score for each specific flight.
Once that score is in hand, it can be used to set an industry benchmark for operators, helping them to be more aware of how they fly. The idea is that they can improve their score over time as they practice flying their drones more safely. Qualified operators can buy insurance based, in part, on the safety score.
Starr isn’t the only company to offer on-demand drone insurance. Allianz Global Corporate & Specialty partnered with InsurTech startup Flock last year to launch the product in the U.K. In late 2016, startup Verifly launched to provide on-demand drone insurance via the company’s app. Both offer coverage for commercial and recreational users.
Starr Companies, based in New York, offers property, casualty, accident and health insurance coverage plus specialty coverages in areas including aviation, marine, energy and excess casualty insurance. SkyWatch is located in Palo Alto, Calif.
Source: Starr Companies/SkyWatch | aerospace |
https://nationalinterest.org/blog/buzz/non-delta-winged-dassault-mirage-f1-had-extraordinary-legacy-176747 | 2024-02-28T13:47:28 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474715.58/warc/CC-MAIN-20240228112121-20240228142121-00037.warc.gz | 0.962772 | 822 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__10622598 | en | The delta-winged Dassault Mirage family, especially the Mirage III, has captured the imagination of air power enthusiasts with its most celebrated operational success during the Six-Day War, in which the Israeli Air Force used Mirage IIIs with devastating effects against its enemies’ air forces. The stunning results cemented the legendary reputation of the delta-winged Mirage. However, there is another Mirage combat aircraft that has provided equally solid combat successes that is less well-known—perhaps due to its more traditional non-delta winged configuration.
The Mirage F1 was the Dassault’s answer to a number of technological challenges faced by the famous delta-winged Mirage III. The Mirage III made its mark during the Six Day War but had inherent weaknesses—its delta wing meant that the Mirage III had to land with high pitch at high speeds (often causing accidents with inexperienced pilots) and required long airstrips for its take-off run and landing. The Mirage III also has a short operational radius and is unable to operate from robust forward air bases.
All these weaknesses were remedied in the new Mirage F1. The F1 dumped the delta wings and featured a high mounted swept wing with a conventional tail design. These changes enabled the F1 to carry 40 percent more fuel, translating to a longer operational radius, a shorter take-off run, slower landing speed, and all-round better manoeuvrability. The F1 was armed with two DEFA 553 30-mm cannons with 135 rounds per gun with a typical intercept load of two Matra Super 530 and two R.550 Magic anti-aircraft missiles.
The Mirage F1 was a success with the French Air Force, which acquired and used it as their main interceptor aircraft in the 1970s and 1980s. It was also exported to numerous countries including Spain, South Africa (where it saw combat as a strike aircraft), and Iraq.
The Iraqis bought the Mirage F1 in the late 1970s and its first F1s were delivered just in time to participate in the Iran-Iraq War. The Mirage F1s performed remarkably well in obtaining air superiority (shooting down the first Iranian F-14 Tomcat in a dogfight in November 1981), ground attack roles (both close air support and interdiction strikes), and anti-shipping missions. Armed with Exocet missiles, the Mirage F1 made its mark in conducting anti-shipping operations against Iranian-flagged oil tankers, merchant ships, and oil terminals at Kharg Island during the Tanker War.
Although the Mirage F1 has mostly been retired from service, limited numbers still serve in a few air forces today. Further proving its enduring air combat capabilities, two private adversary air (ADAIR) combat training companies, Airborne Tactical Advantage Company (ATAC) and Draken International, have procured 63 and 22 Mirage F1s from the French Air Force and Spanish Air Force in 2017 respectively, and refurbished the Mirage F1s with modern avionics and sensors. Both ATAC and Draken International (together with five other private contractors) in 2019 have won a five-year contract worth US$6.4 billion, to provide Combat Air Forces (CAF) Adversary Air (ADAIR) combat training for the U.S. Air Force (USAF). The modernised ATAC and Draken Mirage F1s will be used extensively as adversary combat aircraft providing dissimilar tactics training against more advanced combat aircraft used by the USAF.
The non-delta winged Mirage F1, although not as famous as the Mirage III, has given extraordinary service for its users and continues to do so against more modern peers today.
Adam Leong Kok Wey is associate professor in strategic studies, and the Deputy Director of Research in the Centre for Defence and International Security Studies (CDiSS) at the National Defence University of Malaysia. His latest book is Killing the Enemy! Assassination operations during World War II, published by Bloomsbury (2020). | aerospace |
https://www.seradata.com/soyuz-operational-recovery-continues-with-launch-of-metop-c/ | 2019-03-25T07:53:01 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203842.71/warc/CC-MAIN-20190325072024-20190325094024-00086.warc.gz | 0.73425 | 633 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__29604753 | en | In the third successful launch since the Soyuz FG non-fatal launch failure of the Soyuz MS-10 crewed launch, a Soyuz ST-B with an Fregat M successfully lifted off from the Sinnamary launch site near Kourou in French Guiana. Launch time was at 0047 GMT on 7 November. Aboard was the 4084 kg European Metop-C meteorological spacecraft which was being carried for EUMETSAT and which was built by Airbus Defence and Space. It was placed into a sun-synchronous low Earth orbit as planned and is expected to operate for a minimum of five years.
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nasaecoreviewsspacexesavideoiss25virgin galacticArianespacechinaDGAaviation weekaresIGTULAawardsRoscosmosBeidousoyuzspaceSatellite broadcastingCargo Return VehicleresearchmoonmarsblogimpactdelayhyperbolarussiademocratInternational Space Stationobamaspaceshiptwohypertextrocketgoogle lunar prizelunarfalcon 9orionlaunchboeingtourismbarack obamanorthconstellationspacewalkfiguresspaceflightmarsfundednode 2jaxaRaymond Lygoevarome2009Express MD-2ss2dassault aviationwk2aviationAirbus DSISRO2008VegaLucySESradiomissiletestdocking portexplorationinternetsuborbitaluksts-122China Manned Space EngineeringflightExpress AMU 1cotsnewspaper2010spaceportmissile defenseBlue OriginElon MuskAtlas VbuildProton MAriane 5altairsstlshuttlespace stationEutelsatIntelsat 23scaled compositesCosmosinternational astronautical congressEuropean Space Agencyspace tourismrulesnew yorkhanleygalileobudgetshenzhouatvVietnamOrbital ATKspace shuttleMojavecongressboldeniacLockheed MartinGuiana Space CenterSLSkscSpace Systems/LorallawsIntelsatILSAriane 5 ECAprotondragonTalulah Rileythales alenia spaceUK Space AgencySkylonastronautAstriumcnespicturebaselandereventusaSSLfiveAprilinterviewApolloWednesday50thfalconeucustomerInmarsatatlantissuccessorAriane 6SNC7linkSea LaunchnewsenergiaadministratorrecycleUS Air Forcehumanconference201115orbiternational space symposiumJFKkoreaUnited Launch AllianceLong Marchcstson its launch padcommercialOctoberpresidentgriffinreportorbital | aerospace |
https://www.experimentalaircraft.info/flight-planning/aviation-flight-hazards.php | 2022-12-08T07:17:53 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711278.74/warc/CC-MAIN-20221208050236-20221208080236-00637.warc.gz | 0.957983 | 308 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__227071664 | en | Pilots want to fly as safely as possible providing their passengers with the trip of their life. But every now and then due to circumstances out our control, location and weather things might get out of hand. We share our airspace with feathered birds and convective weather and they can pose some serious threats to our flight.
Here we introduce the reader to some of the hazards pilots face in their flying career and what they can do to avoid and migitate the danger to aircraft, crew and passengers.
Avoiding Birds & Ice
Although most birds are very small due to the higher speeds of aircraft they can impart some serious damage to the engines, fuselage and its occupants.
Ice forms where temperatures are low and moisture is abundantly available, but on aircraft it can pose a serious threat.
This is a weather phenomenon that is to be avoided by all. Hail, heavy turbulence and up and downdrafts sometimes more than the aircraft can handle are common occurrences with these thunderstorms.
But technology is available to aircraft and crew so that they can fly around these dangers.
Winds & Turbulence
When parked outside the pilot should take every measure that the aircraft does not go off flying by itself, tie downs and rope are needed when flying cross country when an over night is expected.
Turbulence is not every one's favorite flying activity, but sometimes totally unavoidable. Winds create low level turbulence in flatland area, but in mountains turbulence gets a whole new meaning. | aerospace |
http://www.ceuate.com/the-french-authorities-are-worried-about-the-proliferation-of-drones-the-18-year-old-boy-was-accused-of-shooting-in-the-air/ | 2020-10-29T16:03:09 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107904834.82/warc/CC-MAIN-20201029154446-20201029184446-00408.warc.gz | 0.959493 | 756 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__162773926 | en | China Net February 16th According to the French “Le Figaro” website reported on February 14, an 18-year-old boy from Nancy, France, was shot with a remote drone The whole city was charged. The French authorities are worried that the proliferation of remote drones will lead to security risks.
The 18-year-old boy is named Nans · Thomas. In January of this year, Thomas used a remote-controlled drone equipped with camera equipment to shoot over Nancy City, and collected the streets, houses and buildings in Nancy City. The video has a click-through rate of over 40. Ten thousand times. However, this wonderful journey in the air did not bring Thomas a happy ending. At the beginning of this week, Thomas was summoned by the local gendarmerie and sentenced to be sent to the court on May 20, summoning the reason “to put other people’s lives at risk”.
The French Civil Aviation Administration (DGAC) believes that this case is very vividly representative of the current state of use of remote drones —— users do not understand the relevant regulations. Originally developed for military purposes, remotely controlled drones typically weigh several tons and are now fully simplified, often used for entertainment purposes, or for shooting and observation of certain special occupations, such as artwork, construction sites, vineyard supervision, etc. .
The drone market is hot, and non-standard operation is a safety hazard
Over the past year, the development of remote-controlled drones has been very rapid, attracting more and more More and more high-tech enthusiasts buy. These hobbyists often ignore the relevant regulations promulgated by France in April 2012 when they operate drones, allowing drones to fly over the city. According to the regulations, in order to protect the safety of the city, users are not allowed to operate drones in residential areas without the police’s permission. According to the French Civil Aviation Administration, “France is the first country in the world to develop regulatory norms in this area”.
Today, there are 25 remotely piloted drone manufacturers and 345 related organizations and societies in France. Air Traffic Gendarmerie captain Christopher · Masette said, “We attach great importance to this growing drone abuse trend and are working hard to popularize the regulation to the general public. Abuse of unmanned opportunities creates a very real security risk. “And he also revealed that since September last year, the gendarmerie has taken a series of measures to promote the popularization of regulations, and related investigations have begun to pick up.
According to sources, as of now, four drones have been confiscated in France, and 21 drivers are in the process of litigation. At the end of last year, a drone enthusiast drove a drone near the Paris helicopter airport, almost causing a helicopter accident. Then the drone experienced a technical failure, fell on a nearby street, and was crushed by a passing car.
Chairman of the Civil Drone Professional Association, Emmanuel · DeMast expressed concern about this phenomenon: “The UAV market is hot today, and we are very worried that irregular operations will cause The tragedy happened. The French National Information and Freedom Commission (CNIL) also stated that it will pay attention to this situation, because the irregular use of drones will disrupt the private life of citizens. If left unchecked, perhaps the children will learn to use the drone to sneak a neighbor’s life and enjoy it. Since January this year, the French National Information and Freedom Commission will work with the French Civil Aviation Administration to improve relevant regulations and jointly manage irregular operational issues. (Internship Compilation: Yan Xinyue)
Responsible Editor: Zhao Yanlong | aerospace |
http://spaceref.com/news/viewsr.html?pid=51326 | 2019-03-18T17:47:22 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201521.60/warc/CC-MAIN-20190318172016-20190318194016-00369.warc.gz | 0.877007 | 239 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__199794273 | en | From: United Launch Alliance
Posted: Wednesday, April 11, 2018
The ULA Atlas V rocket carrying the Air Force Space Command (AFSPC)-11 mission for the U.S. Air Force is set to launch. The mission is set to lift off on Saturday, April 14 from Space Launch Complex-41 at Cape Canaveral Air Force Station in Florida. Today’s L-4 forecast shows an 80 percent chance of favorable weather conditions for launch.
Mission art for AFSPC-11 is attached.
Remote Camera Set Up
Credentialed media planning to put remote cameras on SLC-41 should meet at the Space and History Center no later than 2:30 p.m. on Friday, April 13.
Launch Forecast Summary:
Overall probability of violating weather constraints: 20%
Primary concerns: Cumulus Clouds
Overall probability of violating weather constraints for 24 hour delay: 70%
Primary concern: Lightning, Cumulus Clouds, Ground Winds
Heather Mowad | ULA Communications | [email protected] | 321.423.5491 (c)
// end // | aerospace |
http://library.thinkquest.org/04oct/00450/a380airbus.htm | 2014-03-12T14:02:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394021856395/warc/CC-MAIN-20140305121736-00035-ip-10-183-142-35.ec2.internal.warc.gz | 0.916649 | 536 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__150677140 | en | It’s bigger than a hot air balloon, it’s bigger than a helicopter,
and it’s bigger than an airplane…but wait, it is an airplane. It must be the new A380 Airbus.
The A380 Airbus is the largest plane ever built. Check this out:
From one wingtip to the other wingtip it is 261 feet 8
inches or 80 meters!
From the front nose to the back of the tail it is 239 feet 3
inches or 73 meters!
Its height from the ground is 79 feet 7
inches or 24 meters!
Its weight without passengers is 606,000 pounds or 274,877 kilograms!
Its number of landing wheels is 20!
Now that’s massive! Its hard to believe it can fly! But it does fly, and you may be surprised to learn that it can go over 10,000 miles
or 16,093 kilometers without refueling.
In the beginning of 2005, the A380 Airbus made its first flight. It will start regular service for passengers in March, 2006. The A380 Airbus can have up to 555 passengers. That is a hundred more than the next largest plane, the Boeing 747. The A380 Airbus has two levels that passengers can go on. Two staircases in the plane allow passengers to go up and down between the levels. Luggage will be stored in a third level on the bottom side of the airplane.
The A380 Airbus is causing some airports to make changes. Runways are normally 150 feet
wide (46 meters), but that is a little too small for the A380 Airbus. Airports are going to need to widen their runways to 200 feet
or 61 meters if they want the A380 Airbus to land there. About 60 airports have already started to do this. The airport in Los Angeles, California is going to spend over 50 million dollars to make changes.
The A380 Airbus took ten years to develop. The company that built it spent over 13 billion dollars on it.
One airline, Virgin Atlantic, wants to put a casino on their A380 Airbus. Can you believe that?
"AirbusA380 Information" 22 January 2005 <http://www.aircraft=info.net/aircraft/jet_aircraft/airbus/A380/>.
Knox, Noelle. "A380 makes massive debut" USA Today. 22 January 2005 <http://www.usatoday.com/money/biztravel/2005-01-16-a380-usat_x.htm?POE=MONISVA>. | aerospace |
http://www.aviationspectator.com/topics/military-aviation/warbirds | 2017-04-26T13:48:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121355.9/warc/CC-MAIN-20170423031201-00109-ip-10-145-167-34.ec2.internal.warc.gz | 0.9469 | 666 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__172472906 | en | Topic continues below:
The Martin B-57 Canberra was a twin jet engine, light bomber and reconnaissance aircraft which entered service in the 1950s.
The North American A-5 Vigilante was a powerful, highly advanced carrier-based supersonic bomber designed for the United States Navy.
The Convair B-58 Hustler was the first operational jet bomber capable of Mach 2 supersonic flight.
The Lockheed SR-71 was an advanced, long-range, Mach 3 strategic reconnaissance aircraft developed from the Lockheed A-12 and YF-12A aircraft by the Lockheed Skunk Works.
The B-50, the last propeller-driven bomber delivered to the U.S. Air Force, made its initial flight on June 25, 1947.
The Boeing B-47 Stratojet jet bomber was a medium-range and medium-size bomber capable of flying at high subsonic speeds and primarily designed for penetrating the airspace of the Soviet Union.
The Boeing B-29 Superfortress was a four-engine propeller powered heavy bomber that was flown by the United States Military in World War II and the Korean War, and by other nations afterwards.
The Douglas A-4 Skyhawk is a carrier-capable ground-attack aircraft designed for the United States Navy and U.S. Marine Corps.
The delta winged "Skyhawk", powered by a single turbojet was designed and produced by Douglas Aircraft Company (later McDonnell Douglas). The "Skyhawk" was originally designated the A4D under the US Navy's pre-1962 designation system.
The A-6 Intruder was the world's first fully all-weather attack bomber capable of detecting and identifying tactical or strategic targets, and delivering both conventional and nuclear ordnance on them under zero-visibility conditions.
The Lockheed T-33 Shooting Star is an American-built jet trainer aircraft.
The two-place T-33 jet was designed for training pilots already qualified to fly propeller-driven aircraft. It was developed from the single-seat P-80) aircraft profile">F-80 fighter by lengthening the fuselage about three feet to accommodate a second cockpit.
The F-106 all-weather interceptor was developed from the Convair F-102 Delta Dagger. Originally designated the F-102, it was redesignated F-106 because it had extensive structural changes and a more powerful engine.
The Republic F-105 Thunderchief, was a supersonic fighter-bomber used by the United States Air Force.
The Lockheed F-104 Starfighter was an American single-engined, high-performance, supersonic interceptor aircraft that served with the United States Air Force (USAF) from 1958 until 1967.
The Convair F-102 Delta Dagger was an US interceptor aircraft built as part of the backbone of the United States Air Force's air defenses in the late 1950s.
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South America: Brazil | aerospace |
https://www.watoday.com.au/national/western-australia/perth-flight-forced-to-make-emergency-landing-due-to-burning-smell-20181018-p50ajd.html | 2022-08-17T23:20:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573118.26/warc/CC-MAIN-20220817213446-20220818003446-00147.warc.gz | 0.974563 | 213 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__56952514 | en | By Daile Cross
A flight from Perth to Brisbane has been forced to make an emergency landing in Adelaide after passengers noticed a burning smell.
The Virgin Australia VA465 flight left Perth Airport at 7am on Thursday, when a passenger said an electrical burning smell went through the passenger cabin.
The odour worried passengers around three hours into the flight, and a witness said the flight attendants seemed anxious.
The captain advised there was an electrical issue onboard, and the plane would need to land for inspection.
Fire trucks followed the plane as it taxied after landing, and firefighters inspected the cabin before passengers were allowed off.
"In accordance with standard operating procedures, the captain made the decision to divert to Adelaide Airport as a precautionary measure after an odour was detected in the cabin," a Virgin Australia spokesperson said.
"The aircraft was met on arrival by emergency services as a precaution and all passengers and crew safely disembarked the aircraft".
Engineers later cleared the aircraft to return to service.
The passengers will be moved onto an alternative service. | aerospace |
https://www.aetc.af.mil/News/Article-Display/Article/3371218/goodfellow-to-the-moon/ | 2024-03-03T16:58:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00596.warc.gz | 0.964197 | 879 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__172716429 | en | Goodfellow | To the Moon Published April 21, 2023 By Airman 1st Class Madison Collier 17th Training Wing Public Affairs GOODFELLOW AIR FORCE BASE, Texas – Master Sgt. Chris Armstrong enlisted in the Air Force in 2005 as an Airborne Cryptologic Arabic Linguist. Now, 18 years and nine duty stations later, he serves at the 17th Training Wing as a flight chief for the 313th Training Squadron, overseeing five intel training courses. Armstrong's desire to push himself and his team toward professional development extends outside his office. As a result, downtime is never really downtime for Armstrong. "My hobbies are very limited right now," Armstrong said. "I am pursuing a master's in industrial and organizational psychology, which takes all of my time." Industrial and organizational psychology is the study of how organizations interact within their workforce, being able to accurately relay and carry out the company's mission and vision from the CEO down to the newest hire, and how employees behave with one another in a professional setting. To The Moon U.S. Air Force Master Sgt. Chris Armstrong, 313th Training Squadron Flight Chief, smiles at Goodfellow Air Force Base, Texas, April 10, 2023. Armstrong has been enlisted in the Air Force for 18 years. (U.S. Air Force photo by Airman 1st Class Madison Collier) Photo Details / Download Hi-Res Pursuing this degree and other developmental programs that Armstrong has participated in, such as earning a John Maxwell certification, have refined fundamental leadership skills that he pushes to share with other service members at Goodfellow. “I’ve been working with Master Sgt. Segrow at the Consolidated Learning Center to host lunch and learns, Raider University, and also to provide additional courses,” He said with a smile. “I’ve also been working with Military Family Readiness to help with the cadet program, to bring some leadership tools to them.” Working with multiple programs on base has built Armstrong’s notable reputation as a driven, hardworking, and caring individual. “Not only has he directly impacted his peers, but he is also very passionate about the need to grow others who seek out professional development opportunities, as well as devoting his time to facilitate courses like Psychological Safety,” said Master Sgt. Shaun Segrow, 17th Training Wing Development Advisor. “His desire to impact others has directly influenced me to continue to not only use my platform for development but also to continue to grow myself as a leader, mentor, and wingman!” To The Moon U.S. Air Force Master Sgt. Chris Armstrong, 313th Training Squadron Flight Chief, stands at Goodfellow Air Force Base, Texas, April 10, 2023. Armstrong oversees five different intel training courses, here. (U.S. Air Force photo by Airman 1st Class Madison Collier) Photo Details / Download Hi-Res Before pursuing his master's in industrial and organizational psychology, Armstrong earned his bachelor's in psychology; with this, he goes beyond prioritizing professional development on base by also emphasizing "psychological safety" among his team. “Psychological safety is all about creating an environment where people feel free to speak their mind without fear of reprisal,” Armstrong said. While still highlighting a chain of command that airmen must follow, Armstrong clarifies that mutual respect among ranks is necessary to create a healthy, safe environment for airmen at Goodfellow and throughout the Air Force. To The Moon U.S. Air Force Master Sgt. Chris Armstrong, 313th Training Squadron Flight Chief, stands outside at Goodfellow Air Force Base, Texas, April 10, 2023. Armstrong is pursuing a master’s in industrial and organizational psychology. (U.S. Air Force photo by Airman 1st Class Madison Collier) Photo Details / Download Hi-Res He believes that it is essential that everyone in his team, regardless of rank, should be able to address any concerns, solutions, and proposals that may advance their unit or make the work environment better for all. “Sergeant Armstrong truly embodies what it means to serve as a senior noncommissioned officer in the United States Air Force, and I am proud to serve alongside him,” said Segrow. | aerospace |
https://www.gpe-group.de/index.php/en/aeronautics | 2019-04-24T15:54:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578650225.76/warc/CC-MAIN-20190424154437-20190424180437-00522.warc.gz | 0.933188 | 271 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__142288886 | en | Aviation is a technology industry that operates with extremely strict quality and safety standards. Accordingly, companies of the aviation industry demand from their service providers a high level of materials expertise and compliance with minimal production tolerances.
The GPE Group has been a supplier of the aviation industry for many years and produces components and modules from plastic and metal for renowned companies from the aviation industry. The range extends from torch holders to aluminium modules for emergency ventilation for pilots and passengers. It also includes assembly activities such as soldering oxygen-carrying metal lines with the highest requirements of being absolutely free from oil and fat.
Below is a small extract from the GPE Group's extensive production range.
EMERGENCY VENTILATION SYSTEMS
For passenger protection in aviation, the GPE Group produces components and housing for emergency ventilation in the event of a loss of pressure in the cabin.
In order to improve the quality of life in our customers' products, the GPE Group produces parts and modules for the toilet segments in aeroplane construction, which set standards with regard to their weight optimisation, design and their recognised high reliability.
In an emergency, every second counts. The GPE Group produces torch components from fluorescent, light and self-extinguishing materials for renowned global groups of the aviation industry, such as Lufthansa. | aerospace |
https://luftwaffeas.blogspot.com/2011/06/doha-airport.html | 2021-06-21T23:41:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488504838.98/warc/CC-MAIN-20210621212241-20210622002241-00495.warc.gz | 0.933826 | 166 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__156731307 | en | Few photos I could shot during my long transit time in Doha Airport, above part of the Qatar Airways fleet.
Piper Seneca PA-34 a light business transportation aircraft on the runway prior to take-off
The elder sister of Seneca is the single-engined Piper Cherokee PA-28 also taxing, these light aircrafts are operated by local company for VIP and business flights.
AgustaWestland AW139 shortly after taking off, this helicopter is operated by Gulf Helicopter Co.
Strange twin-engined light aircraft.
Alphajet of Qatar Amiri Air Force landing, in the background is the parking platz of Gulf Helicopters.
2 Westland Commando's
And finally one of the two huge C-17 Globemaster III which belong to QAAF. | aerospace |
http://ictkhabar.com/posts/2020-04-29-12-46-05 | 2021-10-28T20:06:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588526.57/warc/CC-MAIN-20211028193601-20211028223601-00514.warc.gz | 0.957757 | 188 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__123457720 | en | April 29 A large asteroid gone near Earth, but not collapse
Apr Wed 2020 08:46:05
An asteroid flying towards Earth on April 29, 2020 will follow Earth on Tuesday. Astronomers say there is zero chance of an asteroid hitting Earth.
The planet was first discovered by NASA in 1998. This asteroid is two and a half kilometers in diameter. The planet was approaching Earth and attracted the attention of astronauts from different countries. The data from its axis confirms that this asteroid did not hit Earth.
On April 29, this asteroid will follow Earth from a distance of about 63 million kilometers. The planet is said to have reached 190 million kilometers from Earth by May.
Because most asteroids orbit the Sun like the Earth, there is a fear that the Earth will collide with the Earth in its orbit around the Sun.
Astronomers say that for many years the earth will not be in danger of colliding with anything. | aerospace |
https://www.plane-encyclopedia.com/ww2/nazi-germany/bf-109/ | 2020-02-24T20:04:27 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145981.35/warc/CC-MAIN-20200224193815-20200224223815-00008.warc.gz | 0.956447 | 8,607 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__9223490 | en | Nazi Germany (1937)
Fighter Plane – 33,984 Built
The Messerschmitt (Me) Bf 109 is one of the most notable fighters of the Axis countries and a clear symbol of its air power during World War II. Its performance gave Germany the upper hand in the early stages of the war while also taking part in every front until the very end of the conflict in Europe. The Bf 109 was the main fighter of the Luftwaffe, later complemented by the Focke Wulf Fw 190. The Spanish Civil War was the Bf 109 saw its first combat action. It flew also with other nations such as Finland, Bulgaria, Italy, Spain, Switzerland, and Hungary. After the war, it was in service with the Israelis, serving also in the Yugoslavian, Romanian and Czechoslovakian Air Forces. The versatility of the fighter was one of the main factors that allowed it to serve until 1965, with numerous variants.
The Messerschmitt Bf 109 is single seat, single engine fighter tasked also with the roles of air superiority, interception, escort and attacking capable of all-weather operations in day or night. It was a light all-metal monocoque design with the rudder being covered with cloth. The wing was a low cantilever design fitted with flaps, while the canopy was enclosed, featuring retractable landing gear and a tailwheel, armed with machine guns and cannons. As a result, the Bf 109 was an advanced design at the time it was introduced. Its development began back in 1934, following a 1933 Reichsluftfarhtministerium study which considered that a single-seat fighter was needed to replace the Arado Ar 64 and Heinkel He 51 biplanes that were the German first-line fighters. Furthermore, it was required for the fighter to develop speeds of up to 400 km/h (250 mph) at 6000m (19,690 ft) for 20 minutes, having an range of 90 minutes. The power plant was intended to be the Junkers Jumo 210 engine of 700 hp, while the armament was intended to be comprised of a mixture of a 20 mm gun and two 7.92 mm guns, or be armed by either the cannon or the two machine guns only. In addition, as Willy Messerschmitt was not authorized by the Reichsluftfarhtministerium to build small passenger planes for Romania, the request of building a fighter came also as a sort of compensation.
Bayerische FlugWerke began its work as it was awarded with the development contract in 1934, with the prototype flying for the first time in 1935, receiving the designation of Bf 109 by the aviation ministry and powered with a Rolls-Royce Kestrel IV engine, as new German-made engines were not yet available. Willy Messerschmitt was the designer behind the Messerschmitt Bf 109, hence the name of the aircraft, and the ‘Bf’ denomination. The development of the new fighter began, initially powered with the Rolls Royce Kestrel engine. The following two prototypes were powered with the Jumo 210A 600hp engines, and the last one was fitted with guns. Reportedly, 10 more prototypes followed in order to test the model. The result was a cantilever low-wing single engine fighter capable of speeds of up to 470 Km/h (Bf 109B) with its Junkers Jumo 210Ga engine. Further models received inverted Daimler Benz V-12 engines or racing engines. These engines yielded speeds of 380 mph (611 kmh) and 464 mph (755 kmh) respectively. Remaining the last a speed record for piston-engine aircraft until 1969. The fighter was very advanced, matching to any fighter in service at the time in combat. The earlier versions were armed with an array of two 7.92 mm machine guns in the forward cowl above the engine in the Bf 109B, while later C models were armed with two additional 7.92 mm machine guns in the wings and a 20 mm gun in the nose.
Presented to the public during the 1936 Berlin Olympics for propaganda purposes, it saw action for the first time during the Spanish Civil War with the German Condor Legion, where it quickly gained air superiority over its Soviet-made rivals Polikarkov I-15 and I-16 fighters with Werner Mölders, a future WWII ace, scoring 14 victories. This conflict also served to test the new fighter in combat and to detect the shortcomings and needed improvements, as well as to test the Luftwaffe’s tactics and doctrines that would be implemented in WWII. When the conflict came to an end, 40 fighters were gifted to Spain following the withdrawal of the Condor Legion.
The Bf 109 was considered sufficient for the operational needs of Germany until 1941, the year when it would have fulfilled its objectives. However, as the conflict progressed, the high command realized that the Bf 109 needed further upgrades. As a result, the versions Bf 109E, Bf 109F, Bf 109G, and the lesser known Bf 109K were created. Even so, the model’s many shortcomings persisted, putting it at a disadvantage to its rivals.
The Bf 109 had many advantages such as its good range and the powerful engine along with its reasonable size, agility, high speed, climb rate, dive speed, turn rate, maneuverability, and low cost. But there were other problems that prevailed during its service. The struts of the landing gear were rather fragile and narrow, retracting outwards and not beneath the fuselage. Second, Blitzkrieg hindered the fighter’s success as it had to accommodate for the tactic at the expense of autonomy, which would play an important role in the Battle of Britain. This problem was solved after the battle with the addition of extra drop tanks. Third, it tended to swing sideways during landing and takeoff. Fourth, it had a poor lateral control at high speed. Fifth, during combat when executing very close turning, the wings grooves tended to open, preventing stalling but often acting against the ailerons. And sixth, the length and ground angle of the landing gear ‘legs’ was so that it restricted forward visibility while on ground, forcing pilots to taxi in such a way that the undercarriage was put into heavy stress. This posed a problem for rookie pilots. The narrow wheel track also made the fighter unstable while on ground. The solution for this problem was to transfer the load up through the legs while taking off and landing maneuvers.
Approximately 34,000 Bf 109s were built in Germany from 1936 to 1945, in addition to the 239 made by Hispano Aviacion, 75 built in Romania by IAR and 603 made by Avia, with production lasting until 1958. Some 20 Bf 109s remain now as museum displays.
The Messerschmitt Bf 109 is a very interesting fighter with equally interesting design characteristics. Being lightweight was the main concept of its design, development, and construction. It was also a single engine, single seat fighter with a low cantilever wing, whose sleek monocoque fuselage was entirely made out of light-weight metal. Easy access to the powerplant, weaponry at the fuselage, and other systems was considered also as important during design process, and especially when operating from forward airfields. As a result, the engine cowling was made up of large and easily removable panels, with specific panels allowing access to devices such as the fuel tank, the cooling system, and electrical equipment. The devices containing and holding the engine made it easy to remove or replace it as a unit. The power plant tended to differ from version to version: the early versions were powered by a Junkers Jumo 210g inverted V-12 700 hp, with following versions being powered by a Daimler Benz DB 600A with 986 hp and other – more powerful – Daimler Benz engines (for further information, please see the variants). As the engine was inverted, it was reportedly hard to knock out from below. And it also featured an electrical regulator.
The wing was also full of remarkable details. One of them was the main I-beam spar, placed rather aft than usually placed, with the idea of opening space for the retracted wheel, and creating a D-shaped torsion box. This box had more torsional rigidity and also removed the need for a second spar. In addition, the thickness of the wing was slightly varied, with a cord ratio of 14.2% at the root, and a cord ratio of 11.35% at the tip. The wing was also high-loading. Another feature was the introduction of advanced high-lift devices, with automatic leading edge slats and large camber-changing flaps on the trailing edge. These slats increased the lift of the wing, improving horizontal manoeuvrability. Ailerons that drooped slightly when the flaps were lowered were also fitted in the wings, increasing the effective flap area, especially on the F series. The result was an increase on the wings’ lift. As the armament was placed in the fuselage in the earlier versions, the wing was kept very thin and light.
Another remarkable feature, which was standard in the F, G and K versions, were the introduction of two coolant radiators with a cut-off system so to reduce vulnerability of the cooling system after receiving a hit. For instance, if one radiator leaked as a consequence of an impact, the other still made it possible to fly. Even a 5-minute flight was possible with both radiators inoperable.
The canopy of the Bf 109 was a closed bird-cage design, opening sideways and having armour protection plates in the back. These armored plates also protected the main fuel tanks as it was partially placed under the cockpit floor and behind the rear cockpit bulkhead, having an L-shape. Some variants of the G version even featured pressurized cockpits.
In regards to the armament, it tended to vary from version to version in weaponry, caliber, and location. The early versions normally featured an array of two machine guns mounted in the cowling with a 20mm cannon firing through a blast tube between the cylinders. This display was to be changed after the Luftwaffe got a word about the RAF’s plans to equip its new fighters with a battery of 8 guns. This made the additional guns to be installed at the wings, either 7.92mm MG 17 machine guns or a 20mm MG FF or MG FF/M cannon in between the wheel well and slats. The C version featured the additional two 7.92mm machineguns, where a continuous belt was installed to avoid redesigning the wing and ammunition boxes and access hatches. The gun barrel was placed in a tube between the spar and leading edge.
When cannons were installed on the wings, being longer and heavier, they were placed at a farther area in an outer bay, forcing the spar to be cut with holes so to allow feeding the weapon. A small hatch was incorporated to allow access to the gun, which was able to be removed through a removable leading edge panel. The F version and the following versions had the gun changed from the wings to the nose cone, firing through the propeller shaft. Additional 20mm MG 151/20 cannons were installed in pods under the wings, which were easy to install but also forced a reduction of speed by 8 km/h (5 mph). The last version (Bf 109K) was armed with a MK 108 30mm cannon in each wing.
The additional armament, while increasing the Messerschmitt Bf 109’s firepower, also reduced its performance. Handling qualities and dogfighting capabilities were severely affected, with the tendency to swing like a pendulum while flying.
The Reich’s Warrior of the Skies
When the war started in 1939 with the invasion of Poland, around 320 Bf 109s took part in the invasion under two units (I/JG 21 and I/ZG 2). During that operation, the Bf 109s gained air superiority by destroying the Polish air and ground forces, providing escort to ground attack planes and dive bombers, such as the Junkers Ju 87 Stuka. When the invasion of Norway took place, they faced considerable resistance from the outdated Gloster Gladiators of the Norwegian Air Force, which were reinforced by British fighters from HMS Glorious and two more aircraft carriers. During the Battle of France and the invasion of the Netherlands and Belgium, the Messerschmitt Bf 109s encountered weak adversaries. In France, an ill prepared Armee de l’air was unable to face the force of the Luftwaffe while the German fighters gained air supremacy rather quickly and controlled the French skies. Battle of Dunkirk however began to highlight the limitations of the Bf 109, especially in regards to autonomy, as many were coming from bases within Germany and facing strong opposition from the Royal Air Force.
The Battle of Britain was the first battle where the Bf 109 began to show its limitations, especially that of autonomy, having little time to provide effective escort and air supremacy over the British skies. It also found a fitting rival in the Supermarine Spitfire and Hawker Hurricane, which were able to face the Messerschmitt Bf 109 and even were able to overpower it. The radar installations the RAF also played a role in defeating the Bf 109. Moreover, the attrition suffered during the Battle of France took its toll on the Bf 109 that took part in the campaign. As a result, the Luftwaffe – and namely the Bf 109 – was unable to achieve air supremacy and control the skies of Britain, let alone to defeat the RAF, despite the numerical superiority the Luftwaffe had over the RAF (3000 vs. 700 airplanes).
Russia would be a scenario where the fighter would have some redemption, at least in the first stages. As the Soviet Air Force had inferior assets, quality, organization, and training, the Bf 109 achieved an impressive rate of aerial victories (approximately 9200 in total), creating many aces. In addition, the pilots on-board the Bf 109 had already accumulated experience from the previous campaigns – Spain, Poland, Norway, France and England to name a few – while the Bf 109 was comparatively superior to its Soviet-made rivals. However, the superiority in numbers of the Soviet Air Force began to pay its toll on the fighters. It was during this campaign when the fighter was gradually replaced by the more advanced and robust Focke Wulf FW 190 by Summer 1942.
They also took part in the bombing of Malta, with the mission of countering the Spitfires and Fulmar fighters the British managed to sneak onto the island. Although they managed to reduce the losses on the bombers by increasing the attrition of the adversary’s fighters and ground services, the campaign had a considerable cost for the Bf 109 with 400 lost in action. At the same time, the Bf 109 was seeing action in North Africa, achieving air supremacy in the beginning, but facing adverse conditions later on, such as fuel shortages and a superior number of adversaries, alongside attrition imposed by the Luftwaffe’s own organization and training systems.
The Bf 109 also performed as one of the main air defence assets when the Allies began to wage air and bombing campaigns over Germany, targeting mainly the bombers and being benefited by dispersed ammunition and fuel storages all around Germany. The German air industry did not update its models in time or was simply unable to produce fighters enough to tackle the Allies’ air power. As a result, by 1944 the Bf 109 and other fighters were simply unable to counter the Allies’ air campaign. The Bf 109’s career with the Luftwaffe came to an end in 1945, when Germany was defeated.
During and after WWII, the Bf 109 was used by other nations, achieving considerable feats while piloting this aircraft and remaining in service for a long period of time. Finland used the Bf 109 during the Continuation War, claiming a victory ratio of 25:1 and operating with them until 1954. Switzerland received a batch of Bf 109s during the war, using them until 1955. The Bf 109 was donated by Germany and built under license by Spanish air company Hispano Aviacion during and after the war, remaining in service until 1965. Many took part in the film Battle of England. Israel also used Czech-made Bf 109s that fought during the Independence War, scoring 8 victories.
- Bf 109V1 – Powered with a Rolls Royce Kestrel and with a two-blade Härzel propeller, awarding the fighter contest. Unarmed.
- Bf 109V2 – Powered with a Junkers Jumo 210A of 610 hp, armed with two 7.92 machine guns over the engine cowling.
- Bf 109V3 – Similar to the Bf 109V2, becoming the Bf 109B-0
- Bf 109A –The A was powered by a Junkers Jumo 210D 661 hp engine, armed with two 7.92 mm MG 17 machine guns in the engine cowling, with a third added experimentally in the propeller shaft. Many saw action in the Spanish Civil War with the Condor Legion.
- Bf 109B – This constitutes the first series version, delivered on February 1937, featuring a shortened nose cone. Powered by a Junkers Jumo 210D inverted V-12 cylinder of 635 hp, liquid refrigerated and capable of reaching a speed of 467 km/h with two propellers. It was fitted with a variable-pitch propeller. Its armament consisted of two 7.92mm Rheinmetal-Borsig MG 17 machine guns above the engine. They saw action in the Spanish Civil War.
- Bf 109C – The second series version. Powered by a Junkers Jumo 210G 690 hp engine, reaching similar speeds as well. The armament consisted of two 7.92mm MG 17 machine guns with two installed over the engine and two at the wings (thanks to the reinforced wing), having the 20mm MG FF cannon added for the first time on the C-2 at the propeller shaft. They also saw action in the Spanish Civil War.
- Bf 109D – The third series had a Daimler Benz DB 600Aa of 986 hp, being the first series in having this engine as a powerplant, yielding a speed of 516 km/h. however, D-0 and D-1 were powered by a Junkers Jumo 210D engine. It was the standard fighter prior the war. The armament was the same as the C series. Initially transferred to night fighter units, it was assigned to training tasks.
- Bf 109E – The fourth series of the Bf 109, of which more than 4000 units built were built. The E-1 was powered by a Daimler Benz DB 601A-1 of 1075 hp with three propellers, which required movement of the main radiators beneath the wingroots. The E-3 was powered with a Daimler Benz DB 601A of 1100 hp. The E4 had a Daimler Benz DB 601Aa inverted V-12 of 1175 hp, receiving a Daimler Benz BD601N engine later for high especially altitudes. As a result, this series could reach speeds of 560 -570 km/h. The Bf 109E-5 and E-6 were powered by a Daimler Benz 601N of 1200 hp. The E-7 received Daimler Benz DB 601A, DB 601Aa and DB 601N engines. The E-8 had had a Daimler Benz DB 601E of 1350 hp. The armament consisted of four 7.92mm MG 17 machine guns and 4 X 50kg bombs or one 250kg normally on the earlier E variants (E-1 to E-4), the E-2 having the 20mm engine-mounted cannon. The E-4, however lacked the engine gun, armed instead with the two 7.92mm machine guns in the engine cowling and two 20mm guns at the wings. The following Bf 109Es (E-5 to E-9) were normally used as fighter bombers, carrying a 250 kg bomb. The E-5 and E-6 were reconnaissance fighters lacking the 20mm guns and having the cameras behind the cockpit. The E-7 was armed with two 7.92mm MG 17 machine guns on the engine cowling and two 20mm MG FF guns on the wings. The E-8 was armed with 4 X 7.92mm machineguns, while the E-9 had only the two 7.92mm machineguns in the engine cowling, being a reconnaissance fighter. Noteworthy to point out, the E-4 had four important sub-variants: E-4/B with a 250 kg (550 lb) bomb, as it was a fighter bomber; E-4 trop, fitted for tropical service; the E-4/N with the Daimler Benz 601N engine; and the E-4/BN, with the 250 kg (550 lb) bomb and the same engine as of the E-4/N. The E-7 also had as remarkable sub-variants: E-7/Trop, fitted for service in the tropics; E-7/U2, fitted for ground attack and with more armour; and the E-7/Z, with nitrous oxide injection system.
- Bf 109F – The F series were powered by the Daimler Benz DB 601N of 1159 hp (F-1 and F-2), and a DB601E of 1300 hp (F-3 and F-4), with the F-3 reaching speeds of 620 km/h. The F-1 was armed with two 7.92 mm MG 17 machineguns and a slow firing 20mm gun firing through the nose and propeller cone. The F-2 as armed with rapid firing two 15mm MG 151s and a 20mm MG FF at the nose. The F-3 was powered with a Daimler Benz DB 601E of 1350 hp, with a rapid firing 20mm gun of and enhanced armour. The F-4 was armed with two 13mm MG 151, a 20mm MG FF, and 15mm MG 151s each on pods under the wing, featuring enhanced armour. The F-5 was lacking the 20mm gun, as it was a reconnaissance fighter. The F-6 had the same mission while having no weapons whatsoever, but reportedly never came to service. The F series normally featured a drop air fuel tank. It was the most advanced in terms of manoeuvrability and aerodynamics.
- The F-4 had two important sub-variants: F-4/R1, armed with two 20mm MG 151 cannons in underwing gondolas; F-4/Z with a GM-1 boost. There was also a F-4 trop, fitted for service in the tropics.
- Bf 109G – The most important version with 23,500 fighters built by the end of the war. It was powered by a Daimler Benz DB 605A-1 of 1475 hp, a Daimler Benz DB 605D of 1800 hp with a MW50 injection. It could reach speeds of 469 km/h to 690 km/h. The armament consisted of two 7.92mm MG 17 or two 13mm MG 131 over the engine cowling and a 15mm MG 151 on the G-1 series. The G-2 was powered by the same engine and a similar armament, except that it was armed with the 20mm MG FF cannon. The G-3 and G-4 had the same powerplant anda different radio, the G-3 also having a pressurized cockpit. The G-5 (pressurized fighter) and G-6 were armed with a 20 or 30mm MK 108 at the nose cone, two 15mm MG 151 in the wings. They had a rudder made out of wood. The G-8 was a reconnaissance fighter, the G-10 powered with a Daimler Benz DB 605D of 1850 hp, the G-12 a training version with double controls, two-seat with a tandem cockpit, and the G-15 and G-16, which were enhanced versions of the G-6 and the G-14 respectively. The G-14 was a version armed a 20 mm MG 151 cannon, and two 13 mm MG 131 machineguns, capable of receiving two extra underwing 20mm MG 151 cannons or rocket launcher tubes. Of the G series, many were armed with two 210mm rocket launchpads under the wings or bombs.
- The G-1 had the G-1/R2 and G-1/U2 sub-variants, a reconnaissance fighter and a high altitude fighter, respectively.
- The G-2 had the G-2/R1 (A long-range fighter-bomber with a 500 kg [1100 lb] bomb), the G-2/R2 (reconnaissance fighter), and the G-2 trop (for the tropics). The G-4 also had the G-2/R2 (reconnaissance), G-2/R3 (long range reconnaissance fighter), G4 trop (tropicalized), G-4/U3 (reconnaissance) and G-4y (command fighter).
- The G-5 had the G-5/U2 (high altitude fighter with a GM-1 boost), G-5/U2/R2 (high altitude reconnaissance fighter with the GM-1 boost), G-5/AS (high altitude fighter with a Daimler Benz DB 605AS engine, and G-5y (command fighter) sub-variants. The G-6 had, in turn, the G-6/R2 (reconnaissance fighter), G-6/R-3 high-altitude reconnaissance fighter with GM-1 boost), G-6 trop (tropicalized), G-6/U2 (with a GM-1 boost), G-6/U3 (reconnaissance fighter), G-6/U4 (light fighter with a 30mm cannon at the propeller shaft), G-6y (command fighter), G-6/AS (high-altitude fighter with Daimler Benz DB 605AS engine), G-6/ASy (high-altitude command fighter), G-6N (night fighter with two underwing 20mm MG 151 cannons), and G-6/4U N (night fighter with a 30mm cannon at the propeller shaft) sub-variants.
- The G-10 and G-14 each has also their own sub-variants. The G-10 had the G-10/R2 (reconnaissance), G-10/R6 (bad-weather fighter with a PKS 12 autopilot) and G-10/U4 (with a 30 mm cannon in the engine) sub-variants. The G-14 had the G-14/AS (High altitude with a Daimler Benz DB 605ASM engine), G-14/ASy (high-altitude command fighter), G-14y (command fighter), and G-14/U4 (with a 30mm engine-mounted cannon).
- Bf 109H –This version was powered with a Daimler Benz DB 601E and DB 605A, reaching speeds of 620 km/h. Discarded after operational problems.
- Bf 109K – Powered with a Daimler Benz DB 605 ACM/DCM of 1550 hp stabilized at 2000 hp with a MW 50 injection. The armament consisted of two 15mm MG 151 on the engine cowling, and a 30 mm MK 108 or 103 cannon. Many were armed with two 210mm rocket launchpads under the wings or bombs. Other proposed versions never came to service.
- Bf 109T – Attempted version for use in aircraft carrier, made out from modified existing versions and equipped with a tail-hook and catapult-devices, increased ailerons, slats and flaps. The armament consisted of two 7.92 machine guns mounted above the engine and two 20mm guns in the wings. Never operated in the carrier, and were reassigned to training missions.
- Bf 109X – Experimental aircraft.
The Bf 109 was also built in other countries, such as Romania, Spain, Switzerland, and Czechoslovakia, having different powerplants and armament.
- S-199 – Built by Avia for the Czech and Israeli air forces and powered by a Junkers Jumo 21 1F of 1350 hp and armed with two 13mm MG 131 machine guns on the engine cowling and two 20mm MG 151 machineguns under the wings.
The Spanish Series
- HA-1109 and HA-1112 Buchon – The Spanish made versions of the Bf 109. The HA-1109 (also denominated HS-1109-J1L) was powered by a Hispano-Suiza 12Z-89 V-12 of 1300 hp engine, armed with two 12,7mm machineguns at the wings or 20mm Hispano 404 guns. The HA-1109-K1 had a De Havilland Hydromatic propeller, armed with two 20mm cannons and underwing rockets, followed by the HA-1109-K1L. The HA-1112-K1L seemingly featured a three-bladed propeller, powered by a Rolls Royce Merlin engine.
- HA-1112-M1L Buchon – Powered with a Rolls Royce Merlin 500-45 of 1400 hp engine.
- Germany – The main builder and user of the Bf 109, being its standard fighter up to 1942, when the Focke Wulf began to steadily replace it as main fighter of the Luftwaffe, mainly in the Russian Front. It served in basically all of the German campaigns during the war, as well as in the defence of Germany against the Allied incursions and the Spanish Civil War. Many famous German aces, such as Werner Mölders, Adolf Galland, and others fought with the Bf 109, scoring most of their victories. Its most excruciating test was at the Battle of Britain, where its limitations became evident, thus being unable to fully control the skies over Britain. On the Russian Front, it scored the largest amount of air and land kills against their Soviet counterparts.
- Finland – The Scandinavian nation operated 159 Bf 109s after it ordered initially 162 fighters: 48 G – 2s, 11 G-6s and 3 G-8s). Three were destroyed en-route. They were used during the Continuation War, achieving notable feats. The Bf 109s were intended to replace the Fokker D.XXI, Brewster Buffalo and Morane MS-406 fighter Finland had inthose days. Remained in service until 1954.
- Switzerland – The Swiss Air Force operated 10 D-1s, 83 E-3a variants, 2 F-4s and 14 G-6s, using them to safeguard its neutrality and to fight off many German and Allied airplanes that violated the Swiss air space.
- Spain – Spain operated D-1s, E-3s, 15 F-4s and possibly B versions of the Bf – 109. A Spanish volunteer detachment – Escuadrilla Azul – operated in Russia in assistance to Germany and operating under German units and command, using E-4, E-7, E-7/B, F-2, F-4, G-4 and G-6 variants. The Hispano Aviacion HA-1112 is the Spanish-built version of the Messerschmitt Bf 109. In service after the war until the mid-Sixties, many Spanish Bf 109s were featured in some WWII movies, such as The Battle of England.
- Israel – The recently formed Israel Air Force operated the Avia-built version of the Messerschmitt Bf 109, as it bought some fighters from Czech Republic. Operated during the Independence War, it scored 8 kills.
- Italy – By 1943, a considerable amount of Bf 109s were operated by the Regia Aeronautica, while the established Italian Social Republic after the fall of the fascist government operated 300 G-6s, G-10s, G-14s, 2 G-12s, and three K-4s.
- Bulgaria – Being an ally of Germany, it received 19 E-3s and 145 fighters of the G-2, G-6 and G-10 versions were operated by the Bulgarian Air Force.
- Romania – The Royal Romanian Air Force operated with 50 E-3s and E-4s, 19 E-7s, 2 F-2s, and 5 F-4s. In addition, it operated with around 235 G-2s, G-4s, G-6s, G-8s and 75 locally built IAR 109-6as. The Bf 109 were used after the war until 1953.
- Hungary – Being an ally of Germany, the Royal Hungarian Air Force co-operated with the Luftwaffe using around 500 Bf 109Gs.
- Croatia – The Independent State of Croatia operated with 50 Bf 109s of the E-4, F-2, G-2, G-6, G-10 and K versions. Initially operating on the Eastern Front, they were re-deployed to defend their national territory against allied fighters.
- Czechoslovakia – Operated license-built Avia S-99/S-199. 603 were built and after the war, the Junkers Jumo 211F engine was used as powerplant. Reportedly, the Czechoslovakian made versions had a tendency to suffer accidents while landing.
- Slovak Republic – Two air forces within the nation operated with the Bf 109: The Slovak Air Force, loyal to the Axis, operated 16 E-3s, 14 E-7s, and 30 G-6s. The Slovak Insurgent Air Force, loyal to the Allies, operated 3 G-6s.
- Yugoslavia – The Royal Serbian Air Force operated 73 E-3s, and the post-war Yugoslav Air Force operated many Bf 109s that belonged to the Independent State of Croatia and Bulgaria.
- Japan – 5 E-7 were purchased in 1941, used mainly for trials and tests.
- United States – Some captured Bf 109 served with the US.
- United Kingdom – Some captured Bf 109s operated with the RAF.
- Soviet Union – Bf 109s that were captured operated with the Soviet Air Force.
Specifications (Bf 109 G-6)
|Wingspan||9,92 m / 32 ft 6 in|
|Length||8,95 m / 29 ft 7 in|
|Height||2,60 m / 8 ft 2 in|
|Wing Area||16,05 m² / 173,3 ft²|
|Propeller Diameter||3 m/ 9 ft 10 in|
|Engine||1 Daimler Benz DB 605A-1 liquid-cooled inverted V-12 of 1,455 hp|
|Maximum Take-Off Weight||3400 Kg / 7,495 lb|
|Empty Weight||2247 kg / 5,893 lb|
|Loaded Weight||3148 kg / 6,940 lb|
|Climb Rate||17 m/s ; 3,345 ft/min|
|Maximum Speed||640 km/h / 398 mph|
|Range||850 Km / 528 miles; 1000 Km / 621 miles with a droptank|
|Maximum Service Ceiling||12000 m /39,370 ft|
Berger, R (Ed.). Aviones [Flugzeuge, Vicenç Prat, trans.]. Colonia, Alemania: Naumann & Göbel Verlagsgessellschaft mbH., Braas, N., & Bradic, S. (n.d.). Profile: Messerschmitt Bf 109G. LET LET LET Warplanes., Cau, P. (2011). Batallas del Mundo. [Battaglie, Maria Pilar Queralt, trans.]. Madrid, Spain: Editorial Tikal (Original work published in 2006)., Chant, C (2001). Aviones de la Segunda Guerra Mundial [Aircraft of World War II, Fabian Remo Tamayo & Fernando Tamayo, trans.]. Madrid, Spain: Editorial LIBSA (Original work published in 2001)., Chant, C. (1999). La Maquinaria de Guerra Nazi. [The Nazi War Machine, Macarena Rojo Gonzalez, trans.]. Madrid, Spain: Editorial Agata (Original work published in 1996)., Donald. D. (2009). Aviones Militares, Guia Visual [Military Aircraft. Visual Guide, Seconsat, trans.]. Madrid, Spain: Editorial Libsa (Original work published in 2008)., Elting, J. R., vonLuttichau, C. V. P., & Murray, W. (1996a). El Tercer Reich, Guerra Relampago, (11-1). [Lighting War, Domingo Santos, trans.]. Madrid, Spain: Editorial Rombo (Original work published in 1978)., Elting, J. R., vonLuttichau, C. V. P., & Murray, W. (1996b). El Tercer Reich, Guerra Relampago, (11-2). [Lighting War, Domingo Santos, trans.]. Madrid, Spain: Editorial Rombo (Original work published in 1978)., Feltus, P. (n.d.). World War II Begins. US Centennial of flight Commission., Gibelli, N. J. (1972). La Ciudadela del Mediterraneo. In La Segunda Guerra Mundial (Vol.2. pp. 101–120). Buenos Aires, Argentina: Editorial Codex., Gunston, B. (1995). Guía Ilustrada de los Cazas y Aviones de Ataque Aliados de la Segunda Guerra Mundial (V). [An Illustrated Guide to Allied Fighters of World War II, Gearco, trans.]. Barcelona, Spain: Ediciones Folio (Original work published in 1981)., Hannah, M., & Brown, E. (1999). Flying the Bf 109: Two experts give their reports. Flight Journal (Dec. 1999)., Hawks, C. (2014). The Messerschmitt Bf 109. Chuck Hawks., MacDonald, J. (1993). Grandes Batallas de la II Guerra Mundial (pp. 20-31) [Great Battles of world War II, Luis Ogg, trans.]. Barcelona, Spain, Edicioned Folio (Original worlk published in 1993)., Murawski, M. J. (2016). Messerschmitt Bf 109 C/D in the Polish Campaig 1939. Kagero., Murray, W. & Millet, A. R (2005). La guerra que había que ganar [A War to be Won, Critica S.L, trans.]. Barcelona, Spain: Critica. (Original work published in 1998)., Musciano, W.A. (2006). Spanish Civil War: German Condor Legion’s Tactical Air Power. Historynet., Ralby, A. (2013). Atlas of Military History: from Antiquity to the Present Day. Bath, UK: Parragon Books., Rickard, J. (26 March 2007). Messerschmitt Bf 109F (“Friedrick”). History of War., Sundin, C. (2016). Messerchmitt Bf 109 E-7. Luftwaffe in profile., Tillman, B. (TBA). Luftwaffe’s Bf 109E “Emil”: The Battle of Britain Messerschmitt Menace. Flight Journal, 50-53., Messerschmitt Bf 109. (2016, October 19). In Wikipedia, The Free Encyclopedia., Messerschmitt Bf 109 variants. (2016, October 13). In Wikipedia, The Free Encyclopedia. Images: Bf-109 Underside Flight by Tony Cyphert / CC BY-BC-ND 2.0, Bf-109 Crashed Exhibit by Secret Pilgrim / CC BY-SA 2.0, Bf-109 Hispano Built by Alan Wilson / CC BY-SA 2.0, Bf109 Straight On by Geoff Collins / CC BY-BC-ND 2.0, Bf109 Engine Bay by Roland Turner / CC BY-SA 2.0, Profiles by B. Huber / CC BY-SA 2.0 | aerospace |
https://parazero.com/safeair-for-phantom-4/ | 2024-03-02T21:10:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475897.53/warc/CC-MAIN-20240302184020-20240302214020-00215.warc.gz | 0.913695 | 152 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__75401394 | en | Powered by the world leader in drone safety systems
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In the coming weeks you will receive an email with additional information, including where and when to purchase the system.
First orders will be processed during the month of December. | aerospace |
https://www.birmingham365.org/print/event/14336/ | 2022-05-23T17:41:27 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662560022.71/warc/CC-MAIN-20220523163515-20220523193515-00021.warc.gz | 0.91362 | 209 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__166014035 | en | Journey through the early days of aviation from Orville and Wilbur Wright, the wild barnstorming days with Glenn Messer and Bessie Coleman, and legendary aviation firsts of Charles Lindbergh and Amelia Earhart. The gallery will feature aircraft, transportation vehicles and memorabilia from 1910 through WWI and into the late 1920s.
The Southern Museum of Flight Is one of the largest aviation museums in the Southeast, is dedicated to presenting civilian, military, and experimental aircraft and memorabilia from the earliest history of powered flight.
The 75,000 square foot facility houses over 100 aircraft, as well as engines, models, artifacts, photographs, and paintings. In addition, the Southern Museum of Flight is home to the Alabama Aviation Hall of Fame with over 70 biographical plaques presenting Alabama aviation history through collective biography
Free for Active Military & Military Families and Kids Three and Under | aerospace |
https://www.thepigeonexpress.com/woman-passenger-fakes-illness-to-get-bigger-seat-on-plane-but-her-plan-backfired/ | 2023-02-03T00:47:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500041.2/warc/CC-MAIN-20230202232251-20230203022251-00011.warc.gz | 0.979235 | 314 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__148800106 | en | A woman who pretended to have health issues during a flight in order to get a bigger seat caused forced the pilot to make an emergency diversion.
The unnamed woman passenger was was flying from Pensacola in Florida to Miami on American Eagle flight 3508 when she claimed to have trouble breathing.
However, the plan quickly backfired, as the pilot took the decision to declare an inflight emergency and turn the flight back around to land at Pensacola.
The entire aircraft had to evacuate after the woman refused to get off, but eventually authorities convinced her to deplane.
She later admitted she had made up the medical problem to get a bigger seat.
“On Friday 29 November, American Eagle flight 3508 returned to Pensacola due to a passenger who requested medical assistance,” American Airlines said in a statement.
“The flight took off at 5.43am and landed back at Pensacola at 6.26am and taxied to the gate. All passengers deplaned normally at the gate through the main boarding door and onto the jet bridge.
“The passenger was subsequently removed by law enforcement and medical personnel, and the flight took off again at 7.41am.”
The woman passenger is currently being held in custody under Florida’s Baker Act, which allows people with mental illnesses to be held involuntarily for up to 72 hours if it’s believed they’re at risk of suffering from neglect or of harming themselves or others.
No charges have yet been filed. | aerospace |
https://www.yakimaherald.com/news/local/central-washington-university-to-operate-student-flights-in-yakima/article_6d5ad608-02f7-5481-b8bf-9e725e6bc9a7.html | 2019-11-22T03:38:54 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496671106.83/warc/CC-MAIN-20191122014756-20191122042756-00193.warc.gz | 0.950029 | 507 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__36994000 | en | Central Washington University’s aviation program will temporarily run flights at Yakima Air Terminal’s McAllister Field, starting Saturday, June 29,officials confirmed Friday.
CWU was in the process of moving two to three aircraft to Yakima on Friday night, Yakima Air Terminal director Rob Peterson said.
Aviation students will use the aircraft to complete flights required at the end of their training.
The move comes after CWU aviation officials identified a potential safety risk during a check of one of the school’s airplanes earlier this month at Bowers Field, home of CWU’s aviation program. That prompted an investigation by the Kittitas County Sheriff’s Office.
During the preflight check, damage was found in the propeller that appeared to be a bullet fragment, said CWU Vice President for Public Affairs Kremiere Jackson.
“We’re focused on moving this portion of the program due to an abundance of safety precautionary measures for our students and faculty,” Jackson said.
The Kittitas County Sheriff’s Office sent a scraping of the damaged surface to the Washington State Patrol crime lab to determine the object that struck the propeller. The Federal Aviation Administration also is investigating the incident.
Jackson said she could not confirm whether other parts of the aviation program would end up in Yakima. “It’s an ongoing conversation,” she said.
The flights, however, will be done in Yakima until further notice, Jackson said. “Until we feel it’s safe, that (part of) the program will be there.”
Peterson said several regulations must be met if CWU wants to relocate other aspects of its flight school to the Yakima airport.
For one, CWU would have to get approval from the Flight Standards District Office, a part of the Federal Aviation Administration, to conduct any long-term operations outside Ellensburg, he said.
The flight school also is required to do a certain amount of maintenance on its planes, and all of the school’s maintenance operations are in Ellensburg.
“A lot of things are up in the air,” Peterson said.
CWU’s aviation program is the only fully accredited public university aviation program in the Pacific Northwest, and the school acquired five Piper Archer aircraft for students in late 2017. Central had previously considered the possibility of moving some flight operations to Yakima. | aerospace |
https://da.diyvehiclerepair.com/article/what_other_jobs_did_the_montgolfier_brothers_have | 2023-09-30T23:40:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510730.6/warc/CC-MAIN-20230930213821-20231001003821-00633.warc.gz | 0.93638 | 1,155 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__64746304 | en | - Who did the Montgolfier brothers work for?
- What business was the Montgolfier brothers in?
- What did the Montgolfier brothers do?
- What do the Montgolfier brothers have to do with the atmosphere?
- How did the Montgolfier balloon work?
- What is the meaning of Montgolfier?
- Did the Montgolfier brothers fly the first hot air balloon?
- What did the Montgolfier brothers invent in 1782?
- What idea do you think Joseph Montgolfier must have got?
- What education did the Montgolfier brothers have?
- How did the Montgolfier brothers make the hot air balloon?
- How high can a hot air balloon fly?
- How hot is a hot air balloon?
Who did the Montgolfier brothers work for?
The French government was by now supporting the brothers' experiments with their montgolfiers, as they called the balloons. In November 1783, one of the balloons was launched with two pilots, Jean-François Pilâtre de Rozier and François Laurent, Marquis d'Arlandes, marking the first manned hot-air balloon flight.
What business was the Montgolfier brothers in?
Unsourced material may be challenged and removed. The Montgolfier brothers – Joseph-Michel Montgolfier (26 August 1740 – 26 June 1810) and Jacques-Étienne Montgolfier (6 January 1745 – 2 August 1799) – were aviation pioneers, balloonists and paper manufacturers from the commune Annonay in Ardèche, France.
What did the Montgolfier brothers do?
French brothers Joseph-Michel Montgolfier (1740 – 1810) and Jacques-Étienne Montgolfier (1745 – 1799) were the inventors of the first practical hot air balloon. After 25 minutes, the balloon landed outside the city ramparts on the Butte-aux-Cailles. ...
What do the Montgolfier brothers have to do with the atmosphere?
Montgolfier Brothers, namely Joseph-Michel Montgolfier (1740 - 1810) and Jacques-Étienne Montgolfier (1745 - 1799) were the inventors of the first hot air balloon that safely carried people into the sky and back to earth.
How did the Montgolfier balloon work?
At the time, the Montgolfiers believed they had discovered a new gas (which they called Montgolfier gas) that was lighter than air and caused the inflated balloons to rise, according to the Canadian Broadcast Corp. In reality, the gas was merely air, which became more buoyant as it was heated.
What is the meaning of Montgolfier?
noun, plural mont·gol·fi·ers [mont-gol-fee-erz; French mawn-gawl-fyey]. a balloon raised by air heated from a fire in the lower part.
Did the Montgolfier brothers fly the first hot air balloon?
The first hot air balloon flight 19 September 1783. The first 'aerostatic' flight in history was an experiment carried out by the Montgolfier brothers at Versailles in 1783. At long last, man could leave the surface of the earth below. 19 September 1783 is a key date in the history of humanity.
What did the Montgolfier brothers invent in 1782?
Take this quiz to find out! In 1782 they discovered that heated air, when collected inside a large lightweight paper or fabric bag, caused the bag to rise into the air. The Montgolfiers made the first public demonstration of this discovery on June 4, 1783, at the marketplace in Annonay.
What idea do you think Joseph Montgolfier must have got?
Joseph Montgolfer got the idea of a hot air balloon in the year 1783. Joseph and Etienne Montgolfier were brothers who had invented the hot air balloon in their style. In the year 1782, when packed inside a large lightweight paper or cloth bag, they found that warm air caused the bag to rise up into the air.
What education did the Montgolfier brothers have?
Both Montgolfier brothers were born at Annonay, Joseph in 1740, Étienne on Jan. 7, 1745. Their father owned a large paper mill and gave them a good education. Joseph was placed in a private school, but he left to start a chemical business by himself.
How did the Montgolfier brothers make the hot air balloon?
Human flight began with the Montgolfier brothers' first flights over Paris in 1783. They impressed the French King Louis XVI and America's Benjamin Franklin. The Montgolfiers made their balloon from paper and cotton, and heated the air by burning straw.
How high can a hot air balloon fly?
What is the maximum height a hot air balloon can reach? If you want to be exact, it is 68,986 feet or 21027 metres above sea level.
How hot is a hot air balloon?
For typical atmospheric conditions (20 °C or 68 °F), a hot air balloon heated to 99 °C (210 °F) requires about 3.91 m3 of envelope volume to lift 1 kilogram (equivalently, 62.5 cu ft/lb). | aerospace |
http://mysteriousall.com/2010/03/fantastic-paper-airplanes.html | 2018-12-15T16:45:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826892.78/warc/CC-MAIN-20181215152912-20181215174912-00335.warc.gz | 0.972795 | 702 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__199513462 | en | Love – the feeling of flight … As children we first began to fold paper airplanes at the school, and then a wave of his hands to run it in free flight in the class in class … Then we took another paper airplane in order to torment our teachers in the classroom.
In fact, we hope to have this on the radio control airplanes, which were the embodiment of our deepest desires..
Then we grew up, consulted and decided that it is possible to create not only a paper airplane and try to construct a model paper craft for that. to show an enthusiastic classmates and parents stunts, “such as loops and much more.
First flight of items of paper, which is likely kites that were flown in China over 2000 years ago. The first mention of the paper airplanes in the U.S., when Jack Northrop used paper airplane gliders in the early 1930’s to assist in the development of the wings for some of the early airplanes.
Nevertheless, there were many experiments with aircraft in Europe before the Wright brothers flew their Flyer in 1903. Paper Airplane models were used in early 1900 as a general method to study flight characteristics of the wing.
DeVinci mentioned in his writings, to build a model airplane out of parchment. Later, the English engineer George Knightly identified four aerodynamic forces of flight – lift, drag, weight and traction, and often called the father of aerodynamics. He lived from 1773 to 1857, and also developed the first successful glider to carry a man to be on top.
Which brings us to the inventor of paper planes White wings Dr. Y. Ninomiya. At the first International Paper Airplane Competition in San Francisco in 1967, his aircraft White wings paper won first place as the distance and flight time in the air.
This led to the development of the heritage series White wings airframes paper and the reputation of the best paper airplanes in the world.
Paper airplanes were everywhere when I was a child, and the age of flight exploration was in full swing. Paper model aircraft flying around the classroom, down the corridors of the school, and many papers airframe can be seen around our house.
Today, a paper airplane models are an excellent gift for children. These paper airplanes for kids to teach them coordination, patience, aerodynamics and flight characteristics.
Later, the children found rubber bands, which were first used to bundle newspapers and letters together, but were great launchers for paper gliders. Using a paper clip on the nose, pulled out a rubber band way back, and you could start a model paper airplane that could fly long distances or perform aerobatics.
Toy manufacturers quickly discovered that they can develop a rubber band powered airplanes of paper, and then model airplanes made of foam with screws powered by a strong rubber bands. This airplane kits rubber band became very popular, and we offer a wide choice of aircraft tires on this site.
With the invention of foam was possible to make foam airplanes, as well as the use of foam rubber to build a group of aircraft as well. Unique projects, like a spaceship, Blue Angels F/A-18 Hornet, and much more became possible, exciting young people of all ages and teaching of fine art model airplanes settings for maximum efficiency.
Another great way for children to learn about paper airplanes is to get a book full of different models of aircraft to do. Again, you can find a large selection of aircraft. | aerospace |
https://avitechhub.com/future-of-aviation-technology-innovations/ | 2024-04-21T10:51:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817765.59/warc/CC-MAIN-20240421101951-20240421131951-00079.warc.gz | 0.894795 | 5,006 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__139721626 | en | Aviation is a domain where innovation knows no bounds. It embarks on a transformative journey with the help of technology. As we dive deep into the historical roots of flight, from the pioneering moments of the Wright brothers to the present, we witness the evolution of aviation technology that has shaped how we fly in the skies and how pilots operate. This introduction sets the stage for exploring the future of aviation technology, where advancements in propulsion technologies promise a paradigm shift in the essence of air travel, benefiting airlines and sustainable development.
The Transformative Journey of Aviation Technology
This article will show aviation’s technological marvels, showcasing how advancements in navigation, materials, and automation have elevated the industry to new heights. From AI-driven aviation solutions to eco-friendly propulsion systems, we navigate the present landscape, offering a comprehensive understanding of the state-of-the-art innovations propelling modern air travel.
A Glimpse into the Future of Aviation
A glimpse into aviation’s future depicts an exciting trajectory where urban air mobility, sustainable aviation, and ground-breaking designs redefine the fabric of our journeys in the sky. Let us look into the future, where the fusion of imagination and technology promises to shape a new era in aviation, offering passengers an unparalleled experience above the clouds.
From Wright to Warp: Evolution of Flight
In the archives of aviation history, the Wright brothers’ historic flight stands as a monumental testament to human ingenuity. In 1903, Orville and Wilbur Wright achieved what was once thought impossible—the first powered, controlled, and sustained flight in Kitty Hawk, North Carolina. Their pioneering aircraft, the Wright Flyer, soared into the skies for 12 seconds, forever altering the course of human transportation. This historic moment marked the genesis of modern aviation, setting the stage for an unprecedented evolution in flight technology.
The Wright Brothers’ Historic Flight
As aviation progressed from its humble beginnings, milestones in propulsion became the engine driving its transformative journey. The Wright brothers paved the way for aerodynamics and aircraft design advancements with their meticulous approach. Subsequent breakthroughs in aviation propulsion, from the introduction of jet engines to the era of supersonic flight, unfolded as chapters in the ongoing saga of technological innovation. These milestones boosted the aviation industry forward, enabling faster, more efficient, and revolutionary modes of air travel.
Milestones in Aviation Propulsion
The evolution of flight, from the Wright brothers’ wooden biplane to the era of warp-speed travel, is a testament to the relentless pursuit of progress in aviation technology. The historic flight at Kitty Hawk marked not just the beginning but the catalyst for an unending journey into the skies, where each pioneering moment and propulsion milestone propelled humanity toward the next frontier of flight.
Current Technological Marvels
Technological advancements beyond conventional aircraft have revolutionized the aviation industry. The seamless integration of cutting-edge navigation, communication, and materials technologies has propelled the sector to unprecedented heights, transforming the skies and revolutionizing air travel experiences.
Advancements in Navigation and Communication
Advancements in navigation and communication have become the cornerstone of a seamless and efficient air travel experience. Leading-edge navigation systems, guided by satellite precision, have redefined flight paths, ensuring safety and precision in every journey. Additionally, communication technologies have evolved to connect aircraft, ground control, and passengers seamlessly, fostering a connected ecosystem that enhances modern air travel’s overall efficiency and safety.
Materials Shaping Modern Aircraft
The materials of modern aircraft have undergone a revolutionary transformation from the confines of conventional designs. Lightweight and robust composite materials have taken center stage, replacing traditional metals in aircraft construction. These materials contribute to fuel efficiency and enhance the structural integrity of aircraft. From carbon fiber-reinforced composites to advanced alloys, the evolution of materials has ushered in an era where aircraft are not just vehicles but feats of engineering inventiveness designed for optimal performance and durability.
AI Takes Flight with Automation
Integrating AI in aviation has brought a transformative evolution. As AI takes flight, its role extends far beyond mere automation. Airlines and aviation authorities are harnessing the power of AI to analyze vast amounts of data, from flight recordings to safety reports, identifying potential safety issues and optimizing flight operations. This technological leap is propelling the future of the aviation industry into an era of enhanced safety, efficiency, and the potential for more autonomous flight operations.
Harnessing Artificial Intelligence in Aviation
The harnessing of artificial intelligence in aviation is not confined to the cockpit alone. AI is streamlining routes and improving the overall customer experience. Its impact on safety and efficiency is palpable, as advanced AI systems bridge intelligent automation with human judgment. This collaboration holds immense potential to advance the reliability of flight operations, ensuring a harmonious partnership between technological precision and human expertise.
Automation’s Impact on Safety and Efficiency
Automation’s profound impact on safety and efficiency is a testament to the symbiotic relationship between technology and aviation. AI’s ability to process, analyze, and adapt in real-time is reshaping how we navigate the skies, offering a captivating glimpse into a future where innovation ensures safer skies and a more seamless and efficient journey for passengers worldwide.
Urban Air Mobility: The Future is Now
The era of Urban Air Mobility (UAM) has dawned, promising a revolutionary shift in the way we navigate our cities. As congestion on the ground reaches unprecedented levels, the skies are becoming a new frontier for transportation. UAM represents a paradigm shift, unlocking the potential for quicker, more efficient travel within urban landscapes. This transformative concept envisions a seamless integration of aerial mobility into our daily lives, and the future is closer than we think.
Concept of Urban Air Mobility
The concept of Urban Air Mobility is a fusion of innovation and necessity. As cities expand and traffic congestion rises, the need for alternative transportation solutions becomes paramount. UAM addresses these challenges by leveraging cutting-edge technologies, including eVTOL aircraft, to provide on-demand aerial transportation. This exploration of UAM signifies a departure from conventional modes of travel, paving the way for a future where the skies above our cities are as accessible and interconnected as the streets below.
Sky Taxis and Beyond
Sky Taxis, the heart of Urban Air Mobility, are futuristic vehicles designed for vertical takeoff and landing (VTOL). This electric vertical takeoff and landing (eVTOL) aircraft are more than just a mode of transportation; they are the future of urban living. By exploring the concept of UAM, we open doors to possibilities beyond traditional commuting. These aerial vehicles have the potential to redefine the way we connect, commute, and experience our cities, offering a dynamic and efficient solution to modern urban challenges.
In pursuing greener aviation, the industry is making strides towards Sustainable Skies. One of this movement’s key drivers is exploring eco-friendly propulsion methods. The aviation sector increasingly focuses on minimizing its environmental footprint, recognizing the urgent need for sustainable practices. Sustainable Skies symbolize a commitment to responsible aviation, fostering innovation in propulsion technologies that aim to reduce the industry’s impact on the planet.
Electric propulsion stands out as a beacon of hope for achieving eco-friendly aviation. With advancements in electric aircraft propulsion, the industry is witnessing a transformative shift. Electric propulsion promises enhanced energy efficiency and significantly reduces carbon emissions. This technology represents a paradigm shift, offering a cleaner and quieter alternative to traditional aircraft engines. As the aviation landscape embraces the potential of electric propulsion, it paves the way for a more sustainable future above the clouds.
Biofuels and Sustainable Aviation Practices
Amid the push for eco-friendly aviation, biofuels emerge as a promising component of Sustainable Skies. The utilization of biofuels in aircraft holds the potential to decrease carbon emissions substantially. Biofuels offer a renewable and environmentally friendly alternative to conventional aviation fuels by tapping into sustainable sources such as algae or waste. Integrating biofuels into sustainable aviation practices is crucial to achieving a harmonious balance between air travel and environmental preservation.
In the realm of aviation, Digital Transformation is reshaping the landscape. This evolution encompasses various facets, but a pivotal focus lies in digitizing aviation operations. Integrating advanced technologies from flight planning to ground services optimizes processes, enhances safety, and provides a seamless experience. The Digital Transformation is not merely a modernization effort; it’s a strategic shift towards a more connected, intelligent, and responsive aviation ecosystem.
Cloud Technologies in Aviation
Cloud Technologies is at the heart of the Digital Transformation in aviation, a catalyst for the industry’s metamorphosis. Cloud solutions offer scalability, flexibility, and real-time collaboration, revolutionizing how information is stored and accessed. The aviation sector is leveraging cloud platforms to centralize data, enabling stakeholders to access critical information anytime, anywhere. This shift not only streamlines operations but also fosters collaboration, ensuring that all elements of the aviation network work in harmony.
Digitization of Aviation Operations
The Digitization of aviation operations goes beyond the surface, delving into the intricacies of data-driven decision-making and predictive maintenance. By harnessing big data analytics, airlines can optimize routes, reduce fuel consumption, and enhance operational efficiency. Predictive maintenance, a hallmark of this digital evolution, allows for proactive identification and resolution of potential issues, minimizing downtime and ensuring aircraft are in optimal condition. This holistic approach to Digitization propels aviation into a future where precision, safety, and sustainability converge seamlessly.
Innovations in Aircraft Design
The aviation landscape transforms with radical design innovations propelling aircraft engineering beyond conventional boundaries. At the forefront of this evolution are morphing wings and adaptive designs, marking a paradigm shift in how we perceive and engineer flying machines. Inspired by nature’s adaptability, morphing wings allow aircraft to alter their wing shape during flight, optimizing aerodynamics for different conditions. This ground-breaking technology is poised to redefine the efficiency and agility of future aircraft.
Radical Design Innovations
The era of conventional aircraft design is giving way to a new frontier characterized by radical innovations. Morphing wings, a standout among these advancements, enhance fuel efficiency and revolutionize aerodynamics. The ability of an aircraft to dynamically adjust its wing configuration in response to varying flight conditions ensures optimal performance, reducing drag and improving overall fuel consumption. This departure from traditional fixed-wing designs signifies a bold leap into a future where adaptability is a cornerstone of aviation excellence.
Impact on Fuel Efficiency and Aerodynamics
Morphing wing innovations address the inherent challenges of fixed-wing configurations by providing a dynamic solution to optimize lift and reduce drag. The result is a more streamlined and fuel-efficient aircraft that adapts seamlessly to the complexities of the skies. As the aviation industry embraces these transformative technologies, the journey towards sustainable, eco-friendly, and high-performance flight takes a decisive leap forward.
Passenger-Centric Technological Solutions
Passenger-centric technological solutions play a pivotal role in this transformation. Biometric boarding has emerged as a game-changer. This enhances security measures and streamlines the passenger journey, reducing queues and minimizing travel stress. In the pursuit of passenger satisfaction, passenger cabins have been advanced. Now, you won’t lose connectivity at 30,000 feet altitude.
The role of IoT in airport operations
In the era of smart airports, passenger-centric technological solutions are redefining the standards of convenience and efficiency. With its seamless check-ins, biometric boarding exemplifies the commitment to a frictionless travel experience. Incorporating the Internet of Things (IoT) in airport operations further amplifies this commitment. From intelligent baggage tracking to real-time updates on flight statuses, IoT ensures that passengers are empowered with information, fostering a sense of control and ease throughout their journey.
The Rise of Unmanned Aerial Vehicles (UAVs)
UAVs, commonly known as drones, have witnessed an unprecedented surge in popularity, catalyzing a revolution across various industries. Originally associated with military applications, drones have transcended their initial purpose and are now instrumental in transforming industries such as agriculture, logistics, and cinematography. This proliferation stems from their versatility, cost-effectiveness, and myriad applications in diverse sectors.
Drones: Revolutionizing Industries
Drones have become pivotal in reshaping traditional practices in the realm of aviation. Their applications span a wide spectrum, from surveillance and data collection to search and rescue missions. In agriculture, drones optimize crop management through aerial monitoring, enhancing precision and efficiency. The logistics industry leverages drone technology for swift and economical deliveries. Moreover, drones offer unparalleled perspectives in cinematography, revolutionizing how visual content is captured. This multifaceted impact underscores the transformative potential UAVs bring to industries that embrace the capabilities of Drones.
Applications of Drones in Aviation
The aviation sector has embraced drones for various applications, showcasing their adaptability and innovation. Because of the flexible flying operations of drones, they are crucial in monitoring infrastructure, inspecting challenging terrains, and supporting disaster management. Their ability to easily reach remote or hazardous locations makes them indispensable for tasks that were once impractical or perilous for manned aircraft. As technology advances, the applications of drones in aviation are poised to expand, ushering in a new era of efficiency and safety.
Hyperloop and Supersonic Travel
Transportation is on the brink of transformation with the emergence of Hyperloop technology. Hyperloop, a high-speed ground transportation system, envisions a network of vacuum tubes where pods travel at unprecedented speeds, challenging conventional notions of commuting. This technology promises to transform how we traverse cities, reducing travel times significantly. The potential benefits encompass enhanced efficiency, minimal environmental impact, and a redefined connectivity landscape.
Speeding Towards the Future
Hyperloop’s potential aligns with a broader vision of efficient and sustainable travel. Hyperloop technology aims to propel passengers and cargo at near-supersonic speeds by harnessing magnetic levitation and low-pressure environments. This novel approach reduces travel time and addresses environmental concerns by minimizing energy consumption. Simultaneously, supersonic air travel is experiencing a renaissance, with companies exploring cutting-edge aircraft designs that promise to shrink the world further, bringing distant destinations within striking distance and redefining our concept of time and space.
The resurgence of supersonic air travel
Hyperloop technology and supersonic air travel are emblematic of a future where speed and efficiency converge. The race to revolutionize transportation is about velocity and reshaping our understanding of connectivity and accessibility. As these technologies progress, they beckon us into an era where distance constraints fade away, opening up new frontiers and possibilities for a global community in perpetual motion.
Space Tourism: Beyond Earth’s Atmosphere
Embark on a celestial journey as commercial space tourism propels humanity beyond the boundaries of Earth’s atmosphere. The advent of suborbital adventures marks a paradigm shift, where private enterprises are unlocking the cosmos for intrepid explorers. Beyond the confines of traditional travel, these ventures offer a unique opportunity for civilians to experience weightlessness and witness the curvature of our planet from the vantage point of space.
Emergence of commercial space tourism
The emergence of commercial space tourism signals a new era in the democratization of space exploration. Visionary companies are competing to make celestial journeys accessible to the public, turning what was once the realm of astronauts into a thrilling adventure for enthusiasts. As spacefaring technology advances, the dream of soaring into the cosmos inches closer to reality, fostering a sense of awe and wonder that transcends the limits of our terrestrial existence.
Regulatory Frameworks for the Future
In the ever-evolving landscape of emerging technologies, formulating robust regulatory frameworks stands as a cornerstone for sustainable progress. Governments and regulatory bodies are tasked with crafting policies that can adeptly navigate the complexities of cutting-edge advancements. As innovations such as artificial intelligence and transformative technologies reshape industries, there is an increasing need for regulatory agility to ensure a balance between fostering innovation and safeguarding the public interest. The future demands regulatory frameworks that are not only anticipatory but also flexible enough to adapt swiftly to the dynamic pace of technological evolution.
Adapting Policies to Emerging Technologies
The acceleration of transformative technologies necessitates a paradigm shift in policy-making. Adapting policies to govern emerging technologies effectively requires an in-depth understanding of their potential impacts on society, economy, and ethics. Policymakers must proactively dialogue with industry experts, scientists, and stakeholders to craft regulations that foster innovation while mitigating risks. The paramount is to strike the right balance between encouraging technological advancements and addressing potential ethical concerns. Policies tailored to the unique characteristics of each emerging technology will play a pivotal role in shaping a future where innovation coexists harmoniously with societal well-being.
Need for Flexible Regulatory Approaches
As technological landscapes evolve, the call for flexible regulatory approaches becomes imperative. A one-size-fits-all model is no longer suitable for the intricate challenges posed by emerging technologies. Flexibility in regulatory frameworks allows for a dynamic response to the nuances of each technological domain, enabling authorities to stay ahead of potential risks and ensuring that regulations remain relevant in an ever-changing environment. This adaptability fosters innovation and establishes a foundation for regulatory resilience, essential for navigating the uncertainties that come hand-in-hand with the rapid pace of technological progress.
Collaborative Efforts for Global Aviation Standards
In the aviation industry, establishing global standards requires collaborative endeavors from regulatory bodies worldwide. As air travel becomes increasingly interconnected, a unified regulation approach ensures consistency, safety, and efficiency. Collaborative efforts involve harmonizing standards, sharing best practices, and fostering international cooperation. By working together, regulatory bodies can create a cohesive framework that addresses the challenges posed by emerging technologies, laying the groundwork for a globally integrated and technologically advanced aviation sector.
Future Job Landscape in Aviation
The job landscape in aviation is undergoing a transformative shift as the industry readies itself for the challenges of tomorrow. Emerging roles in aviation technology are reshaping the workforce, introducing positions that bridge the gap between traditional aviation and cutting-edge technologies. From drone operators and data analysts to specialists in artificial intelligence, the aviation sector is witnessing the emergence of roles that demand a unique blend of technical expertise and a forward-thinking mindset.
Preparing for Tomorrow’s Aviation Workforce
In anticipation of the evolving job landscape, the aviation industry is proactively preparing its workforce for the demands of tomorrow. Recognizing the significance of staying ahead in technology, comprehensive training and education programs are being developed. These initiatives focus on upskilling and reskilling the workforce, ensuring that aviation professionals are equipped with the latest knowledge and tools to navigate the complexities of emerging technologies. The commitment to continuous learning is becoming a cornerstone for aviation professionals aiming to thrive in the future job market.
Emerging Roles in Aviation Technology
As technology advances, aviation is witnessing the rise of roles that were once considered futuristic. Drone pilots are becoming integral for recreational use and applications ranging from surveillance to cargo delivery. Data analysts are in high demand to interpret the vast amounts of data modern aircraft generate. Artificial intelligence specialists are crucial in developing smart systems that enhance safety and efficiency. These emerging roles define the new landscape of aviation jobs, creating opportunities for those passionate about technology and innovation.
Training and Education for the Future Workforce
The key to navigating the future job landscape in aviation lies in robust training and education programs. Industry leaders are investing in initiatives focusing on the intersection of traditional aviation expertise and the latest technological advancements. These programs aim to equip the workforce with the skills to operate and manage the next generation of aircraft and systems. The emphasis is not just on technical proficiency but also on fostering a mindset of adaptability and innovation, preparing aviation professionals to excel in the dynamic and evolving aviation landscape.
The Ethical Dimension: Balancing Progress and Responsibility
In the dynamic realm of aviation innovation, a crucial aspect that demands meticulous attention is the ethical dimension of technological advancement. As we propel ourselves into an era dominated by artificial intelligence (AI) and automation, a delicate equilibrium must be maintained between progress and responsibility. It’s imperative to acknowledge the potential ethical considerations that may arise, requiring a thoughtful approach to ensure that the benefits of technological evolution in aviation are harmonized with ethical principles.
Ethical Considerations in Aviation Innovation
The rapid integration of AI and automation in aviation prompts a critical examination of the ethical considerations inherent in this transformative journey. Among the foremost concerns is the need to address privacy issues stemming from the extensive data collection and utilization of advanced technologies. Striking a balance between leveraging innovative capabilities and safeguarding individual privacy is a nuanced challenge that necessitates ethical frameworks capable of navigating the intricacies of this evolving landscape.
Addressing Privacy Concerns in Aviation Technology
Privacy concerns loom as aviation technology evolves, prompting a conscientious reflection on how personal data is managed and protected. As AI systems process vast amounts of information, establishing robust safeguards becomes paramount. Aviation stakeholders must be proactive in implementing stringent measures to secure sensitive data, ensuring that the integration of cutting-edge technologies does not compromise individuals’ privacy rights. By prioritizing ethical considerations, the aviation industry can inspire confidence and trust in the responsible adoption of AI and automation.
Ethical Frameworks for the Use of AI and Automation
The industry must embrace comprehensive ethical frameworks to navigate the ethical challenges accompanying the rise of AI and automation in aviation. These frameworks should encompass transparency, fairness, and accountability principles, guiding technology’s responsible development and deployment. Establishing clear ethical guidelines fosters an environment where innovation aligns seamlessly with societal values, laying the foundation for a future in which progress is groundbreaking and ethically sound.
Challenges on the Horizon
In the dynamic landscape of aviation, navigating technological hurdles is a paramount concern, with cybersecurity emerging as a focal point. The aviation industry’s increasing reliance on digital technologies exposes it to cyber threats. Safeguarding critical systems and sensitive data against malicious cyber activities is a pressing challenge that demands innovative solutions. As we hurtle towards an era of interconnected aviation ecosystems, a proactive approach to cybersecurity becomes not just a necessity but a cornerstone for ensuring the integrity and safety of air travel.
Navigating Technological Hurdles
The realm of aviation grapples with the intricacies of cybersecurity and the ethical implications of advancing technology. As aviation professionals integrate cutting-edge innovations, ethical considerations become integral to decision-making. Balancing progress with ethical responsibility requires a nuanced approach, addressing concerns such as data privacy, the potential misuse of technology, and the societal impact of rapid advancements. Conscientious navigation of these technological hurdles ensures that the benefits of innovation align with ethical standards, fostering a sustainable and responsible aviation industry.
Cybersecurity in Aviation
The escalating frequency and sophistication of cyber threats within the aviation sector necessitate a robust cybersecurity framework. Protecting critical infrastructure, flight systems, and passenger information demands constant vigilance. Cybersecurity measures should extend beyond traditional IT systems to encompass the entire aviation ecosystem, from aircraft systems to ground operations. As aviation becomes increasingly interconnected, fortifying defenses against cyber threats becomes an ongoing imperative to uphold the industry’s safety, reliability, and trust passengers place in air travel.
As we conclude our exploration of aviation’s future, it’s evident that the industry is on the cusp of remarkable transformations. From market volatility to the integration of cutting-edge technologies, aviation has weathered challenges and embraced innovation. A recap of key advancements reveals a landscape marked by machine learning, mixed reality, and high-speed flight technologies. These milestones signify progress and hint at the aviation sector’s limitless possibilities.
Recap of Key Advancements and Innovations
A recap of key advancements underscores the dynamic nature of aviation’s journey. From redefining high-speed flight to unlocking the potential of mixed reality, each innovation contributes to a tapestry of progress. These advancements enhance efficiency and safety and shape an aviation landscape that continually pushes the boundaries of what was once impossible. The stage is set for an era where the skies are not just a destination but a realm of limitless possibilities driven by human innovation and technological prowess.
Soaring into Tomorrow
Aviation stands at the intersection of tradition and revolutionary evolution. The industry’s resilience and adaptability have paved the way for a future where smart aviation, driven by machine learning and mixed reality, becomes the norm. Tomorrow’s skies promise faster travel and a seamless blend of technology and human ingenuity, where the boundaries of what’s possible expand. | aerospace |
http://www.iac-noisecontrol.com/uk/test-facilities/aviation/ | 2018-05-24T15:30:01 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794866511.32/warc/CC-MAIN-20180524151157-20180524171157-00433.warc.gz | 0.930828 | 128 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__109071026 | en | IAC Acoustics supplies aero acoustics test facilities to military aircraft operators, commercial aircraft operators, engine manufacturers and overhaul agents throughout the world. IAC Acoustics offers a full range of testing solutions that satisfy the most demanding requirements.
Our complete service includes initial design, development, manufacture, construction, installation, commissioning and in-service support. We also have the ability to adapt and upgrade existing test cells, even those not originally supplied by IAC Acoustics.
We also design and produce a state-of-the-art electronic data acquisition
and processing systems for both new and existing test facilities. | aerospace |
https://warthunder.fandom.com/wiki/XP-38G | 2019-02-24T05:47:50 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249595829.93/warc/CC-MAIN-20190224044113-20190224070113-00417.warc.gz | 0.894387 | 269 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__185009495 | en | |Note: Base stats only (no upgrade installed)|
|Maximum Speed on height||675 km/h|
|Maximum Altitude||11,600 m|
|Turn Time||21.5 s|
|Rate of Climb||21.4 m/s|
|Takeoff Run||391 m|
|Armament||4x 12.7 mm Browning machine gun (2000 rds)|
1x 20 mm Hispano AN/M2 cannon (150 rds)
|Burst Mass||3.58 kg/s|
The XP-38G is an experimental variant of the P-38G Lightning, and can only be purchased in the Ultra or Pacific packs. There are two skins that come stock with the aircraft, including the default natural metal and an olive drab scheme.
Design, Development, & HistoryEdit
The XP-38G was the prototype that soon became the P-38. The aircraft is very similar to the P-38G, and is virtually identical to the Lightning, the only visual difference being smaller air intakes below the propellers. aircraft first flew on January 27, 1938. Production began in June of 1941. The XP-38G featured a yoke, instead of the conventional "stick" seen on almost all fighter planes. | aerospace |
https://www.vectornav.com/resources/inertial-navigation-primer/alternative-navigation/altnav-enhancedgnsstech | 2024-04-24T17:57:58 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819847.83/warc/CC-MAIN-20240424174709-20240424204709-00592.warc.gz | 0.9133 | 2,232 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__163785531 | en | Increasingly, systems must navigate in GNSS-challenged environments in which GNSS may be susceptible to jamming, spoofing, or unintentional interference. The use of enhanced GNSS technologies, including specialized hardware, sophisticated algorithms, and additional GNSS signals, can provide robustness during operation in GNSS-degraded conditions.
As discussed in Section 1.5, a GPS satellite signal has three components: the carrier, the code, and the navigation message. The code portion of the signal allows all satellites on the band to transmit on the same frequency without interfering with one another. While standard GPS positioning utilizes publicly available code signals, these signals can be spoofed with false information, leaving users vulnerable to such attacks. To combat spoofing, the U.S. military developed encrypted code signals that are broadcast by the GPS satellites. These signals can only be decrypted by specialized GPS receivers: SAASM receivers and M-code receivers.
At the creation of GPS, two different positioning services were offered: the Standard Positioning Service for public use and the Precise Positioning Service for authorized military users. During the 1990s, the publicly available service was intentionally degraded to limit the position accuracy that civil users could obtain through a feature known as Selective Availability (SA). The Precise Positioning Service utilized Precise code (P-code) which was encrypted with Y-code to become P(Y)-code to protect authorized users from false GPS signals generated during a spoofing attack.
While Selective Availability was deactivated in the early 2000s, the P(Y)-code remains encrypted to provide anti-spoofing (AS) capabilities. To decrypt the P(Y)-code, authorized users must utilize a specialized receiver called a Selective Availability Anti-Spoofing Module (SAASM). SAASM receivers are commonly employed in military applications and are often a requirement for military systems needing GPS. While a SAASM receiver provides robustness to spoofing, the P(Y)-code signals are still relatively weak when received on Earth, leaving SAASM receivers vulnerable to jamming.
To provide further protection of GPS for the military, an encrypted signal called M-code was developed. M-code is the latest development of the GPS constellation in a pursuit to increase the security of GPS systems for the U.S. military and its allies. The M-code signal is an encrypted signal added onto the L1 and L2 GPS bands that allows for the GPS signal to be transmitted at a higher power without interference on the civilian C/A code or previous military P(Y)-code. Since M-code is an encrypted signal, authorized users must utilize a specialized receiver called an M-code receiver to decrypt the signal.
Similar to a SAASM receiver, an M-code receiver can reject false signals and provide robustness to spoofing. However, compared to a SAASM receiver, an M-code receiver provides the advantage of being more resistant to jamming due to the higher transmission power of the M-code signal. M-code is expected to replace P(Y)-code, with many military applications already upgrading from legacy SAASM receivers to M-code receivers to take advantage of the anti-jamming and anti-spoofing capabilities.
GNSS jammers drown out the relatively weak GNSS signals by generating a far stronger signal in the GNSS frequency band(s), preventing a GNSS receiver from tracking the real signal (see Section 5.1). A specialized antenna -- the Controlled Reception Pattern Antenna (CRPA) (also referred to as an anti-jam antenna) -- is often utilized to combat GNSS jamming as seen in Figure 5.3. The main advantage of a CRPA is that it can provide resistance to jamming by simply swapping out the GNSS antenna, without impacting other components in the navigation system.
A CRPA consists of multiple antenna elements that are spatially distributed, making the CRPA larger than typical single-element patch antennas. Signals from different directions strike these different antenna elements at different times. Electronics inside the CRPA can amplify or attenuate different signals by varying the phase shift applied to each element when combining them into a single RF output used by the GNSS receiver. Amplifying a particular signal is often referred to as beamforming or beam-steering while attenuating a particular signal is referred to as nulling or null-steering.
While the algorithms behind beamforming (amplifying the GNSS satellite signals) and nulling (canceling the jamming signal(s)) are complex and proprietary to each manufacturer, they typically take advantage of two methods for distinguishing the jamming signal(s) from the satellite signals. The first is spatial distribution: GNSS satellites are typically above while jammers are typically at the horizon or below. The second is a difference in power: jammers generate a signal many times stronger than the satellites. Because of these two distinctions, CRPA antennas can perform beamforming and nulling without feedback from the GNSS receiver.
A CRPA is capable of nulling up to $n-1$ jammers, where $n$ is the number of antenna elements, but it is most effective when there are significantly more elements than jammers. Those extra antenna elements allow the optimization algorithms more degrees of freedom to effectively null the jammer(s) while maximizing the satellite signals. The effectiveness of this nulling, measured by the attenuation in decibels (dB), also varies between manufacturers due to the algorithms they employ.
Most commonly, a GNSS receiver is combined with an INS system using a loosely-coupled approach, which incorporates a GNSS receiver's calculated position, velocity, and time (PVT) with the inertial sensor measurements to provide a fused position, velocity, time, and attitude solution. However, this approach necessitates that four direct line-of-sight satellites are in view of the GNSS receiver. Some environments are prone to structures that block and reflect a GNSS signal—the classical example of this is an urban canyon as shown in Figure 5.4.
In restricted visibility environments, it may not be possible to acquire a signal lock on four direct line-of-sight satellites. Rather than using the GNSS receiver's calculated navigation solution, a tightly-coupled GNSS/INS filter combines the raw GNSS pseudorange and Doppler measurements directly with the inertial sensor measurements in an extended Kalman filter as displayed in Figure 5.5. Such an approach still estimates the fused position, velocity, time, and attitude of the system, however, this integration method allows even a single satellite to provide useful navigation information.
In clear sky conditions, the tightly-coupled GNSS/INS solution typically provides the same level of accuracy as the loosely-coupled GNSS/INS solution. As such, it is not as widely used due to its additional complexity. However, as long as care is taken to reject measurements susceptible to multipath, a tightly-coupled GNSS/INS solution can provide more accuracy than a free-inertial solution in GNSS-degraded environments. A more detailed comparison of tightly-coupled and loosely-coupled GNSS/INS integration architectures can be found in Section 1.7.
The last decade has seen a significant expansion in GNSS constellations and frequencies, well beyond the original GPS constellation and its L1 and L2 frequencies (see Section 1.2). Those additional constellations and frequencies help multi-constellation/multi-frequency receivers maintain GNSS tracking in various GNSS-challenged environments.
Multi-constellation receivers can double or triple the number of satellites available for tracking relative to a GPS-only receiver. This is particularly important when only a narrow view of the sky is available or in a significant multipath environment because it dramatically increases the likelihood of having direct line-of-sight visibility to four or more satellites as required for computing a full navigation solution.
Figure 5.6 and Table 5.1 show the wide range of GNSS frequencies now available across each of the different constellations. Unintentional interference often impacts only a small portion of the entire spectrum, so multi-frequency receivers provide robustness in those situations. Even intentional jamming or spoofing attacks often target only a single frequency or some small subset of frequencies. | aerospace |
https://www.360quadrants.com/software/geospatial-imagery-analytics-software/skylab-analytics | 2020-10-30T13:48:17 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107910815.89/warc/CC-MAIN-20201030122851-20201030152851-00126.warc.gz | 0.918283 | 124 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__117678329 | en | Are you aware that observation satellites surveilling around the Earth daily captures approximately images counting to 7 trillion pixels? However, most of these unprecedented accumulated data is not analyzed. Skylab Analytics does that. It examines the information for finding distinct trends, anomalies and well as helps in correlating it with other external data sources, thereby providing cutting edge answers to all your business requirements. Skylab integrates advanced science, modern AI, and advanced machine learning along with computer vision for delivering actionable planned insights. They work with many airborne and spaceborne data companies and sensor technology organizations.
Skylab Analytics Pricing
to get more information. | aerospace |
https://securykid.com/new-satellite-launch-to-strengthen-air-traffic-control-in-australia/ | 2023-03-31T13:44:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949642.35/warc/CC-MAIN-20230331113819-20230331143819-00217.warc.gz | 0.921759 | 709 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__63091570 | en | Australia’s first batch of air traffic management satellites (ATMs) will soon be launched on a SpaceX rocket as part of a project to improve communications and monitoring of the country’s aviation activity.
The satellite was created in collaboration with Skykraft, an Australian space services company spun off from the University of New South Wales (UNSW), and Airservices Australia, which is responsible for managing the country’s skies.
Under this project, Skykraft will launch more than 200 ATM satellites into space over the next two years to monitor domestic and international flights.
The first satellite launch is scheduled for early January 2023 on a SpaceX flight from Cape Canaveral, Florida.
After reaching Earth orbit, the satellite will undergo a three-month testing process before being put into use by Airservices Australia.
How satellites improve flight safety and communications
Current practice allows aviation authorities to track planes in the following ways: ADS-Bis an embedded electronic system that automatically broadcasts the aircraft’s exact position over a digital data link.
However, ADS-B coverage has distance limitations as it relies on terrestrial infrastructure.
Currently, the maximum range at which ground stations can receive signals is approximately 250 nautical miles (463 kilometers).
Once the aircraft exceeds this range, its position cannot be accurately tracked.
On the other hand, with the establishment of the space station, ATM systemthe aircraft can be tracked throughout the flight, even when flying over the sea or in remote areas.
Skycraft CEO Michael Frater said in a statement obtained by AAP: “At the moment, there are holes in the Australian coverage.
“By putting it in space, we can cover a much larger area from satellites than we can from systems on the ground.
“For the first time, Airservices Australia will have full surveillance service coverage. They will know where every aircraft is in Australia.”
Aside from position tracking, satellites can improve communication speeds between controllers and pilots via real-time voice and data transfer services.
This allows the aircraft to reduce turbulence in flight and take the most efficient route.
“So if the aircraft encounters turbulence while flying from Sydney to Los Angeles, the pilot can get clearance to change altitude more quickly,” said Frater.
January 2022, airservice australia announced a partnership with Skykraft to develop a space-based communications and surveillance ATM system.
The aviation authority said it will share its expertise in air navigation technical engineering and air traffic management to help design, develop and test Skycraft’s systems.
Later, in comments obtained by AAP, Frater said his company spent more than 12 months developing the satellite at an estimated cost of less than $200 million ($135 million).
The company plans to transmit a global constellation 210 satellites The first five (weighing 300 kilograms) set a record for the largest Australian-made space object.
At the same time, satellite components are manufactured locally in Australia.
In particular, thermal coating Came from Queanbeyan’s coating company during printing circuit boardsand chassis parts Produced in Newcastle and Wodonga respectively.
Skykraft plans to put the satellite into commercial operation and provide traffic management services to other countries from 2025.
“We are taking a giant leap into a whole new era in space, creating a global industry from our nation’s capital,” said Skycraft Chairman Mark Skidmore. | aerospace |
http://bestdroneswithcamera79257.jiliblog.com/9259891/everything-about-drone-with-camera-for-sale | 2018-12-10T23:01:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823445.39/warc/CC-MAIN-20181210212544-20181210234044-00056.warc.gz | 0.949622 | 789 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__164018024 | en | It may not have several of the bells and whistles since the Phantom 4, nevertheless it isn’t also far off. For one, it actually has a rather extended flight time about the Phantom four, coming in at a complete 30 minutes of flight time on a single battery. It has a sensible Manner for 1st-time pilots, which generally implies there’s a mode that allows newcomers to maneuver the drone in whichever course they go the Handle stick, regardless of the way the drone is struggling with.
The initial one particular is definitely the Angle Mode which allows you to just Handle the pace though the level from the drone stays the exact same. This is the great alternative if you need to just Obtain your arms around the drone and therefore are Finding out to fly it.
ConditionIf you would like a fresh merchandise or in case you would prefer to help save some cash with a refurbished. Breathe uncomplicated mainly because all of Hobbytron's refurbished solutions are sure to be in "superior as new ailment" and will come with a forty five working day legitimate guarantee!
The UDI U818A doesn’t appear like your conventional helicopter sort of flying drone. It's got a unique 4 looped style with blades Found beneath the frame.
Effectiveness in the air is absolutely nothing in need of exemplary, even in rather windy disorders. The DJI Inspire 1 is additionally exceptionally swift and – when twinned with that great controller – straightforward to manoeuvre.
With regards to drones, DJI Phantom four has a solid grip around the drone market place considering the fact that its launch in March 2016 which is obvious from the number of DJI merchandise on this record.
However, That which you’re obtaining with the Parrot Bebop drone is a wonderful starter camera drone that won’t break the bank. It flies higher, flies rapidly, and it is effective at getting superior quality movie. Its fisheye lens also makes pics look fantastic.
With a lot of differing kinds of drones, which include Do it important link yourself, toy, camera, and FPV racing drones to call a number of, it could be tough to really know what you will need. Each and every sort of drone, along with the best examples of brands and models, will be outlined to help make your conclusion that less of a challenge.
If you need to edit the online video, then the mobile application offered while in the DJI ecosystem will assist you to edit the feed to a specific extent.
You can also do great 4 way flips with this drone, remaining suitable, backwards, and forwards. This Hubsan is fairly simple to fly, and its catchy style will entice both the amateur plus the State-of-the-art pilot.
Or even you simply desire to see what the many fuss is about. It doesn't matter the reason, unmanned aerial vehicles make fantastic resources and toys, and there’s never ever been an even better the perfect time to get a person yourself.
The shortage of Dwell streaming may possibly set a lot of people off from buying this drone, but this was expected in an entry level drone.
A refinement on the already remarkable DJI Phantom three Expert, the Phantom four brings with it a more strong construction, up-to-date item-avoidance engineering and – like a great number of of DJI's offerings – a fantastic focused remote control which connects to an Similarly feature-prosperous smartphone application.
Quadcopters also make great items, and acquiring cheap drones for sale will probably have your mates impressed that you splurged on them. In any case, it’s our solution that you just identified a higher-quality quadcopter packed brimming with characteristics, which includes a video clip camera, for under $70! | aerospace |
https://directlyto.org/author/btannerspaceportindiana-com/ | 2021-09-18T17:19:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780056548.77/warc/CC-MAIN-20210918154248-20210918184248-00472.warc.gz | 0.971909 | 192 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__82432813 | en | Currently serving as President of Spaceport Indiana and is a Civilian Astronaut and licensed Pilot, Brian has been involved in the commercial space program from the early days. He served on the first Spaceports Council under the Commercial Spaceflight Federation and built the Spaceport Indiana program. He developed the Spaceport outreach program for education and has become the largest STEAM provider in Indiana. He has created many platforms to serve national interest regarding post disaster assessment, communications links for military environments using HALO technologies, and launch systems to name a few. Brian is considered one of the foremost leaders in technology transition to education within Indiana and has developed a number of award winning programs. He was awarded the MIRA Award in 2011 for his contributions to technology in education. A NASA Top Star Award winner and over 50 other awards to date. He is a Distinguished Lecturer for the U.S. Navy, and frequent keynote speaker on commercial space topics as well as education. | aerospace |
https://www.vice.com/en_us/topic/air-force | 2020-01-22T19:45:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250607407.48/warc/CC-MAIN-20200122191620-20200122220620-00525.warc.gz | 0.946892 | 102 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__84683952 | en | A Top Secret Air Force Space Drone Has Been Orbiting Earth for Almost 2 Years
The Pentagon's experimental unmanned space plane, the X-37B, just broke a record after orbiting the planet for 719 days straight. But what's it doing up there?
Sen. Martha McSally, the first female fighter pilot in combat, says she was raped in the military
“I was horrified at how my attempt to share generally my experiences were handled. I almost separated from the Air Force" | aerospace |
http://silverspringsairport.com/2-ReadyBusiness/facilities.html | 2017-10-23T07:42:23 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187825812.89/warc/CC-MAIN-20171023073607-20171023093607-00808.warc.gz | 0.923828 | 150 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__257847466 | en | The Silver Springs Airport facility already handles air traffic for many types of aircraft. We serve conventional prop, corporate jets, helicopters, gliders, ultra-lights, and more.
We offer flight training and instruction with Dr. James G. Duvall III (The Flying Professor).
We serve the needs of the Nevada Civil Air Patrol, provide helicopter flight training facilities for NAS Fallon, and are a base facility for the Cactus Airforce (an antique aircraft group).
Silver Springs Airport has a dedicated Facilities Manager, Sky Sarosi, who helps pilots with airport amenities, hangers, tie downs, AV fuel, facilities help, parts, and other airport needs. Sky Sarosi can assist visiting pilots with almost anything regarding the airport facilities. | aerospace |
https://www.the-star.co.ke/news/2018/10/25/kq-union-locked-in-talks-ahead-of-sundays-historic-ny-flight_c1840265 | 2019-01-17T01:20:44 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583658662.31/warc/CC-MAIN-20190117000104-20190117022104-00620.warc.gz | 0.965308 | 274 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__5657286 | en | Kenya Aviation Workers Union yesterday met Kenya Airways management to resolve pending issues ahead of Sunday’s maiden flight to New York.
This is after Statehouse instructed on Tuesday that KQ quickly resolves its outstanding issues with the workers and give an assurance that the flight will not be disrupted.
The union had on Monday put across conditions that the airline must meet before they give their members the go ahead to participate in the Boeing 787 takeoff.
Part of the set conditions include a flight time allowance of between 17 and 21 hours and not to be assigned duties for more than 15 hours.
In line with the International Standards, the unionists want the cabin crew to be paid Sh20,000 allowances per hour exceeded up to a maximum of 21 hours duty period.
However, KQ has offered to pay the crew Sh5,000 per hour. Transport Cabinet secretary James Macharia said despite the boycott threat, the flight will take place as planned.
“Whereas a few of them may want to raise the issue of the strike, I can assure you the engagement has been positive and we are sure the flight will take off,” Macharia said after a meeting with the union officials.
The government is banking on direct flights to boost horticulture and receive more than 120,000 tourists from the US up from the current 97,000. | aerospace |
https://6degreesfilm.com/uk-air-traffic-issue-fixed-but-flights-remain-affected-aviation-news/ | 2024-04-18T02:10:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817184.35/warc/CC-MAIN-20240417235906-20240418025906-00282.warc.gz | 0.970651 | 600 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__62660084 | en | Air traffic authority says a technical issue affected its system’s ability to automatically process flight plans.
Britain’s National Air Traffic Services (NATS) was hit by a technical problem for several hours on Monday, causing widespread disruption to flights using the United Kingdom’s airspace.
NATS had earlier had to restrict the flow of aircraft after the issue affected its system’s ability to automatically process flight plans, with airlines and airports warning of delays and cancellations.
“We have identified and remedied the technical issue affecting our flight planning system this morning. We are now working closely with airlines and airports to manage the flights affected as efficiently as possible,” NATS said in a statement later on Monday.
“The flight planning issue affected the system’s ability to automatically process flight plans, meaning that flight plans had to be processed manually which cannot be done at the same volume, hence the requirement for traffic flow restrictions.”
The UK’s Secretary of State for Transport Mark Harper said while the issue was resolved, flights were still “unfortunately affected”.
Earlier, Irish air traffic control provider AirNav Ireland said the issue, which struck during a public holiday in parts of Britain, was resulting in “significant delays for flights across Europe that are travelling to, from or through UK airspace”.
A spokesperson for London Heathrow, the busiest hub in western Europe, said schedules would remain significantly disrupted for the rest of the day.
British Airways said its flights were being severely disrupted and it had made “significant changes” to its schedule, while other airlines also said some flights to and from the UK would be delayed or cancelled.
Manchester Airport, London Stansted and London Gatwick were among the many UK airports that warned of delays and cancellations, while Dublin Airport in the Republic of Ireland said the issue had resulted in delays and cancellations to some flights into and out of the Irish capital.
Many passengers took to social media to say they were stuck on planes on the tarmac waiting to take off, or being held in airport buildings in Spain, Portugal, Greece, Israel and elsewhere on what is a traditionally busy travel day as the school holidays draw to a close.
Passenger Mike Woolridge posted from Amsterdam, saying that “pretty much every flight” to the UK was cancelled.
“Sending positive energy to the NATS tech team …”, he posted on X, formerly known as Twitter.
Current situation at @Schiphol, pretty much every single flight headed to the UK cancelled 😬 Sending positive energy to the @NATS tech team and controllers right now… won’t be the easiest shift! #airtrafficcontrol pic.twitter.com/yRycyQglID
— Mike Wooldridge (@mdw1989) August 28, 2023 | aerospace |
http://www.nh1.com/news/airbus-says-3-of-4-engines-failed-on-crashed-a400m/ | 2016-10-24T03:24:02 | s3://commoncrawl/crawl-data/CC-MAIN-2016-44/segments/1476988719465.22/warc/CC-MAIN-20161020183839-00260-ip-10-171-6-4.ec2.internal.warc.gz | 0.953456 | 122 | CC-MAIN-2016-44 | webtext-fineweb__CC-MAIN-2016-44__0__32520816 | en | Jun 3, 2015 6:23 AM
Airbus says 3 of 4 engines failed on crashed A400M
The Associated Press
PARIS (AP) Airbus says three of the four engines on an A400M military plane failed before it crashed near Seville, Spain last month, killing four people.
In a statement Wednesday, Airbus Defense and Space says the faulty engines were confirmed by Spanish accident investigators after completing their preliminary analysis of the aircraft's digital flight data and cockpit voice recorders.
The crash May 9 killed two pilots and two flight test engineers. The crash remains udner investigation. | aerospace |
http://pages.eaa.org/WBN2020-01-29CompressionTestingAircraftEnginesandMaximizingCylinderLife_LP-Registration.html | 2020-01-28T03:33:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251773463.72/warc/CC-MAIN-20200128030221-20200128060221-00303.warc.gz | 0.852431 | 141 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__48244824 | en | Compression Testing Aircraft Engines and Maximizing Cylinder Life
Wed, Jan 29, 2020 7:00 PM - 8:30 PM CST
Presenter: Bill Ross
Bill Ross from Superior Air Parts will explore many of the myths and legends surrounding the aircraft engine compression test and explain exactly what the numbers mean. He will discuss compression testing techniques, borescope usage, and airworthiness determinations. You’ll learn it’s okay to question your maintenance provider findings. Qualifies for FAA WINGS and AMT credit.
By clicking the button, you submit your information to the webinar organizer, who will use it to communicate with you regarding EAA Webinars. | aerospace |
https://toucharcade.com/games/jumbo-jet-parking-hd-awesome-airport-flight-3d-parking-simulator | 2021-04-11T16:12:46 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038064520.8/warc/CC-MAIN-20210411144457-20210411174457-00389.warc.gz | 0.883071 | 214 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__18525878 | en | DetailsDo you want to know how it feels to land a plane at the world's busiest airports? Do you dream of working as a Jumbo pilot? Let your career take off here with this cool new 3D Airport Jumbo Jet Simulator. This 3D game is your chance to put yourself in the seat of a Jumbo Jet pilot in three unique Jet airplanes. Flight control tower has already given you the clearance to get the passengers off of the plane. With over 20 landing missions in this FREE game, you will get more than enough challenges, thrills and entertainment.
- 3D airport-themed Boeing Jet airplanes - one of the worlds best airplanes to fly
- Loads of secrets to discover
- Beautifully drawn graphics and carefully crafted animations
- No text and minimal UI, easy for anyone to pick up and play with no instruction
- World famous airports and air-traffic simulations
- Options to choose between a steering wheel, buttons or accelerometer based controls.
Release:Mar 19, 2014
Updated:Nov 30, -0001 | aerospace |
https://www.deutscheaircraft.com/news/acia-aero-leasing-and-deutsche-aircraft-to-collaborate-on-marketing-initiatives-for-d328-family-aircraft | 2024-04-16T20:04:37 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817106.73/warc/CC-MAIN-20240416191221-20240416221221-00759.warc.gz | 0.938232 | 593 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__145870297 | en | ACIA Aero Leasing and Deutsche Aircraft to Collaborate on Marketing Initiatives for D328® Family Aircraft
Companies Agree to Joint Efforts to Market Aircraft’s Firefighting Applications
MUNICH, Germany - October 12 th , 2022 - German aircraft manufacturer Deutsche Aircraft (“DA”) and ACIA Aero Leasing (“ACIA”), a leading provider of regional aircraft leasing and lease management services announced the signing of a Memorandum of Understanding (“MoU”) to collaborate on marketing the manufacturer’s aircraft. The efforts will focus on the D328 ® and D328eco TM variants that provide passenger, multi-role, and firefighting aircraft configurations.
Wildfires are an increasingly prevalent source of devastation in many areas across the world every year, generating adverse impacts that are only compounded by the effects of climate change. In 2022, the world has already witnessed the highest frequency of wildfires in a decade. To support efforts in addressing this issue, DA and ACIA are joining forces to develop firefighting aircraft that will aid government agencies in deploying aircraft configured for this specific application.
The firefighting-configured D328eco is an ideal multi-role aircraft that can be used as a water-bomber and full-passenger aircraft. Therefore, it is well suited for this collaboration between DA and ACIA to cover Leasing, Aircraft, Crew, Maintenance, and Insurance (“ACMI”) operations, and related support, delivering multiple advantages to operators with different requirements. ACIA will become a preferred lessor of DA aircraft for the marketing of D328® and D328eco aircraft in firefighting configurations, supporting cost reductions and efficiencies for various government agencies.
”ACIA believes in supporting the firefighting sector as we see increasing devastation from wildfires in many parts of the world. We support the initiative from Deutsche Aircraft to engage in this sector, where we can offer leasing solutions and support the marketing of their multi-role aircraft,” commented Sameer Adam, Senior Vice President, Commercial of ACIA Aero Leasing. “Multi-role aircraft can be challenging projects and we see an opportunity to offer a different approach to governments around the world. As they are managing multiple economic priorities, leasing can be a viable solution to support cost management and budget controls, while also bringing operational efficiencies through our partner organisations.”
Anastasija Visnakova, Vice President, Sales and Marketing of Deutsche Aircraft, added: “Our brand new D328eco will provide unmatched flexibility to special mission firefighting operators and prides a logical, reduced risk path towards sustainable aircraft operations,” with Dave Jackson, Chief Executive Officer of Deutsche Aircraft, concluding that “we are delighted to partner with ACIA as the preferred lessor for firefighting aircraft configurations to address the increasing issues of climate change and related devastating fires.” | aerospace |
https://www.aviationmatch.com/jobs/maintenance/engineers/africa/ | 2017-06-23T22:22:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320201.43/warc/CC-MAIN-20170623220935-20170624000935-00052.warc.gz | 0.924843 | 113 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__231857916 | en | Engineers Maintenance jobs in Africa
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Zenon Aviation is delighted to be recruiting a B2 B737CL TR Licensed Engineer on behalf of an established Airline based in Africa.
Zenon Aviation is pleased to be supporting a very well established VIP / Corporate Jet Operator in their search for an experienced B1 Hawker 850XP ...
Zenon is pleased to be supporting an operation based in Senegal with their recruitment for a B727 Flight Engineer for a 6–12 month contract. Benefi... | aerospace |
http://www.kitv.com/news/hawaii/17349978 | 2014-08-20T05:09:52 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1408500800168.29/warc/CC-MAIN-20140820021320-00018-ip-10-180-136-8.ec2.internal.warc.gz | 0.914735 | 161 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__113216776 | en | Presidential vacations: Who's taken the most?
Senior Master Sgt. Eric Correa, with the 154th Maintenance Squadron, inspects an external fuel tank on the 199th / 19th fighter Squadrons F-22s prior to a launch to mark the Squadrons Initial Operational Capability at Joint Base Pearl Harbor Hickam.
The Hawaii Air National Guard's 199th Fighter Squadron and the active duty Air Force's 19th Fighter Squadron have achieved Initial Operational Capability status.
Statewide concern over threat of albizia trees is growing
Police chased young men down Ferguson's streets and made arrests, as bottles flew again shortly before midnight.
Protesters locked hand in front of the police line, while some urged the crowd to remain peaceful.
The police presence rose significantly,... | aerospace |
http://blog.planes.com/worlds-most-expensive-luxury-private-jets-as-of-year-2016/ | 2020-10-19T16:18:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107863364.0/warc/CC-MAIN-20201019145901-20201019175901-00154.warc.gz | 0.961395 | 490 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__158974212 | en | It’s a well known fact that private jets are expensive and only rich people or big corporate houses afford them, they are full of luxuries and more over many times suiting individual needs of the owner. The rich, privileged persons thus can travel anytime, anywhere without any hassles at airports.
A380 Flying Palace
At the top notch is this luxury in the air with a whopping price of over $500 million. Saudi Arabian royal Prince Al-Waleed bin Talal had ordered this in the year 2007.
Completely customized to his needs and whims, one can say. It has capacity of having only 100 people on board vis-à-vis 853 passengers on board of an A380 commercial carrier. Also has an elevator built within. It is said The Prince has already sold this Jet!
Boeing 747-8 VIP
Boeing’s latest 747-8 jetliner costing $350 million for the base model is in the second most expensive Private jet. ‘Aeroloft’ as named will be the world’s first privately-owned 747-8 is rumoured to be on its way to be included in the VIP fleet of government of Qatar. Boeing currently has orders for nine private 747-8s and also guessed that Boeing will replace Air Force one with three of these types.
Boeing 767 -33A/ER customized
After having furbished as per the requirements of the Russian billionaire Roman Abramovich more popularly known as the owner of Chelsea football club. This third most expensive private jet is also known as Bandit with a price tag of $155 million. Its first aircraft with the cockpit made from two crew glass. This aircraft is fitted with missile detection radar and other defensive countermeasures.
Airbus A319 Corporate Jet
The Airbus ACJ319 intended especially for the wealthy corporate who prefer to have luxury everywhere. Falls in the fourth place of the expensive Jet family has a base price tag of around $80 million. Has a seating capacity of 39 people.
With a price of around $60 million and fifth most expensive private jet, the Gulfstream G550 business jet aircraft is produced by General Dynamics’ Gulfstream Aerospace unit. Upto 16 corporate top notch executives can travel on board at a time with each having a separate work space for productive output and also relax after the fatigue of work load. | aerospace |
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