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https://www.xing.com/companies/mhsaviationgmbh | 2020-09-19T16:46:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400192778.51/warc/CC-MAIN-20200919142021-20200919172021-00390.warc.gz | 0.919812 | 243 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__93595222 | en | MHS Aviation is not an industry newcomer, it has been in business for already 40 years and has developed into one of the largest executive charter operators in Germany. With 20 aircraft MHS offers exceptional fleet diversity that has no equal.
2 Global Express, 2 Falcon 2000LX EASy II, 2 Challenger 604, 1 Praetor 600, 1 Learjet 45, 1 Citation CJ2+, 1 Citation CJ1 & as well 6 Dornier 328-100. MHS Aviation offers Aircraft Management, Aircraft Charter, CAMO Services and Aircraft Lease. Headquarter is Oberhaching/Munich.
With flexible structures, individual customer service and rapid response times, customers are highly appreciative of MHS Aviation. In particular, aircraft management clients benefit from our professional all-round support and tailor-made flight offers that meet their individual needs.
Every member of staff at MHS Aviation is personally committed to our customers requirements. An approach that has proven itself in practice. Something attested to by MHS‘s longterm, ongoing customer relationships.
Visit our Webseite:
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https://www.universetoday.com/tag/satellites/page/2/ | 2022-09-27T23:17:09 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030335059.31/warc/CC-MAIN-20220927225413-20220928015413-00706.warc.gz | 0.94535 | 983 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__36483745 | en | According to the Union of Concerned Scientists (UCS), over 4,000 operational satellites are currently in orbit around Earth. According to some estimates, this number is expected to reach as high as 100,000 by the end of this decade, including telecommunication, internet, research, navigation, and Earth Observation satellites. As part of the “commercialization” of Low Earth Orbit (LEO) anticipated in this century, the presence of so many satellites will create new opportunities (as well as hazards).
The presence of these satellites will require a great deal of mitigation (to prevent collisions), servicing, and maintenance. For example, the San Francisco-based startup Orbit Fab is working to create all the necessary technology for orbital refueling services for satellites. To help realize this goal, industry giant Lockheed Martin recently announced that they are investing in Orbit Fab’s “Gas Stations in Space™” refueling technology.
A team at Purdue University developed a drag sail to attach to satellites to help them de-orbit to combat space debris. Unfortunately, the rocket carrying the test device, launched by Firefly Aerospace, exploded shortly after launch.
Sometimes simple and elegant solutions are all that is needed to solve a problem. One problem that was searching for a solution was how to track microplastics. These small particles of plastics are what results after the sun and friction (such as ocean waves) break down larger plastic objects. They have become a huge problem in the ocean, wreaking havoc on ecosystems and their constituent organisms. Now, a team from the University of Michigan have used data originally collected to monitor hurricanes to try to track microplastics, potentially helping to reign in a problem that threatens to engulf the world’s oceans.
According to the latest numbers from the ESA’s Space Debris Office (SDO), there are roughly 6,900 artificial satellites in orbit. The situation is going to become exponentially crowded in the coming years, thanks to the many telecommunications, internet, and small satellites that are expected to be launched. This creates all kinds of worries for collision risks and space debris, not to mention environmental concerns.
For this reason, engineers, designers, and satellite manufacturers are looking for ways to redesign their satellites. Enter Max Justice, a cybersecurity expert, former Marine, and “Cyber Farmer” who spent many years working in the space industry. Currently, he is working towards a new type of satellite that is made out of mycelium fibers. This tough, heat-resistant, and environmentally friendly material could trigger a revolution in the booming satellite industry.
Two companies, OneWeb and SpaceX, are racing to put fleets of thousands of communication satellites into orbit. In March they had their first near-miss. Avoidance maneuvers were successful, but how many more close calls will they face in the future?
New research has found that as the number of satellites in Earth orbit continues to increase, their accumulated light pollution will brighten the night sky – making it much harder to do fundamental astronomy.
You can spot ‘GEOSat’ satellites in far-flung orbits… if you know exactly where and when to look.
Watch the sky long enough, and you’re bound to see one.
Seasoned observers are very familiar with seeing satellites in low Earth orbit, as these modern artificial sky apparitions lit by sunlight grace the dawn or dusk sky. Occasionally, you might even see a flare from a passing satellite, as a reflective solar panel catches the last rays of sunlight passing overhead just right…
Researchers looking through archival data found evidence of a previously unobserved phenomenon — a giant swirling mass of plasma above Earth’s northern polar region. The “space hurricane,” as the science team calls it, churned for hours, raining down electrons instead of water.
“You can’t hit what you can’t see” is a common phrase in sports and was originally derived to describe baseball pitcher Walter Johnson’s fastball. But the same goes for things with a more serious spin, such as some of the millions of pieces of debris floating in Low Earth Orbit (LEO). Now, a team of researchers have come up with a new imaging system that will allow agencies and governments to closely track some of the debris that is cluttering LEO and potentially endangering humanity’s future expansion to the stars.
If the Roman Empire had been able to launch a satellite in a relatively high Low Earth Orbit – say about 1,200 km (750 miles) in altitude – only now would that satellite be close to falling back to Earth. And if the dinosaurs had launched a satellite into the furthest geostationary orbit – 36,000 km (23,000 miles) or higher — it might still be up there today. | aerospace |
https://airfleet.wordpress.com/2014/11/10/20-years-of-aircraft-financing/ | 2018-07-22T02:30:05 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593004.92/warc/CC-MAIN-20180722022235-20180722042235-00461.warc.gz | 0.955161 | 287 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__105828826 | en | As of November 1st, AirFleet Capital is now celebrating it’s 20th year in supporting General Aviation through aircraft financing. Over the years we have hit countless milestones that have made us what we are today, and we couldn’t have gotten here without incredible industry partners and our outstanding customers.
Steve Smestad founded AirFleet Capital in 1994 after a successful career with aircraft manufacturers: Fairchild and British Aerospace. After growing up in an airplane family in Montana, Smestad searched for a way to combine his passion for general aviation with his strong background in aviation finance and marketing. Through this, AirFleet Capital was formed. AirFleet’s original mission was to secure leasing and loan options for aircraft buyers, but this mission quickly evolved into a sole focus on providing exceptional aircraft loan products in support of the General Aviation segment. Founded on a commitment to offer low rates, exceptional service to our customers, and developing long-term relationships throughout the industry, AirFleet now celebrates 20 years in support of this mission.
Over the years we have expanded to support the United States through offices in Virginia, Arizona and Georgia. Our commitment is quality – not fast growth, and in building long-lasting relationships with our customers. AirFleet is proud to have surpassed our goals and expectations for the past two decades and looks forward to continued support of the aviation community for years to come. | aerospace |
https://www.flightgear.ch/ch-pilot-supertiger-1958-1959 | 2024-04-12T13:52:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816024.45/warc/CC-MAIN-20240412132154-20240412162154-00104.warc.gz | 0.954108 | 1,114 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__12174626 | en | TESTING THE GRUMMAN F11F-1F SUPERTIGER, 1957-1959
In 1956, in the midst of the Cold War, the SAF decided on the need of a high-performance aircraft, and several fighters were evaluated in the search for a successor to the DH Vampire.
The Swedish Saab J-35H Draken, the American Lockheed F-104 Starfighter, Grumman F11F-1 Tiger and F11F-1F Supertiger, Douglas A-4 Skyhawk and Vought F-8 Crusader; the French Dassault Mirage III and the Italian FIAT G-91 were evaluated on the ground and in flight.
Arthur Moll posing in front of Supertiger BuNo. 138647 at Edwards AFB. Photo taken from the book “ Schweizer Luftwaffe, evaluieren-erproben-entscheiden", published with the kind permission from the author.
During the flights, in some cases our pilots wore their standard Swiss equipment, in other cases, the manufacturers supplied them with equipment suitable for the aircraft and the intended missions.
Particularly interesting, in terms of equipment, were the flights in the United States with the Starfighter, Grumman Tiger and the Supertiger prototype.
As the two Supertiger prototypes were not fitted with, testing of the weapons and radar systems were carried out on F11F-1s.
In the photos taken at the time of the flights with the Tiger, Major Moll was wearing an USN APH-5 helmet; for those made at Edwards with the F11F-1F Supertiger, he wore an "upgraded" P-3 or P-4 (for unknown reasons) without the visor.
He wore also a USN G-1 jacket sporting the Grumman logo and a "non-standard" orange flight suit from the company "Fruhauf Flying Apparel" (Fruhauf Southwest Garment Co. of Whichita, Kansas).
The suit is recognizable by its pointed collar similar to that of the contemporary K-2A; its single LH chest zipped pocket with nearby oxygen mask support strip; the navigation map clip on the left thigh and the side zipped openings.
Here in front of F11F-1 Tiger BuNo. 141873 , location unknown. Private collection picture.
As pictured above, for the flights with the Tiger, Major Moll's equipment consisted of the Fruhauf flight suit, USN APH-5 helmet, MS22001 oxygen mask, Mk.2 Life vest and B-3A leather flying gloves.
I have some doubts about the flight boots - the picture is not quite clear- but they looks like a pair of "Bückerschuhe" or a proto(?) issue of the then "Pilotenschuhe 63" (he brought them along?)... so our "model" is wearing a pair. Corrections or thoughts on this are welcome.
The life vest in the LH+RH pictures does not match the standard setup, but configured accordingly Mr. Moll photo.
Little information exists about the manufacturer of the suit; Louie and Freddie Fruhauf had a tailor shop in Whichita that produced (still today) band uniforms. In the first half of the 1950s, they had some contracts with the US government for the supply of K-1 and K-2 flight suits.
Even before they were put into service by the USN and USAAF in 1957, Fruhauf produced the first orange flight suits at the request of Douglas who had had difficulty locating the body of one of their test pilots involved in a flight accident.
On some special occasions the same orange suits were also supplied to USAF pilots, for example during the three record flights (Los Angeles - New York on RF-101) "Sun Run" which took place in November 1957.
Because of their quality, the Fruhauf suits equipped and were the preferred ones by many factory test pilots (similar to the Toptex helmets) and were possibly supplied by Grummann to our pilots during their flight evaluations. However, their production was short-lived, as Fruhauf decided to abandon the production of flightwear to concentrate exclusively on their core business of band uniforms.
A Fruhauf spin-off, Flite Wear, owned by E.H. Land, a former employee of theirs, for some time supplied flight suits and jackets to NASA astronauts.
Interestingly, the same model of suit is identifiable in photos taken in 1965/66 at Holloman AFB worn by Hughes' test pilot Rocky Jones and Swiss AF "Bordfotograf" Ernst Saxer, during the Mirage III HM-55S (AIM-26B) Falcon air to air missile live firing trials.
In the same set of photos, GRD test pilot Manfred Brennwald instead wears a Swiss standard GRD orange flight suit.
In the opinion of the pilots involved in the evaluations, the F11F-1F was the best of all the tested aircraft.
Unfortunately, due to the lack of interest from the USN, there was no series production. This and other reasons - not least the expected price - put an end to Swiss AF's interest in the Supertiger. | aerospace |
https://www.bis-space.com/event/the-space-generation-advisory-council-uk/ | 2024-03-04T19:21:41 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00004.warc.gz | 0.957491 | 229 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__67151051 | en | Wednesday 13 July 2022
THE SPACE GENERATION ADVISORY COUNCIL UK
Zoe Townsend, joint-SGAC UK National Point of Contact, will be joining us on-line to tell us all about the Space Generation Advisory Council, what it does internationally and for the Space Sector here in the UK.
Zoe is an aerospace engineer who studied at the University West of England and now works on small-scale Satellites.
She previously worked at CERN on the Future Circular Collider a potential upgrade to the Large Hadron Collider. She then returned to the space industry at Open Cosmos and is currently at GomSpace in Denmark. At GomSpace, she works as a mechanical engineer on Low Earth Orbit and deep space missions, including the Juventus/Hera mission with ESA.
She has been involved with the Space Generation Advisory Council for numerous years having supported their annual European Workshops and sitting as the national point of contact for the UK since 2019. With the support and network of SGAC, she has as gone on to do a Mars analog mission in Utah a collaboration between Europe and Latin America. | aerospace |
http://nodoublingbacknow.blogspot.com/2011/08/i-get-to-ride-in-plane-today.html | 2017-03-30T00:37:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218191444.45/warc/CC-MAIN-20170322212951-00337-ip-10-233-31-227.ec2.internal.warc.gz | 0.969214 | 70 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__153595855 | en | I am leaving on a jet plane this afternoon.
This will be the first time I have flown since I flew back from Ireland in the fall of 2009.
It has been.
But, I am excited. The whole trust and jump thing I was talking about...yeah, it is happening today.
I'm ready. I think. | aerospace |
https://www.smashwords.com/books/tags/mars_missions?covers=off | 2017-12-18T09:00:24 | s3://commoncrawl/crawl-data/CC-MAIN-2017-51/segments/1512948612570.86/warc/CC-MAIN-20171218083356-20171218105356-00229.warc.gz | 0.968382 | 67 | CC-MAIN-2017-51 | webtext-fineweb__CC-MAIN-2017-51__0__163130300 | en | One Way To Mars
by Gary Weston
Veterinarian Andrew Foreman hadn't wanted to go to Mars in the first place. But somebody had to look after Monkley the GenMoP, the genetically modified primate. Foreman had always regarded space travel as a dangerous business, but he had no idea just how dangerous. | aerospace |
http://leroyairport.com/?Services:Hangars&print | 2018-12-12T15:26:38 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823895.25/warc/CC-MAIN-20181212134123-20181212155623-00375.warc.gz | 0.767266 | 104 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__20772468 | en | Hangar space is available! Also, heated hangar space available single engine aircarft to medium size twin-engine aircraft!
Monthly Rates: Older Hangars $230.00-$255.00, New hangars: $285--$345.00. Community hangars small single $340.00, medium single/twin $375.00-$450.00 and up.
Transient hangars start at 25.00 per night, or monthly rate, call out fee may apply. | aerospace |
https://avitrader.com/2008/01/07/airtran-airways-awards-long-term-maintenance-contract-to-iai/ | 2023-03-28T13:11:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948858.7/warc/CC-MAIN-20230328104523-20230328134523-00550.warc.gz | 0.940462 | 165 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__124581697 | en | AirTran Airways, a subsidiary of AirTran Holdings has awarded Israel Aerospace Industries (IAI)’s Bedek Aviation Group a long-term contract for landing gear maintenance, covering its entire fleet of Boeing 737NG aircraft. AirTran Airways has ordered 115 Boeing 737NG aircraft and taken delivery of 50 to date.
Up to 26,000 jobs secured in Spain until 2060 with latest Eurofighter contracts
A recent study by Pricewaterhouse Coopers (PWC) shows clear indications that two Eurofighter programme contracts will secure up to 26,000 jobs in Spain. The study was funded by Airbus and took six months to complete. The report focuses on the economic impact of the ‘Halcon’ and ‘Quadriga’ contracts which are relevant to Spain. The report | aerospace |
http://www.tc.gc.ca/eng/civilaviation/publications/tp185-3-06-regulations-3746.htm | 2018-01-17T11:15:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084886895.18/warc/CC-MAIN-20180117102533-20180117122533-00009.warc.gz | 0.962945 | 1,030 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__121902379 | en | Regulations and You
- ISSUE 3/2006
- Insert from the Director General of Civil Aviation
- Copyright and Credits
- Dangerous Goods Carried in Toolboxes
- Guest Editorial
- To the Letter
- Recently Released TSB Reports
- Accident Synopses
- Maintenance and Certification
- Flight Operations
- Regulations and You
- CASS 2007 Call for Papers
- Civil Aviation Contact Information
- Full HTML Version
- PDF Version
The Tribunal Rules: Two Recent Decisions Handed Down by the Transportation Appeal Tribunal of Canada
In this issue, the Advisory and Appeals Division of the Regulatory Services Branch, thought to share two decisions that were handed down by the Transportation Appeal Tribunal of Canada (TATC) in the last year. These decisions are of particular interest to pilots because, in one case, the Tribunal studied the definition of an ultralight airplane, and in the other, it reviewed in detail the notion of an approach in view of landing. The names of the people involved have been changed, because the goal of this article, and our newsletter, is simply to share lessons learned.
Let's first look at the case Tremblay v. Minister of Transport.
Some charges were laid against Mr. Tremblay because he had acted as, among other things, a pilot-in-command of an aircraft without holding a permit or licence for the duties he performed. In fact, Mr. Tremblay held a pilot licence-ultralight airplane, and was flying a Cessna 150G that he owned.
In his defence, Mr. Tremblay claimed that his aircraft was an ultralight, given the modifications that he made. In his opinion, he therefore had the appropriate licence. The modifications made to the Cessna made it so that the weight empty was 975 lbs.
However, the Tribunal did not accept Mr. Tremblay's argument. It concluded that, despite the modifications made to the aircraft to make it lighter, the Cessna 150G is designed and constructed to have a maximum weight of 1 600 lbs and a stall speed of 41.6 kt, which does not comply with the requirements of an ultralight. Indeed, the Canadian Aviation Regulations (CARs) prescribe that an ultralight airplane have a maximum take-off weight of 544 kg (1 200 lbs) at the most, and a stall speed in the landing configuration of 39 kt. In addition, the Tribunal pointed out that an aircraft could not belong to more than one category, class or type.
Another interesting decision is the one handed down in the case Roy v. Minister of Transport.
In this case, Mr. Roy had been accused of using a helicopter at an altitude below 1 000 ft, over a built-up area. During the review hearing, Mr. Roy admitted to having indeed flown at a low altitude over a built-up area, but claimed that he had proceeded on an approach in view of landing. He testified that he was looking for a service station; a landmark that had been given to him for landing.
Although an approach in view of landing is an exception to the rule that prohibits a pilot from flying at low altitude, the Tribunal considered that, given the circumstances, the exception could not apply. Indeed, the Tribunal stated that,"An approach is not a tool to be used for searching for a proposed landing site. Searching for a landing site and conducting an approach are two different procedures. I am of the view that an ‘approach' is a distinct manoeuvre. An approach cannot be started until the landing site has been identified. It is a process used to land an aircraft once the actual landing site has been determined after the search for the landing site has been completed. The approach is the descent from altitude immediately preceding a landing and in my view limited to that purpose. While it varies with circumstances of each case, it does not require an inordinate length of time or, in the case of a helicopter, an inordinate distance." [Translation]
The Tribunal added that an approach could not take an unlimited amount of time or space. It must rather be a definite and deliberate process, with a specific goal. The Tribunal's counsel clearly stated that an approach could not be used as an excuse to maintain flying at a low altitude. In his opinion, the approach procedure would be limited to a distance from the landing site that is reasonable, and does not pose a risk to conducting the approach.
In this particular case, the Tribunal ruled that the appropriate landing procedure was the one applicable to restricted areas. This required, first, a flight at least 1 000 ft above surface obstructions to the location of the service station being sought; the landing procedure could then be initiated. The counsel concluded that the maximum length of the approach that should have been conducted for landing was ½ mi.
We hope that these examples have given you a better understanding of the definition of an ultralight airplane, and the idea of an approach. Happy flying!
- Date modified: | aerospace |
http://www.joc.com/print/2161051 | 2014-12-18T00:54:17 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802765093.40/warc/CC-MAIN-20141217075245-00122-ip-10-231-17-201.ec2.internal.warc.gz | 0.955631 | 603 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__95824442 | en | The Cabinet-level Economic Policy Council recently proposed sweeping changes in the way that the United States launches commercial satellites. If executed, the plan would open the door to the development of a U.S. private sector launch industry. It also would help reduce much of the satellite launch backlog that has resulted from the loss of the Challenger space shuttle, the grounding of the remaining three orbiters and the serious technical problems with the United States' three unmanned rocket systems.
The plan calls for barring the National Aeronautics and Space Administration from using space shuttles to launch commercial satellites except when the shuttle is the only vehicle capable of doing so, or where there is an overwhelming foreign policy or national security interest. The Economic Policy Council proposal also would require NASA to terminate six current agreements to launch commercial satellites.The Council's proposals would boost the private launch industry by eliminating the fear within the investment community that private launch firms would have to compete with heavily subsidized government launch services. This concern has been the principal obstacle to raising money for private launch services.
A private launch industry would ease the enormous backlog of unlaunched private and government satellites. Most of the 43 commercial and foreign satellites waiting to be launched could be carried by unmanned rockets (known as Expendable Launch Vehicles, or ELVs). This would leave the three remaining space shuttles free for manned missions or those involving national security.
Because private firms entering the launch business would be investing their own capital to reopen the ELV production lines, NASA and the taxpayer would be relieved of the need to spend between $200 million and $400 million to open those lines. Creating strong price competition in a market where none exists, moreover, would increase launch options available to firms wishing to deploy satellites and costs would fall.
Finally, the firms initially offering launch services would become the nucleus of a new full-scale commercial space industry, promising untold commercial possibilities. There could be, for example, enormous export potential as carriers for foreign payloads.
The proposed new policy is essential for private launches. Regrettably, NASA is lobbying vigorously against it. The space agency was the only dissenting vote in the Economic Policy Council meeting that set the new launch initiative, and it consistently has opposed attempts to reduce its domination of space-related activities.
This has been particularly true in the area of launch services using ELVs, despite a 1984 presidential directive mandating cooperation in efforts to privatize these unmanned rockets. In recent weeks, as the likelihood of a cabinet-level decision in favor of ELV privatization became apparent, NASA intensified its obstruction, encouraging members of the House and Senate to introduce legislation blocking it. NASA also has been issuing press statements questioning the viability of private launch services and dragging its feet on finalizing agreements to privatize ELV systems.
NASA ignores that fact that there really is no option to ELV privatization if the United States is to solve the current launch shortage.
Ronald Reagan must ensure that NASA stops undermining his space commercialization initiative. | aerospace |
https://vnsc.org.vn/en/news-events/signing-ceremony-of-the-package-lotusat-1-satellite-equipment-and-capacity-development-in-project-for-disaster-and-climate-change-countermeasure-using-earth-observation-satellite-v/ | 2022-05-27T19:44:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662675072.99/warc/CC-MAIN-20220527174336-20220527204336-00198.warc.gz | 0.924411 | 954 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__216536205 | en | On October 18, 2019 in Hanoi, Vietnam National Space Center – VNSC (under Vietnam Academy of Science and Technology – VAST) and Sumitomo Corporation (Japan) have signed the contract of the package “LOTUSat-1 satellite, equipment and capacity development” developed by NEC Corporation.
Mr. Umeda Kunio – Ambassador of Japan in Vietnam; Mr. Chu Ngoc Anh – Minister of Vietnam Ministry of Science and Technology; Prof. Acad. Chau Van Minh – President of VAST, and leaders of ministries, departments and agencies, and representatives of Japanese partners such as the Ministry of Economy, Trade and Industry of Japan (METI), Japan International Cooperation Agency (JICA), Japan Aerospace Exploration Agency (JAXA) … attended the Ceremony.
Delegates attended the Signing Ceremony at Vietnam National Space Center
At the ceremony, Prof. Acad. Chau Van Minh expressed his sincere thanks to the guidance of the Government and the effective coordination of the ministries and the Vietnam Space Committee to this Project in particular and the space technology research and development of VAST in general. He also expressed his gratitude to the cooperation and efforts of the Japanese Embassy in Vietnam, METI, JICA and contractors in overcoming difficulties to achieve initial results in the implementation of this Project.
From the Japanese side, Mr. Umeda Kunio –Ambassador of Japan in Vietnam, also expressed his joy at witnessing this significant event. In his speech, Mr. Umeda Kunio affirmed: “As a symbol of Vietanm – Japan cooperation and certainly contributing to the future of Vietnam, this satellite package is a project that I am always looking forward to implementing. The LOTUSat-1 satellite is the first radar satellite owned by Vietnam, which will contribute to respond to natural disasters and climate change throughout the territory of Vietnam including the sea. I believe that this satellite will not only contribute to the sustainable development of Vietnam, but also make an important contribution to the stability and prosperity of the whole East Asia region”.
The Vietnam Space Center Project has started since 2011 as the national key project in science and technology with the largest investment ever, mainly funded by Japanese ODA loans under special terms (STEP) for economic partners from JICA. The project is implemented with two main purposes: The first is to upgrade and develop the climate change and natural disasters warning and mitigation system, natural resources management and environmental monitoring, serving the socio-economic development. The second one is to improve infrastructure of the Vietnam National Space Center, step by step develop and master the technology, self-producing small earth observation satellites according to the goals in the national strategy for research and application of space technology of Vietnam. The main investment of the project is the LOTUSat-1 satellite package and its related technical infrastructure. The LOTUSat-1 Earth observation satellite is the same model that NEC uses for its advanced space system ASNARO-2. The human resource development for utilization of satellite data will be conducted by the Remote Sensing Technology Center of Japan (RESTEC). Data collected by LOTUSat-1 will be utilized for implementing countermeasures against natural disasters and climate changes, thereby making important contributions to the development of Vietnam. The satellite is expected to be launched in 2023.
Leaders of VNSC/VAST and Sumitomo Corporation were signing the contract
The representative of Japan, Mr. Osuke Asai from METI, also shared: “I think this project will be a great start to contribute to the establishment of satellite manufacturing and capacity development, as well as open the way to being able to make Vietnam’s owned satellites. In the coming time, through this project, METI will continue to contribute to the rapid development of Vietnam’s space industry”
At the ceremony, Dr. Pham Anh Tuan – Director General of VNSC updated the “Made in Vietnam” satellites development roadmap of VNSC.
|Vietnam’s geography is characterized by a wide range of distinctive features, including an extensive coastline, high mountains and deep forests. Under the effect of the ongoing climate change, these conditions contribute to the vulnerability of the national land to natural disasters, particularly flooding from heavy rains and typhoons. As a result, it is necessary for Vietnam to take countermeasures in order to minimize damages from natural disasters. Given this situation, the Vietnamese government places a great deal of importance on the development of science and technology programs that address climate change. The LOTUSat-1 Earth observation satellite will support these initiatives with constant monitoring and forecasting of climate change and its impact.| | aerospace |
https://cosmos-live.com/news/6-things-you-didnt-know-about-our-first-space-flight-center.html | 2024-04-20T13:33:59 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817650.14/warc/CC-MAIN-20240420122043-20240420152043-00522.warc.gz | 0.922774 | 798 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__71397755 | en | When NASA began operations on Oct. 1, 1958, we consisted mainly of the four laboratories of our predecessor, the National Advisory Committee for Aeronautics (NACA). Hot on the heels of NASA’s first day of business, we opened the Goddard Space Flight Center. Chartered May 1, 1959, and located in Greenbelt, Maryland, Goddard is home to one of the largest groups of scientists and engineers in the world. These people are building, testing and experimenting their way toward answering some of the universe’s most intriguing questions.
To celebrate 60 years of exploring, here are six ways Goddard shoots for the stars.
For the last 60 years, we’ve kept a close eye on our home planet, watching its atmosphere, lands and ocean.
Goddard instruments were crucial in tracking the hole in the ozone layer over Antarctica as it grew and eventually began to show signs of healing. Satellites and field campaigns track the changing height and extent of ice around the globe. Precipitation missions give us a global, near-real-time look at rain and snow everywhere on Earth. Researchers keep a record of the planet’s temperature, and Goddard supercomputer models consider how Earth will change with rising temperatures. From satellites in Earth’s orbit to field campaigns in the air and on the ground, Goddard is helping us understand our planet.
We seek to answer the big questions about our universe: Are we alone? How does the universe work? How did we get here?
We’re piecing together the story of our cosmos, from now all the way back to its start 13.7 billion years ago. Goddard missions have contributed to our understanding of the big bang and have shown us nurseries where stars are born and what happens when galaxies collide. Our ongoing census of planets far beyond our own solar system (several thousand known and counting!) is helping us hone in on which ones might be potentially habitable.
We study our dynamic Sun.
Our Sun is an active star, with occasional storms and a constant outflow of particles, radiation and magnetic fields that fill the solar system out far past the orbit of Neptune. Goddard scientists study the Sun and its activity with a host of satellites to understand how our star affects Earth, planets throughout the solar system and the nature of the very space our astronauts travel through.
We explore the planets, moons and small objects in the solar system and beyond.
Goddard instruments (well over 100 in total!) have visited every planet in the solar system and continue on to new frontiers. What we’ve learned about the history of our solar system helps us piece together the mysteries of life: How did life in our solar system form and evolve? Can we find life elsewhere?
Over 60 years, our communications networks have enabled hundreds of NASA spacecraft to “phone home.”
Today, Goddard communications networks bring down 98 percent of our spacecraft data – nearly 30 terabytes per day! This includes not only science data, but also key information related to spacecraft operations and astronaut health. Goddard is also leading the way in creating cutting-edge solutions like laser communications that will enable exploration – faster, better, safer – for generations to come. Pew pew!
Exploring the unknown often means we must create new ways of exploring, new ways of knowing what we’re “seeing.”
Goddard’s technologists and engineers must often invent tools, mechanisms and sensors to return information about our universe that we may not have even known to look for when the center was first commissioned.
Behind every discovery is an amazing team of people, pushing the boundaries of humanity’s knowledge. Here’s to the ones who ask questions, find answers and ask questions some more!
Make sure to follow us on Tumblr for your regular dose of space: http://nasa.tumblr.com. | aerospace |
https://www.ntsb.gov/news/press-releases/Pages/NTSB_Recommends_System_for_Large_Airplanes_to_Prevent_Collisions_While_Taxiing.aspx | 2019-09-21T23:56:39 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514574710.66/warc/CC-MAIN-20190921231814-20190922013814-00452.warc.gz | 0.891153 | 520 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__167206058 | en | WASHINGTON - Today the NTSB recommended that the Federal Aviation Administration require that large airplanes be equipped with an anti-ground collision aid, such as an on-board external-mounted camera system, to provide pilots a clear view of the plane's wingtips while taxiing to ensure clearance from other aircraft, vehicles and obstacles.
On large airplanes (such as the Boeing 747, 757, 767, and 777; the Airbus A380; and the McDonnell Douglas MD-10 and MD-11), the pilot cannot see the airplane's wingtips from the cockpit unless the pilot opens the cockpit window and extends his or her head out of the window, which is often impractical.
The NTSB said that the anti-collision aids should be installed on newly manufactured and certificated airplanes and that existing large airplanes should be retrofitted with the equipment.
"A system that can provide real-time information on wingtip clearance in relation to other obstacles will give pilots of large airplanes an essential tool when taxiing," said NTSB Chairman Deborah A.P. Hersman. "While collision warning systems are now common in highway vehicles, it is important for the aviation industry to consider their application in large aircraft."
The recommendations follow three recent ground collision accidents (all currently under investigation) in which large airplanes collided with another aircraft while taxiing:
- May 30, 2012: The right wingtip of an EVA Air Boeing 747-400 struck the rudder and vertical stabilizer of an American Eagle Embraer 135 while taxiing at Chicago's O'Hare International Airport (Preliminary Report: http://go.usa.gov/rPFh).
- July 14, 2011: A Delta Air Lines Boeing 767 was taxiing for departure when its left winglet struck the horizontal stabilizer of an Atlantic Southeast Airlines Bombardier CRJ900 (Preliminary Report: http://go.usa.gov/rnzC).
- April 11, 2011: During a taxi for departure, the left wingtip of an Air France A380 struck the horizontal stabilizer and rudder of a Comair Bombardier CRJ701 (Preliminary Report: http://go.usa.gov/rnzW).
The NTSB made the same recommendation to the European Aviation Safety Agency, which sets standards for aircraft manufacturers in Europe.
Recommendation Letter to the FAA
Recommendation Letter to EASA
NTSB Media Contact:
Office of Public Affairs
490 L'Enfant Plaza, SW
Washington, DC 20594 | aerospace |
https://rnzaf.proboards.com/thread/5261/2005-aviation-records | 2020-02-24T21:39:44 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145981.35/warc/CC-MAIN-20200224193815-20200224223815-00241.warc.gz | 0.92366 | 178 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__24768380 | en | MOST MEMORABLE AVIATION RECORDS CITED A 10-minute rocket flight and a two-day-long balloon flight were among the most memorable aviation records of 2005, the National Aeronautic Association announced last week. Dick Rutan flew XCOR's EZ-Rocket, a modified Long-EZ, from Mojave to California City in just under 10 minutes, the "longest record flight" by a ground-launched, rocket-powered airplane. In February, Troy Bradley broke a 60-year-old duration-of-flight record when he flew a small gas balloon from Texas to Georgia. Other memorable flights included Steve Fossett's GlobalFlyer circumnavigation in March, and John Parker pushing his Thunder Mustang to 376 mph on a straight course less than a kilometer long. Other records recognized a wide spectrum of aviation achievements. | aerospace |
https://www.commercialdroneprofessional.com/uav-operating-life-increased-by-new-main-rotor-blades/ | 2021-10-19T14:07:35 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585270.40/warc/CC-MAIN-20211019140046-20211019170046-00145.warc.gz | 0.941922 | 227 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__77426499 | en | UAVOS has completed its tests of the new version of the main rotor blades for installation on helicopters with a take-off mass of 50 kg and a rotor diameter of 2600mm, a move which results in increased operating life.
It detailed that as a result of the modification, the aerodynamic stability of the blade has been improved, and wear resistance has been increased during flights in severe weather conditions, thereby the product’s operating life has doubled.
Commenting on the development, Aliaksei Stratsilatau, CEO, said: “Rotor blade tips spin at near sound speeds. And any object, whether it be dust, sand, grass, snow, ice chips, insects, etc. at such speeds, destroys the leading edge.”
Adding: “The new design features upgrades resulting in improved performance envelope and reliability. This approach allows customers to run very lean maintenance programs that require only basic facilities.”
UAVOS rotor blades are made using the technology of hot molding of composite prepreg material – the technology of manufacturing the blade in a single press die operation. | aerospace |
https://gosouth.co.za/cybicom-and-the-csir-add-fire-fighting-module-to-helicopter-simulator/ | 2018-10-21T03:42:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583513686.3/warc/CC-MAIN-20181021031444-20181021052944-00166.warc.gz | 0.935472 | 271 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__67185268 | en | Cybicom Atlas Defence (CAD) and the Council for Scientific and Industrial Research (CSIR) have integrated a fire-fighting training module into their Helicopter Flight Trainer (HFT) simulator, which allows for cost-effective training for helicopter pilots with respect to fire-fighting skills and procedures.
The integration of the fire-fighting module was funded by the Aerospace Industry Support Initiative (AISI) of the Department of Trade and Industry.
According to CAD, the project included a review of internet-based material on fire-fighting using helicopters, as well as a literature review into the current state of underslung load modelling. A workshop was held with Working on Fire during which it was confirmed that no simulation-based aerial fire-fighting training facilities exist in South Africa.
CAD said an initial training exercise was designed around the Camp Pendleton CBD simulation, allowing for fires near the airport involving buildings and vegetation.
The simulator utilises Presagis Vega Prime visualisation software to generate visual cues for fire and smoke effects on the ground and in the air. This provides high levels of realism using dynamic shadows, high-resolution detail, sophisticated atmospheric models, 3D clouds, natural vegetation, and realistic night scenes. Presagis HeliSIM flight simulation software is used to provide hi-fidelity helicopter flight dynamics. | aerospace |
https://passive-components.eu/tt-electronics-acquires-precision-inc/ | 2024-02-28T23:44:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474746.1/warc/CC-MAIN-20240228211701-20240229001701-00886.warc.gz | 0.934424 | 406 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__174785720 | en | Source: TT Electronics news
Precision Inc. to expand TT’s electromagnetic capabilities and global presence.
Woking, UK, 4 June 2018 -TT Electronics, a global provider of engineered electronics for performance critical applications, has today announced the acquisition of Precision, an industry leading designer and manufacturer of precision electromagnetic product solutions for critical applications. Based in Minneapolis, US, Precision has around 160 employees that support customers in medical, industrial, and aerospace and defence markets.
Precision brings new design, simulation and manufacturing capabilities to TT in electromagnetics, one of our focus areas for growth. Precision’s products are primarily sold into medical applications including pace makers, neurological implants and other in-body equipment as well as external diagnostic equipment such as dialysis machines and MRI scanners. Precision also serves industrial and aerospace and defence customers in applications including satellite power supplies and aerospace guidance systems. Precision’s capabilities include high-reliability, ultra-fine wire winding, particularly suited to components that require exceptionally high levels of precision. Precision will be integrated into the Power Electronics division.
TT will provide Precision with customer and market access in Europe and Asia, supported by a global Field Application Engineering team and distribution network. TT’s operating footprint will provide significant manufacturing and supply chain capabilities in Asia to support customers in region.
Together with Precision, TT now has a global electromagnetic product solution offering with engineering capabilities in the US, UK and Asia supported by manufacturing capabilities in each region.
Commenting on the acquisition, Richard Tyson, CEO said:
“The acquisition of Precision is an excellent fit with both our business and our strategy for growth and higher margins. It has a strong position in markets where the proliferation of electronics is increasingly important and will extend our capability for power electronic solutions in the important medical, industrial and aerospace and defence markets in the US.
I am delighted to welcome Precision’s employees to TT as we continue to build differentiated capabilities and engineer smarter solutions together with our customers.” | aerospace |
https://www.solomonbros.com.au/products/r-a-a-f-air-chief-marshal-shoulder-board | 2024-02-21T22:03:19 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473558.16/warc/CC-MAIN-20240221202132-20240221232132-00458.warc.gz | 0.914805 | 163 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__33197513 | en | R.A.A.F. Air Chief Marshal Shoulder Board
Air marshal (abbreviated as AIRMSHL) is the second highest active rank of the Royal Australian Air Force. It is also considered a three-star rank. The rank is held by the Chief of Air Force (CAF), and when the Vice Chief of the Defence Force (VCDF), the Chief of Joint Operations (CJOPS) and/or the Chief of the Capability Development executive (CCDE) are Air Force officers.
Hand Made Shoulder Board with Gold lace, Metal Crown and Eagle badge, Gold Buttons and hand bullion embroidery
Best quality French Gold lace ( Braid ) and bullion - 2% Gold
French lace does not tarnish like cheaper inferior quality lace | aerospace |
http://www.ibtimes.com/how-many-planes-crash-every-year-how-many-people-die-plane-crashes-chart-1560554 | 2017-04-23T12:17:30 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118552.28/warc/CC-MAIN-20170423031158-00224-ip-10-145-167-34.ec2.internal.warc.gz | 0.958237 | 329 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__235038660 | en | Correction: This story has been amended to reflect that figures refer to all airplanes in the world, not just those flying on commercial scheduled services.
The Malaysia Airlines plane that has been missing since Saturday, Flight 370 en route to Beijing, is the 22nd plane to crash so far in 2014. All 227 passengers and 12 crew members are presumed dead.
This year's rate of crashes isn’t unusually high -- there were 138 plane crashes in 2013, and 155 in 2012, according to data from Bureau of Aircraft Accidents Archives, a Swiss organization that tracks such data.
But in terms of fatalities, 2014 is on track to be a pretty bad year. In just the first two and a half months of the year, 376 people have died in plane crashes, compared to a total of 462 for the whole of last year.
These figures refer to all airplanes flying in the world, including private aviation. When considering just commercial aviation, or large airplanes flying passengers in scheduled service, the picture changes radically: the Malaysian Boeing 777 is the only large airliner accident this year.
More planes crashed in 1943 than in any single year since then, according BAAA data. That year saw 562 planes crash, and 2,266 fatalities.
But 1972 was an even worse year for flight-related deaths: 3,329 people died in plane crashes around the world, according to BAAA data.
Here’s a chart that looks at plane-crash data from 1918 to 2014, up to date as of March 8, 2014. The top 10 years for both deaths and crashes are highlighted in a darker color: | aerospace |
https://www.cheapflights.com.hk/flights-to-Greenville-SC/Hong-Kong/ | 2021-08-03T20:36:39 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154471.78/warc/CC-MAIN-20210803191307-20210803221307-00018.warc.gz | 0.898135 | 326 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__223564456 | en | How to find the cheapest flight from Hong Kong to Greenville (GSP)
All the information you need to plan the best null to GSP flight in 2021: compare Hong Kong to Greenville flight prices with the expected peak season, weather and rainfall in Greenville.
Related info for your journey
Useful info, stats and facts about <span class="emphasized">Hong Kong</span> to <span class="emphasized">Greenville</span> flights.
From Hong Kong to Greenville
What airport do you fly into for flights to Greenville from Hong Kong?
For a flight from Hong Kong to Greenville, you will be flying into Greenville. Greenville (GSP) is just 16.7 km from the centre of the city.
Which airlines flying from Hong Kong to Greenville have flexible changes due to COVID-19?
Due to the rapidly changing circumstances due to COVID-19, airlines like American Airlines flying from Hong Kong to Greenville have implemented new flexible change policies.
How popular is this flight route?
The Hong Kong to Greenville flight path was viewed by 24 users in the past month. Keep an eye out for changes in search interest prior to high and low season.
What are the cheapest flights from Hong Kong to Greenville?
On average you can expect to pay HK$8,008 for a flight from Hong Kong to Greenville. The cheapest flight overall is HK$5,899 while the most popular route, (Hong Kong Intl - Greenville) is currently priced at HK$5,372. | aerospace |
https://books.apple.com/us/book/space-nutrition/id515790608 | 2019-07-16T08:04:12 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524517.31/warc/CC-MAIN-20190716075153-20190716101153-00469.warc.gz | 0.960851 | 495 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__81380636 | en | There are few topics more enthralling than human spaceflight. Food and nutrition are of particular interest, given the obvious commonality with those of us remaining on Earth. From the early days of eating food packed in toothpaste tubes, the space program has come a long way. Beyond food itself, understanding the nutritional requirements for spaceflight presents another challenge. It is the primary responsibility of NASA’s Nutritional Biochemistry Laboratory to understand the nutritional requirements of astronauts on extended-duration flights to the International Space Station, and on future exploration missions. In this book, we provide an overview of space programs from the earliest human space flight through the current gem that is the International Space Station. The book also covers the role of nutrition in the space program, describes how space nutrition research is conducted, and highlights much of the research that has been completed or is ongoing at NASA.
The concept for this book grew from an education/outreach project conceived and initiated in 2001. The Space Nutrition Newsletter was an effort to bring elementary/intermediate students along on a journey with the Nutritional Biochemistry Laboratory to conduct space research, and to better understand the role of nutrition in human space flight. The team that compiled this book includes individuals integral to that effort. Three of the authors have spent almost 50 years working with the Nutritional Biochemistry Laboratory. The 4th author is an educator who started as classroom teacher receiving the newsletters and integrating them into her lessons. She later joined NASA as an education specialist. The newsletters wouldn’t be complete without the outstanding graphics that started with the newsletter, and were expanded for this effort. This team has a remarkable dedication to NASA’s education and outreach efforts, as evidenced herein.
Customer ReviewsSee All
Engaging and fun learning resource
My son (8 yrs old, entering 3rd grade) and I have really enjoyed going through this book. We are just reading for fun, but I could easily see this book used in an educational setting as part of a science or health curriculum. It’s helped him understand more about space, scientific research, nutrition and physiology in a very clear manner. It is also the first ebook that I've read, which takes advantage of the fact that you are no longer limited to 2 dimensions on paper, but that you can integrate video, audio and scrolling photo libraries. Make sure you rotate your iPad and read this book in landscape as it doesn't work properly in portrait. | aerospace |
https://www.kirtland.af.mil/News/Article-Display/Article/3489344/air-force-releases-staff-sergeant-promotion-cycle-statistics/ | 2024-04-21T17:52:30 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817790.98/warc/CC-MAIN-20240421163736-20240421193736-00405.warc.gz | 0.905118 | 168 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__183204322 | en | Air Force releases staff sergeant promotion cycle statistics Published Aug. 10, 2023 Air Force Personnel Center Public Affairs JOINT BASE SAN ANTONIO-RANDOLPH, Texas -- Air Force officials have selected 9,000 senior airmen for promotion to staff sergeant out of 51,717 eligible for a selection rate of 17.4 percent in the 23E5 promotion cycle, which includes supplemental promotion opportunities. The average overall score for those selected was 336.41. Selectees’ average time in grade was 2.01 years and time in service was 4.56 years. The promotion list is available on the Air Force Personnel Center public website. Airmen can access their score notices on the virtual Military Personnel Flight via the AFPC Secure page. For more information about Air Force personnel programs, visit the AFPC public website. | aerospace |
https://phantompilots.com/threads/phantom-4-advanced-questions.145601/ | 2020-08-12T17:34:27 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738913.60/warc/CC-MAIN-20200812171125-20200812201125-00129.warc.gz | 0.980292 | 71 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__179942577 | en | Hi all. New P4A owner here, and just getting flying around to flying it. Have had a few UAV's over the past 4-5 years, and I'm glad to finally have a DJI unit. Which thread do I use to address my P4A questions?? This one or the regular P4 discussion thread? Thanks. | aerospace |
https://www.hsdl.org/?abstract&did=716489 | 2021-10-20T02:00:53 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585290.83/warc/CC-MAIN-20211019233130-20211020023130-00619.warc.gz | 0.808812 | 103 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__279776566 | en | Homeland Security: Unmanned Aerial Vehicles and Border Surveillance [Updated May 13, 2008] [open pdf - 70KB]
From the Summary: "Congress has expressed a great deal of interest in using Unmanned Aerial Vehicles (UAVs) to surveil the United States' international land border. This report examines the strengths and limitations of deploying UAVs along the borders and related issues for Congress. This report will be updated as events warrant."
CRS Report for Congress, RS21698 | aerospace |
https://uvr.aero/category/news-and-articles/page/2/ | 2022-08-18T19:34:25 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573399.40/warc/CC-MAIN-20220818185216-20220818215216-00491.warc.gz | 0.861108 | 399 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__213347568 | en | What we do
UVR - United Vehicle Robotics / Unmanned Aircraft
Aug 13, 2019
Workflow of testing fully autonomous drones / Summer 2019
While we are developing Sakavik and improving COMBO, our specialists, in collaboration with aOrion, are working on autonomous flight algorithms.
Jul 20, 2019
An unmanned aerial vehicle “COMBO” is not the only project UVR is working on. We are ready to announce the development of an ultra-light helicopter “Sakavik” now.
Jul 16, 2019
UVR Company – goals, objectives, ways to achieve
One of the high priorities of United Vehicle Robotics (UVR) has been carried out to set of works which create a service that provide freight using different types of unmanned vehicles (water, ground, air and space transport). Towards the...
May 27, 2019
COMBO test flight
Fully autonomous first test flight of UAV COMBO. Take-off, en-route flight and landing are fully automatic.
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Here you can submit an order for your cargo unmanned aircraft. In addition, we are open to collaborations and will be glad to receive a proposal or answer your questions.
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https://gadling.com/2013/04/22/expect-delays-as-sequestration-cuts-hit-airports/ | 2022-08-18T16:58:54 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573242.55/warc/CC-MAIN-20220818154820-20220818184820-00150.warc.gz | 0.959667 | 223 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__139157550 | en | Automatic spending cuts began hitting the Federal Aviation Administration on Sunday, meaning travelers should be prepared for longer security lines and lengthier waits at airports as things get sorted out.
According to NYC Aviation, delays of up to an hour were cited in and around New York on Sunday night, with both John F. Kennedy International Airport and LaGuardia Airport reporting delays due to “staffing.” Already this morning, several flights are seeing lengthy delays, including the shuttle services up and down the East Coast.
The Chicago Tribune is reporting the FAA has warned, “travelers should expect delays averaging as much as 50 minutes per flight this week because of fewer air traffic controllers in towers.” But don’t worry too much: no sector of air space will go without controller guidance. Just be sure to check flight statuses before you set off to the airport, and allow plenty of time to get through security – lines are expected to be slow-moving as Transportation Security Administration personnel have been furloughed, too.
[Photo credit: Flickr user bmhkim] | aerospace |
http://www.warbirdsonline.com.au/2016/01/11/hawker-sea-fury-fb11-vr930/ | 2018-02-23T16:27:33 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891814801.45/warc/CC-MAIN-20180223154626-20180223174626-00256.warc.gz | 0.967452 | 780 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__125279742 | en | The Royal Navy Historic Flight, in conjunction with the Fly Navy Heritage Trust operates the Hawker Sea Fury Hawker Sea Fury T20 G-RNHF (VX281) which Warbirds Online covered in 2014 on our tour of the UK air show season. Sadly, this aircraft suffered a damaging crash landing after a catastrophic engine failure. VX281 is now on the mend with the fuselage and empennage fitted and complete and the wing tip repairs nearly complete. The complex task of building up a new Bristol Centaurus engine is well in hand with parts sourced from as far away as the USA and it is possible that the aircraft could fly again in 2016. There is however, another Hawker Sea Fury in the care of the Royal Navy Historic Flight, Hawker Sea Fury FB.11 VR930, a single seater.
This Warbird has been with the Flight since the 1980’s, firstly as a spares source for the Fights original airworthy FB.11 TF956, which was unfortunately lost in an incident in 1989, whereupon the decision was taken to rebuild VR930. British Aerospace’s Brough works restored the aircraft over the next decade and it joined the RNHF in 1998 in 802 NAS Korean War markings. The aircraft went on to participate in many airshows across the UK in the following few years and was a delight to watch in the air. Recently VR930 has been overhauled and her color scheme changed to her authentic, original 802 NAS code of ‘110/Q’ as worn when she first joined the unit at the shore base of RNAS Eglinton, Northern Ireland, and embarked in HMS Vengeance in 1948.
Warbirds Online has been fortunate to see VR930 flying at Duxford on several occasions in the early 2000’s and she always put on a beautiful and powerful display. It was evident how well cared for the Sea Fury was and it always looked immaculate. VR930 doesn’t fly at present and is inhibited to protect the Centaurus from damage. The RNHF have indicated that during 2016 the aircraft will be returned to running status and may again fly at some point in the future. It would certainly be a sight to see the TT.20 and the FB.11 together in the air, we can only hope. The aircraft was on display at RNAS Yeovilton UK in 2014 when Warbirds Online attended the Airshow there and she looked immaculate as always and very different in her new accurate colors.
History of Hawker Sea Fury FB.11 VR930
History obtained from the RNHF – Delivered to the Royal Navy at RNAS Culham in March 1948, VR930 from May to December 1948 on operational service with 802 Squadron aboard HMS Vengeance and at RNAS Eglinton. December 1948 to August 1953 VR930 was held at Aircraft Holding Units Anthorn, Abbotsinch, Sembawang and Fleetlands. She underwent a Category 4 repair at the Royal Naval Aircraft Yard Donibristle, returning to front-line service again with 801 Squadron. Between August 1953 and July 1954 she flew a further 284 hours with the squadron before going to RNAY Fleetlands for reconditioning. She was held in reserve at Anthorn and Lossiemouth before transferring to the Fleet Requirements Unit at Hurn (now Bournemouth Airport) in November 1959. With this unit she flew a further 828 hours, and when put up for disposal in January 1961 she had flown an absolute total of almost 1280 hours during her active service. In ‘retirement’ she spent several years at RAF Colerne, and periods at RNAS Yeovilton and Boscombe Down before joining the RNHF.
The work done on this Warbird is certainly a credit to the restoration team.
© John Parker 2016 | aerospace |
https://webbtelescope.org/resource-gallery/articles/pagecontent/filter-articles/who-is-james-webb?filterUUID=a776e097-0c60-421c-baec-1d8ad049bfb0 | 2019-05-22T07:50:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256764.75/warc/CC-MAIN-20190522063112-20190522085112-00260.warc.gz | 0.958527 | 445 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__109075399 | en | Who Is James Webb?
Second administrator of the National Aeronautics and Space Administration, 1961–1968
James Edwin Webb (1906–1992) served from February 14, 1961–October 7, 1968 as the second administrator of the National Aeronautics and Space Administration (NASA). NASA was at that time a very new organization, having been formally established October 1, 1958. Presiding over such an important and complex agency called for the skills and rich experience Webb gained negotiating Washington’s political and bureaucratic scene.
Webb wasn’t a scientist or engineer. He was a businessman, attorney, and manager who had served as director of the bureau of budget and undersecretary of state under President Harry Truman. He was originally reluctant to take the job offered by President John Kennedy, assuming that it might be better handled by someone with a deeper understanding of science or technology, but Kennedy wanted someone with keen political insight and a manager’s ability to help the agency mature.
Webb oversaw great progress in the space program during the Kennedy and Johnson administrations. He also weathered the turmoil surrounding the 1967 Apollo 1 tragedy, in which three astronauts died in a flash fire during simulation tests on the launch pad at NASA’s Kennedy Space Center in Florida. Firmly committed to getting NASA back on track after the setback, he strove to maintain public and congressional support for the program. He succeeded, helping to pave the way to future NASA successes, such as the historic Apollo 11 lunar landing, which took place shortly after his retirement from NASA. During his tenure, Webb strengthened the space science program and was responsible for more than 75 launches.
NASA’s tenth administrator, Sean O’Keefe, said of Webb, “He took our nation on its first voyages of exploration, turning our imagination into reality. Indeed, he laid the foundations at NASA for one of the most successful periods of astronomical discovery. As a result, we’re rewriting the textbooks today with the help of the Hubble Space Telescope, the Chandra X-ray Observatory, and ... the James Webb Space Telescope.”
Last Updated: May 31, 2018
Keywords: Webb Mission | aerospace |
https://www.aerospacetechreview.com/faa-begins-scoping-period-for-environmental-review-at-spacex-launch-site/ | 2023-09-29T17:05:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510520.98/warc/CC-MAIN-20230929154432-20230929184432-00037.warc.gz | 0.919579 | 396 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__42262773 | en | The Federal Aviation Administration (FAA) is holding a public scoping period for the draft Environmental Assessment (EA) related to plans by SpaceX to apply for licenses for suborbital and orbital launches of its Starship/Super Heavy project at its facility in Boca Chica, Texas.
The scoping period will help the FAA in determine the scope of issues for analysis in the draft EA. The FAA requests public comments on potential alternatives and impacts, and identification of any relevant information, studies, or analyses of any kind concerning impacts affecting the quality of the human environment. The FAA also invites comments on its consideration of preparing a Programmatic EA for this effort.
The deadline to submit comments is January 22, 2021, and may be submitted to the following email address: [email protected].
The proposed update to Starship/Super Heavy operations falls outside of the scope of the existing final Environmental Impact Statement (EIS) and Record of Decision for the Boca Chica launch site and requires additional environmental review under the National Environmental Policy Act (NEPA). SpaceX is working with the FAA to prepare a draft EA which will be subject to the FAA’s evaluation and approval.
The EA will allow the FAA to determine the appropriate course of action: preparation of an EIS because the proposed action’s environmental impacts would be significant; issuance of a Finding of No Significant Impact (FONSI); or issuance of a “Mitigated FONSI” providing for mitigation measures to address the proposed action’s environmental impacts. The FAA may determine which course of action it will take during the EA process or after SpaceX presents a draft EA for FAA approval.
As part of the application process, SpaceX must also complete a safety review and develop agreements in addition to the environmental review.
Information about the FAA environmental review process as it relates to commercial space transportation is posted at faa.gov/space/environmental. | aerospace |
https://www.fusionflyingschool.com/en/product/acro-paragliding-course/ | 2023-01-28T22:14:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499695.59/warc/CC-MAIN-20230128220716-20230129010716-00595.warc.gz | 0.758664 | 237 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__288332547 | en | The world champions Raúl Rodríguez and Horacio Llorens will help you reach your goals and level up your aerobatics while keeping it safe. (Maximum 3 pilots per instructor).
Aimed at advanced pilots who master and perform the main aerobatic manoeuvres with their own equipment. Acro harness with two parachutes is mandatory.
Price: 1 day €500, 2 days €850, 3 days €1150
- Theoretical classes.
- Instructional video analysis.
- Initial practice on paragliding simulators.
- Practical lessons and guided manoeuvres programme.
- Daily check of videos recorded during practical lessons.
- Didactic tandem flight (optional).
- FFS Diploma
- Understand safety, use and control of your parachute through flight simulators.
- Manage risk and recover your paraglider through flight simulators.
- Control active piloting manoeuvres, safety and descent techniques.
- Introduction to the main aerobatic and dynamic manoeuvres. Wing Overs, 360-degree turns, dolphin movement. | aerospace |
https://growjo.com/company/AAR_Airlift_Group | 2021-09-22T08:44:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057337.81/warc/CC-MAIN-20210922072047-20210922102047-00002.warc.gz | 0.916811 | 441 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__5548975 | en | AAR Airlift Group Competitors, Revenue, Alternatives and Pricing
Estimated Revenue & Financials
- AAR Airlift Group's estimated annual revenue is currently $122.3M per year.
- AAR Airlift Group received $150.0M in venture funding in April 2013.
- AAR Airlift Group's estimated revenue per employee is $246,000
- AAR Airlift Group has 497 Employees.
- AAR Airlift Group grew their employee count by 4% last year.
- AAR Airlift Group currently has 1 job openings.
What Is AAR Airlift Group?
AAR Airlift Group is an exceptional team of professionals providing global, world-class expeditionary and conventional aviation solutions to the US Department of Defense, other US and foreign government agencies, and commercial customers. We operate a diverse fleet of medium and heavy rotary-wing and regional turboprop aircraft. AAR Airlift is a global enterprise with the logistics, personnel, and mission systems necessary to support aviation operations worldwide. We provide turnkey operations for our customers wherever they are located, providing a rotational base of pilots, crew members, and logistics support personnel with unparalleled levels of experience and professionalism. Last year, we conducted more than 26,000 flights, transporting approximately 443,000 passengers, soldiers, sailors, marines, and airmen, and delivering 56 million pounds of mail and cargo. AAR Airlift Group is certified by the FAA for Part 133 external load operations (rotary-wing), Part 135 air carrier operations, and Part 145 repair station operations. We are US Department of Defense (DOD) Commercial Airlift Review Board (CARB) certified, and are proud to be one of DOD's leading providers of intratheatre airlift services around the world. AAR Airlift is also a certified aviation services provider to the United Nations and World Food Programme. We hire talented pilots, flight crew, and maintenance and logistics professionals, to provide turnkey aviation solutions to customers around the world. For more information about potential career opportunities, please visit www.aarcorp.com/careers.keywords:Automotive | aerospace |
https://www.troy.edu/news/articles/2009/05/air-force-rotc-cadets-to-commission-on-friday.html | 2018-12-12T04:56:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376823738.9/warc/CC-MAIN-20181212044022-20181212065522-00287.warc.gz | 0.940442 | 359 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__169021318 | en | TROY – Two Trojans will enter the ranks of the U.S. Air Force after they first receive their undergraduate degrees during commencement services.
TROY’s Air Force Reserve Officer Training Corps will conduct a commissioning service at 3 p.m. in Sorrell Chapel on the Troy Campus for Cadet Angela M. Shalduha, a cellular and molecular biology major from Okaloosa County, FL, who will assess as an Active Duty Air Force, Communications and Information Officer.
Both Shalduha and Henry William Hughes, a criminal justice major and native of Eufaula, will be recognized during commencement exercises that begin at 10:30 a.m. in Sartain Hall.
Hughes, who will assess as an Active Duty Air Force Pilot, will officially commission in December 2009 and will attend pilot training in preparation to fly one of the world’s most advanced aircraft, said Lt. Col. Chris Shannon, chairman of the Department of Aerospace Studies at the University.
“Our leadership philosophy for our Troy University AFROTC program is for each of us to maintain a positive attitude focused on conviction (passion), commitment (perseverance) and courage (risk-taking) in all walks of life,” said Shannon. “This is critical to the success for our newly commissioned Second Lieutenants upholding their oath to support and defend the Constitution of the United States against all enemies, foreign and domestic, and to accomplish the Air Force mission of flying, fighting and winning in the domains of air, space and cyberspace.”
Second Lieutenant Shalduha is being assigned to the Communications & Information career field and her first duty location will be at Peterson Air Force Base, Colorado Springs, CO. | aerospace |
https://newsroom.usra.edu/universities-space-research-association-elects-university-of-zurich-as-a-member-university/ | 2024-02-28T09:16:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474700.89/warc/CC-MAIN-20240228080245-20240228110245-00543.warc.gz | 0.892332 | 667 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__7707735 | en | Universities Space Research Association Elects University of Zurich as a Member University
Columbia, MD—April 20, 2022. The University of Zurich (UZH), a renowned university in Switzerland, has joined the ranks of Universities Space Research Association (USRA). Elected by USRA’s current university members, UZH was formally inaugurated into the Association on March 25, 2022, bringing the membership of the Association to a total of 115 universities.
With 150 institutes and 30,000 students from all across the world and home to 12 Nobel Laureates, the university ranks among the top 10 of Reuters “Most Innovative Universities.”
The eligibility criteria for USRA membership includes demonstrated significant contributions in space or aerospace research fields by faculty, and a substantial commitment to a course of studies and dissertation research leading to the doctorate in one or more related fields. Members participate in the governance of USRA through the election of members to the USRA Board of Trustees and establishment of the Association’s bylaws.
Dr. Jeffrey A. Isaacson, USRA's President and CEO, said, “We are very pleased to welcome University of Zurich as a USRA member. The University’s outstanding work—especially in its space-related disciplines—adds to the collective strength of our Association. We look forward to University of Zurich’s active engagement with, and contributions to, USRA’s Council of Institutions."
The University of Zurich (www.uzh.ch) boasts associations with Nobel Laureates including Albert Einstein and William Conrad Röntgen. It is well known for its Space Hub that includes:
- 100 scientists in fields of Earth Observation, Astrophysics, Space Life Sciences. Robotics, Space Economics, Space Law, Human Space Flight
- Ph.D. programs include successful industrial collaborations.
- Research flight capabilities from Dübendorf Air Base (for earth observation flights and parabolic microgravity flights)
- Access to suborbital and orbital flights and International Space Station
- Indoor Micro Air Vehicles test facilities and UAV/MAV Alpine Test range
- 50 national and international collaboration partners
Research topics at the Space Hub include Earth Observation, Astrophysics, Space Life Sciences. Robotics, Human Space Flight, Space economics, Space Law, Space Finance and Insurance, and Ethics, Philosophy and Theology. (www.spacehub.uzh.ch) https://www.spacehub.uzh.ch/en.html
UZH Space Hub members have broad and deep experience in working with national and international academic and industrial partners and in private-public partnerships.
Founded in 1969, under the auspices of the National Academy of Sciences at the request of the U.S. Government, the Universities Space Research Association (USRA), is a nonprofit corporation chartered to advance space-related science, technology and engineering. USRA operates scientific institutes and facilities, conducts major research and manages educational programs. USRA engages the university community in various activities, employs in-house scientific leadership, conducts innovative research and development, and is well recognized for its project management expertise. More information about USRA is available at www.usra.edu. | aerospace |
https://cosmosmagazine.com/space/curiositys-view-of-life-on-mars/ | 2023-09-30T18:30:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510707.90/warc/CC-MAIN-20230930181852-20230930211852-00591.warc.gz | 0.926195 | 1,200 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__15942459 | en | It lugs around a formidable array of scientific instrumentation, but did you know NASA’s Curiosity rover also boasts 17 cameras?
With seven on its mast, nine mounted on the body and one on the end of its arm – quite convenient for the odd selfie – Curiosity’s cameras have been busy snapping photos of the rover’s strange, other-worldly surrounds since August 2012.
In many of images, colours and white balance are adjusted to show us what the vista would look like under daytime light on Earth. The white balancing tends to overcompensate for the lack of blue on the planet. This makes the sky look light blue and sometimes gives a bluish tinge to dark, black rocks.
Here are some of Curiosity’s weird and wonderful finds.
Curiosity examined this dark, smooth object with laser pulses from its Chemistry and Camera (ChemCam) instrument to confirm it was an iron-nickel meteorite – a common class of meteorite found on Earth.
They’ve been found on Mars before, but this is the first to be examined with a laser-firing spectrometer.
The meteorite is about the size of a golf ball. Iron meteorites usually originate as core material of asteroids that melt. They provide records of many different asteroids that left fragments on Earth and Mars.
More analysis will determine how the Mars atmosphere has affected the iron meteorite. This photo was taken by the Mast Camera (Mastcam)
They might look like the eyes of a strange alien, but this is an eclipse as seen by Curiosity’s telephoto lens camera of its Mast Camera pair (right Mastcam).
Three photos show the larger of Mars’ two moons, Phobos, passing in front of the sun. Each image is three seconds apart.
This eclipse happened near midday on Mars with Phobos nearly directly overhead. The timing made Phobos’ silhouette larger against the sun – as close to a total solar eclipse as you can get on Mars.
Two merged images of a Martian rock, showing both colour and microscopic details. The rock bears elongated, light-coloured crystals in a dark matrix. Some crystals are up to a centimetre long.
The elongated crystals are likely feldspars and the matrix is mostly pyroxene. This mineral pairing is typical of basaltic igneous rocks, so provides compelling evidence that Mars was once volcanic.
Remote Micro-Imager of the ChemCam instrument snapped the detail in the centre of the image. The right-eye, telephoto-lens camera of the Mastcam took colour information and wider context.
Curiosity used electric lights at night to illuminate this scene of sand grains on the ground after being sorted with a sieve. The Mars Hand Lens Imager camera on the robotic arm took the image.
This image, images stitched together from shots taken with Curiosity’s Navigation Camera (Navcam), shows the downwind side of Namib Dune which stands about four metres tall.
The winds on Mars cause the sand dunes in this region to migrate up to about a metre per Earth year.
The downwind side of the dunes shows different textures from those seen on windward surfaces nearby. As on Earth, the downwind side has a steep slope called a slip face.
The dark band in the lower section of this image, taken by Curiosity’s Mastcam, is the Bagnold Dunes, where the Namib Dune can be found.
Some of the sand ripples on Mars aren’t seen on Earth. Both planets have large sand dunes and small sand ripples (less than 30 centimetres apart), but Mars also has an in-between phase of mid-sized ripples, about three metres apart.
Smaller ripples – called impact ripples – on Earth are generally cause by wind-carried sand grains colliding with other grains along the ground.
But Curiosity’s Mastcam showed that the mid-sized ripples on Mars were unlike the impact ripples on Earth. Rather, they’re much more like sand ripples that form under moving water on Earth.
Researchers don’t necessarily think they were formed by water on Mars. Instead, they suspect Mars had a thicker atmosphere in the past, and that wind dragged sand particles the way flowing water does on Earth, creating these mid-sized ripples.
This supports earlier evidence that Mars may have lost most of its original atmosphere early in the planet’s history.
The left-eye camera of the Mastcamtook this view of the twilight sky and Martian horizon, showing Earth as the brightest point of light in the night sky.
The image is processed to remove effects of cosmic rays, but a human observer with normal vision could see Earth and Earth’s moon as two distinct bright “evening stars”.
Petrified sand dunes
This Mastcam image shows the finely layered rocks within the Murray Buttes region on lower Mount Sharp.
Buttes and mesas that rise above the surface in this area are eroded remnants of ancient sandstone. The layering is called “cross-bedding” and indicates the sandstone was deposited by migrating sand dunes.
This Mastcam view is from the Kimberley formation on Mars. The strata in the foreground dip towards the base of Mount Sharp, indicating water once flowed there before the mountain formed.
Observations from this area suggest that Mars had a series of long-lived streams and lakes – between 3.8 to 3.3 billion years ago. | aerospace |
http://yankeeairpirate.net/image/the-gift-of-saddam/ | 2022-05-20T02:15:15 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662530553.34/warc/CC-MAIN-20220519235259-20220520025259-00057.warc.gz | 0.970539 | 280 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__240747558 | en | Iran announced that ground crews and other technical personnel at an air force base had spent 45,000 man hours to get two Mirage F1 fighters back into flying condition. Iran received 24 of these aircraft from Iraq in 1991, when Saddam ordered most of his combat aircraft to fly to Iran and surrender (rather than be bombed by coalition aircraft). Iran kept all these aircraft but found it difficult to operate them, especially if none were already in the Iranian Air Force. The aircraft did not come with any support or maintenance equipment and especially no spare parts. Over the years, some parts and maintenance equipment were obtained, but in two decades these older aircraft, left outside most of that time, deteriorated.
Refurbishing meant taking them apart, obtaining (via smugglers or local manufacture) new parts, replacing the defective ones and then reassembling it all. The two refurbished Mirage F1s managed to fly, but it’s unclear if they have been restored sufficiently to fight. This sort of thing seems like a useful way to keep ground crews busy when the air force can’t get enough money to let even the flyable aircraft fly much. Fuel and spares cost money, money that Iran does not have. Earlier news stories have mentioned similar refurbishing projects for F-5s, F-4s, and MiG-29s.
(model texture by Sundowner) | aerospace |
https://dfcsociety.net/honor-roll/?pdb=3500 | 2019-12-08T10:54:27 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540508599.52/warc/CC-MAIN-20191208095535-20191208123535-00282.warc.gz | 0.976166 | 136 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__186632131 | en | - Lloyd M. Andes
Lieutenant Lloyd M. Andes is awarded the Distinguished Flying Cross for extraordinary achievement while participating in aerial flight on 15 March 1945 Lieutenant Andes distinguished himself while leading a squadron on a dive-bombing mission in Western Germany. Because of inclement weather the primary objective was not bombed; however, Lt Andes continued flight and discovered a marshalling yard containing two oil supply dumps and rolling stock. He deployed his flight in the face of severe anti-aircraft and under his brilliant leadership the objective was effectively bombed. The courage, airmanship and devotion to duty displayed by Lieutenant Andes on this occasion were indicative of his devotion to duty. | aerospace |
https://blog.joshuniverse.com/course/uncovering-the-unique-story-of-the-skylab-space-station/ | 2023-06-09T01:56:06 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655244.74/warc/CC-MAIN-20230609000217-20230609030217-00723.warc.gz | 0.928309 | 378 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__157569848 | en | Uncovering the Unique Story of the Skylab Space Station
"Uncover the Secrets of Skylab: Exploring the First U.S. Space Station"
Astra's Space News Summary: Skylab Astronauts' Worst Enemies
Welcome everyone! This is Astra, your favorite space news specialist back again from the depths of the unknown. Today I'm here to tell you all about Skylab Astronauts and their wild encounter in 1971. Skylab, the first United States space station, launched into space in 1973. During the first manned mission to the station, the three astronauts encountered some unexpected problems. Let's take a look at their weirdest enemies they faced:
- Extreme Temperatures – At dawn, the station was a toasty 38-degrees Fahrenheit, not ideal for a space station.
- Lack of Resources – Being abandoned by NASA, the astronauts had few resources like insufficient parachutes for reentry.
- Lack of Protection – As a result of budgeting constraints, Skylab was launched without a heat shield so the station received an absolute pounding of radiation from the sun.
- Lack of Food – The astronauts were in need of a not so nutritious, liquid diet.
90 days and 2,476 orbits later, the Skylab astronauts were able to finish the mission, barely. Who knew that Skylab astronauts had to battle such horrendous foes in space? Despite these setbacks, this mission still stands as a proud achievement in the history of astronomy and space exploration. Through space travel, mankind had shown that it can face down any obstacle and boldly explore the unknown. But be warned... should you find yourself on a mission to space be wary of the extreme temperatures, lack of supplies, lack of protection and lack of food! Until next time, this is Astra signing off. | aerospace |
http://daneshyari.com/article/4990883 | 2018-12-14T03:17:08 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376825349.51/warc/CC-MAIN-20181214022947-20181214044447-00507.warc.gz | 0.859375 | 577 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__17542920 | en | |کد مقاله||کد نشریه||سال انتشار||مقاله انگلیسی||ترجمه فارسی||نسخه تمام متن|
|4990883||1368115||2018||10 صفحه PDF||سفارش دهید||دانلود کنید|
- The thermal conductivity of Individual kenaf fibers was measured.
- A multi-level constituent-based composite thermal conductivity model was developed.
- Effective thermal conductivity of a kenaf fiber reinforced composite was measured.
Natural fibers (such as kenaf) have garnered interest recently for use in composites because of their relatively high specific properties, low cost, and low environmental impact. Their thermal property information is limited, lacking experimental data on key properties such as thermal conductivity, specific heat, and CTE of the component fiber. This paper presents, for the first time, the thermal property data on kenaf fiber reinforced composites, and an approach to obtain the composite thermal properties based on constituent properties. Individual, plant-based fibers were measured independently and were then used to inform successful predictions of the effective thermal conductivity of the fiber reinforced composites. A unit cell model has been developed to predict the thermal properties of a planar, randomly oriented kenaf fiber-reinforced composite (near 22% volume fraction loading), which includes the effect of void content on the predicted thermal conductivity. A lower-level model is also developed for individual fiber thermal properties based on its constituents (lignin, cellulose, and hemicellulose). To validate this multi-level model, experimental measurements of the thermal diffusivity, coefficient of thermal expansion, and specific heat for the composite, the matrix, and the fibers were performed in the range from 30 °C to 160 °C, based on TMA, DSC, LFA, and transient electro-thermal (TET) techniques. Model results compare favorably with the experimental data, and are consistent with FEM modelling results based on fiber properties and fiber constituent materials (lignin, cellulose, and hemicellulose). This approach provides the basis for understanding component contribution to the fiber properties, as well as a technique to obtain fiber composite thermal property based on component properties. The composite thermal property data also fills an information gap and can be directly used in component design.
Journal: Applied Thermal Engineering - Volume 128, 5 January 2018, Pages 1372-1381 | aerospace |
http://history.amazingspace.org/resources/videos/cc_st-advantages.php | 2020-09-28T08:18:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401598891.71/warc/CC-MAIN-20200928073028-20200928103028-00583.warc.gz | 0.822954 | 363 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__196045487 | en | This video is part of the “Cosmic Concepts” video series. It illustrates how space telescopes offer advantages to studying the universe. For example, they are above the blurring effects of Earth’s atmosphere, which affords a clearer view of the cosmos. The other major advantage of telescopes being located in space is that all wavelengths of light can be observed. An overview of NASA’s Great Observatories is provided as well.
These programs contain copyrighted material and should not be downloaded or used outside of this website. For further details, refer to the full copyright statement.
Produced by the Space Telescope Science Institute, Office of Public Outreach
All images, illustrations, and videos courtesy of NASA, ESA, and STScI except:
- Kitt Peak National Observatory image courtesy of NOAO/AURA/NSF
- Torun 32 meter radio telescope courtesy of Roman Feiler
- Alma array image courtesy of Clem & Adri Bacri-Normier (wingsforscience.com)/EOS
- Sofia Observatory plan image courtesy of NASA/Jim Ross
- Diagram of Messier 101 from NASA’s Great Observatories, Chandra image courtesy of NASA, CSX, and K. Kuntz (JHU); Spitzer image courtesy of NASA/JPL-Caltech, and K. Gordon (STScI); Hubble image of courtesy of NASA/ESA/K. Kuntz (JHU), F. Bresolin (University of Hawaii), J. Trauger (JPL), J. Mould (NOAO), Y. H. Chu (University of Illinois, Urbana), and STScI
- Written by Frank Summers
- Designed by Marc Lussier | aerospace |
https://asianaviation.com/challenges-opportunities-await-indian-mro-providers/ | 2022-12-08T01:51:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711232.54/warc/CC-MAIN-20221208014204-20221208044204-00317.warc.gz | 0.944042 | 1,974 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__153049180 | en | Challenges, opportunities await Indian MRO providers
India’s maintenance, repair and overhaul industry is poised for growth, but has to overcome some key hurdles first, writes Radhakrishna Rao.
India’s civil aviation sector is one of the most dynamic in the world, with an estimated 15 percent annual passenger traffic growth rate triggering fleet expansion among the country’s airlines, as well as the expansion and modernisation of the its airport infrastructure.
By 2025, India’s airlines will operate about 1,800 aircraft, handling an estimated 400 million passengers a year. According to Nasim Zaidi, India’s Civil Aviation Secretary, the Indian civil aviation sector will need to invest around US$30 billion over the next fifteen years to prepare itself for increasing passenger and cargo demand.
However, the growth of India’s fledgling maintenance, repair and overhaul (MRO) sector has not kept pace with the civil aviation boom. Ravi Menon, executive director of Mumbai-based MRO provider Air Works, says: “At present less than 5 percent of the MRO work [for Indian carriers] is carried out in India. It all goes abroad.”
According to Menon, the major challenges to be overcome in positioning India as a cost-efficient MRO hub include high taxes, regulatory issues, a shortage of space at major airports, a lack of training institutions and high attrition rate of skilled labour due to the growth of MRO activities in Middle East and Far East.
Menon argues that the competitive advantage offered by low-cost labour is outweighed by other negative factors. Even so, optimism remains that the Indian MRO sector could still grow at 15 percent per annum.
Recent analysis by Aeronautical Society of India (ASI) estimates that the annual MRO market in India is poised to grow from less than US$1 billion now to about US$2.6 billion by 2020. Based on current trends, it is projected that over the next ten years India could surge ahead of today’s leading markets in North America and Western Europe.
”The opportunity and challenge for India is to position itself as a complete regional MRO hub, serving the broader Asia-Pacific region through the advantages of faster turnaround times, a rich pool of engineering expertise and lower labour costs,” says Kapil Arora, partner for infrastructure practices at consultancy Ernst and Young.
Studies of the Indian civil aviation sector show that rising passenger numbers and expanding fleets, alongside the arrival of low-cost carriers in the market, have opened up a range of fresh opportunities for international MRO service providers.
As a result, aircraft manufacturing giants Airbus and Boeing, as well as the Government of Singapore, have been looking at the possibility of setting up MRO facilities in the western Indian state of Gujarat. The facilities could be located in a 2,500-acre Special Economic Zone (SEZ) dedicated to aerospace and avionics, now being promoted by the Government of Gujarat.
Meanwhile, Cochin International Airport (CIAL), the first green-field airport in India developed under a public-private partnership, has been seeking a partner with good credentials and a solid brand for a new maintenance joint venture. The first phase of this venture, estimated to cost 1.1 billion rupees (US$24.7 million) will provide maintenance facilities for narrowbody aircraft and executive jets.
The airport’s Cochin International Aviation Services (CIASL) MRO subsidiary will provide infrastructure and logistics services, as well as liaising with the government, regulatory authorities and airlines on the venture’s behalf.
“The MRO market in India is experiencing rapid growth, due to the increasing demand for new aircraft, driven by the demand for both the commercial aviation sector and the business aviation sector,” says Gaurav Burman, managing director of private equity firm Elephant Capital. In May, Elephant acquired a 4.8 percent stake in Air Works at a cost of about US$3.9 million, in the first tranche of a two-tier transaction.
Air Works India Engineering says it has raised a total of 1.25 billion rupees from private equity firms to build up new facilities and fund acquisitions as part of its growth strategy.
“Air Works has recently closed equity funding of about 1,250 million rupees from two, top-tier private-equity funds—NEA and Elephant Capital. This equity infusion is a critical step forward to fund the growth and modernisation of Air Works,” says the MRO provider’s Managing Director Vivek Gour.
“India has all that it takes to develop as an MRO hub in the region,” Gour adds. “[A] great geographic location, technically oriented and educated talent pool and competitive labour costs are some of the advantageous factors enjoyed by India.”
India’s first state-of-the-art aircraft-painting facility, equipped to handle both widebody and narrowbody aircraft , is expected to become operational sometime this year at Air Works’ airline MRO facility at Hosur, near Bangalore. Air Works, which has a 30 percent share of India’s MRO market, will take advantage of the repainting, interior-repair and refurbishment expertise of UK-based Air Livery, in which Air Works holds a controlling stake, for its new facility.
The paint hangar will have capacity for two narrowbody or one widebody aircraft, up to the size of the Airbus A340-600. Once commissioned, this facility will obviate the need for Indian carriers to send their aircraft overseas for repainting.
But Indian MRO industry leaders complain that high taxes on the sector are a major hindrance. “This reduces the competitiveness of the sector compared to global peers based out of [the] Middle East or South-East Asia,” says Gour.
K V Krishnan, vice-president of the Airlines MRO division of Air Works, agrees that high taxes, along with a lack of support from the government and the absence of an industry regulator have all conspired to slow the growth of India’s MRO industry.
Krishnan points out that most Indian carriers continue to send aircraft abroad for high-end checks, even though Air Works is quite capable of handling this kind of work. He says that the company is ready to build on its expertise in the business-jet field by investing in airliner heavy-maintenance capabilities. Having the work done locally should save carriers both time and money, reducing turnaround times and increasing the amount of time aircraft spend earning money for the operator.
Air Works – which is certificated by the European Air Safety Agency (EASA) to carry out maintenance of models such as the ATR 42 and 72 turboprop airliner, as well as narrowbody Airbus A320 and Boeing 737 jetliners – maintains more than 50 types of aircraft for 100 customers from 12 locations.
Krishnan says the Indian Government should take action to promote the MRO industry in the same way as it has for the country’s information technology and telecommunications sectors. He also stresses the need to establish a regulatory authority to guide the growth of the MRO sector.
Industry executives say the Government must push for Indian MRO companies to work towards achieving globally recognized certification. Since most aircraft in service with Indian airlines are built in either the United States or Europe, Indian MROs need to have either US Federal Aviation Administration (FAA) or EASA certification to carry out the work.
Mumbai-based MRO provider Max Aerospace and Aviation is scaling up its services by offering its customers new engineering support solutions.
The company recently unveiled a new, state-of-the art hangar and maintenance facility covering 30,000 square feet at Juhu aerodrome, Mumbai. It has also won a contract for the modification and refurbishment of a safety and emergency-evacuation training simulator, installed at the Gulf Air Safety and Survival training school in Bahrain.
MAS GMR Aerospace Engineering, a 50-50 joint venture of GMR Hyderabad International Airport and Malaysia Airlines’ MAS Aerospace Engineering (MAE) subsidiary, has set up an airframe MRO facility in the Hyderabad SEZ, close to the city’s Rajiv Gandhi International Airport. The site is expected become operational this year.
As currently envisaged, the facility will perform base-maintenance checks Boeing 737NG and Airbus A320 narrowbodies, ATR turboprops, and widebodies such as the A330 and Boeing 777. GMR is also in talks with major engine manufacturers to set up an engine MRO facility at the same location.
Hyderabad Aircraft Maintenance (HAMCO) offers a full range of MRO services, from line maintenance to comprehensive C- and D-checks, as well as major repairs – including accident damage. The company also carries out structural life-extension work and offers customised maintenance programmes.
Boeing is proposing to set up an MRO venture together with national carrier Air India at the central city of Nagpur. The facility, set to become operational by 2014, is part of an offset deal that accompanied India’s acquisition in 2006 of 68 Boeing aircraft.
Separately, India’s state-owned aircraft manufacturer Hindustan Aeronautics (HAL) is also considering setting up a high-end MRO facility in Bangalore. | aerospace |
https://dronelabs.ca/products/dji-fpv-fly-more-kit | 2023-03-29T20:31:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949025.18/warc/CC-MAIN-20230329182643-20230329212643-00701.warc.gz | 0.849143 | 542 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__155472928 | en | The DJI FPV Fly More Kit contains two DJI FPV Intelligent Flight Batteries and a DJI FPV Battery Charging Hub for extended flight time.
The rated capacity for each battery is up to 44.4 Wh, supporting flight for approximately 20 minutes. The built-in intelligent battery management system monitors battery status in real-time for a more worry-free flight.
Use the charging hub to charge up to three batteries in sequence.Highlights
Save more with the Fly More Kit.
Two Intelligent Flight Batteries for a longer flight.
Charge multiple batteries at once.
Intelligent Flight Battery
Battery Capacity: 2000 mAh
Voltage: 22.2 V
Max Charging Voltage: 25.2 V
Battery Type: LiPo 6S
Energy: 44.4 [email protected]
Discharge Rate: Standard: 10C
Weight: 295 g
Charging Temperature: 5° to 40° C (41° to 104° F)
Max Charging Power: 90 W
DJI FPV Intelligent Flight Battery ×2
DJI FPV Battery Charging Hub ×1
DJI FPV Drone
NOTE: All products are subject to availabiity. In the event that the product is not in stock, we will revert back to you immediately and inform you when it will be available for shipping.
Please bear with us in the event of any delays due to circumstances beyond uor control. We will do our best to deliver the product at the earliest.
Your satisfaction matters to us.
DJI FPV Drone Combo
DJI FPV Drone Combo DJI FPV ACCESORIES Overview Fly through the sky in ways that seem impossible. We never lost our passion for flying, and with DJI FPV,...
DJI FPV Goggles V2
DJI FPV Goggles V2 ALSO SEE: Overview High definition, low latency and long-distance transmission. Battery in the box supports 110 minutes of flight when fully charged. Tech...
DJI Motion Controller
DJI Motion Controller ALSO SEE: Overview Experience immersive flight like never before with the DJI Motion Controller, which allows the aircraft to maneuver based on your natural hand...
DJI FPV Intelligent Flight Battery
DJI FPV Intelligent Flight Battery ALSO SEE: Overview DJI FPV Intelligent Flight Battery The rated capacity for each battery is up to 44.4 Wh, supporting flight... | aerospace |
http://republibot.com/taxonomy/term/2900 | 2022-08-17T08:28:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572870.85/warc/CC-MAIN-20220817062258-20220817092258-00247.warc.gz | 0.968732 | 93 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__169110025 | en | I’m sure that everyone has noticed that the idea of a Mars colony is heating up. What they may not realize is exactly how much.
This whole recent bit started in April 2013 when the Dutch nonprofit foundation Mars One announced its intention of establishing a human settlement on Mars by 2024. In response, they received over 200,000 applications for what, at the moment, appears to be a one way trip.
How will Mars One pull this off? | aerospace |
https://californiainform.com/faq/faq-how-long-does-it-take-to-fly-from-sydney-australia-to-los-angeles/ | 2021-04-22T03:39:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039560245.87/warc/CC-MAIN-20210422013104-20210422043104-00463.warc.gz | 0.921542 | 816 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__84453353 | en | How long is the flight from Australia to Los Angeles?
Flight time from Los Angeles to Sydney is 14 hours 39 minutes.
Can you fly direct from Sydney to Los Angeles?
Direct flights from Sydney to Los Angeles are available when you fly with Qantas. For information on your connecting flight, ask a member of the Qantas cabin crew onboard or check the terminal screens on arrival.
Can you fly direct from Los Angeles to Australia?
Cheapflights has at least 20 direct flights from Los Angeles to Australia under $2,600. A good price for a nonstop flight from Los Angeles to Australia is less than $2,949.
How long is it from Australia to LA?
Flying time from Australia to Los Angeles, CA
The total flight duration from Australia to Los Angeles, CA is 17 hours.
Why do planes not fly directly over the Pacific Ocean?
The primary reason airplanes don’t fly over the Pacific Ocean is because curved routes are shorter than straight routes. Whether a commercial airline is flying from the United States to Asia or elsewhere, it will have the fastest and most fuel-efficient flight by performing a curved rout.
How many meals do you get on a 14 hour flight?
Usually, three meals are served on a really long flight, such as something that lasts for 14 hours. Other than three major meals, snacks are also offered to the passengers.
What is the longest flight in the world?
Singapore Airlines’ direct flight from Singapore to Newark, New Jersey, is currently the longest flight in the world, lasting around 18 hours and 30 minutes and traveling 9,534 miles. Business Insider documented a flight from Newark to Singapore with a business-class ticket on the Airbus A350-900ULR.
How far is Sydney to Los Angeles?
The shortest distance (air line) between Sydney and Los–Angeles is 7,502.19 mi (12,073.61 km).
Is Qantas flying to Los Angeles?
There’s a direct flight every day of the week from Brisbane to Los Angeles with Qantas. Enjoy our award-winning inflight service, which includes entertainment, meals and a checked baggage allowance on every Qantas flight. Some flights are operated by partner or subsidiary airlines.
Why is it so expensive to fly to Australia?
A big country with a small population means flying in Australia is never going to be a bargain-basement proposition. Historically, flying in Australia has been expensive. In addition to this point, other factors have been a lack of competition and a traveling public prepared to pay for the high priced fares.
How much is a flight from LA to Australia?
The cheapest ticket to Australia from Los Angeles found in the last 72 hours was $1,084 one-way, and $868 round-trip. The most popular route is from Los Angeles to Sydney, and the cheapest round-trip airline ticket found on this route in the last 72 hours was $785.
How much is the flight ticket from California to Australia?
Flights to Cities in Australia
|Los Angeles, California to Melbourne, Australia||$963|
|Los Angeles, California to Adelaide||$3299|
|Los Angeles, California to Darwin||$2343|
|Los Angeles, California to Canberra||$6520|
How long is the flight from Australia to New York?
The total flight duration from Australia to New York, NY is 21 hours, 46 minutes.
Is Australia close to California?
Distance from California to Australia is 13,086 kilometers. This air travel distance is equal to 8,131 miles. The air travel (bird fly) shortest distance between California and Australia is 13,086 km= 8,131 miles.
How far is Sydney from New York?
Distance To Sydney From New York City is: 9938 miles / 15993.66 km / 8635.88 nautical miles. | aerospace |
https://physics.stackexchange.com/questions/456092/f-n-force-between-2-objects-in-space | 2020-03-29T01:05:57 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370493121.36/warc/CC-MAIN-20200328225036-20200329015036-00272.warc.gz | 0.970707 | 186 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__222158939 | en | I am trying to do a research project for school where I'm trying to simulate the physical world in a computer environment. So far things have been working great but I have trouble understanding how does the fn force or the normal force work on "floating objects". I understand that the fn force is equal to the opposite force which is working on an object. But what happens when the 2 objects are in space for eg. if we have a rocket with an acceleration of 5 colliding with an asteroid what is the fn of the asteroid on the rocket. Also, how do we know what is the max fn an object (let's say an elevator/lift) can have before the ground brakes? If the fn of the asteroid is equal to the force of the rocket does that mean that after the collision there is no more acceleration? That definitely isn't the case right? I hope someone can help me out, thanks in advanced. | aerospace |
https://www.appspy.com/app/115364/biiplane-flying-game | 2023-11-30T10:35:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100184.3/warc/CC-MAIN-20231130094531-20231130124531-00132.warc.gz | 0.894741 | 97 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__60564558 | en | BiiPlane is a fun airplane flying game. The objective is to fly your biplane and collect boxed stars. Once you collected all stars you move to the next level. You control your airplane by tilting your iPhone (or iPod Touch). Avoid walls and balloons. Try to fly through rings. You can use your collected rings by swiping the touchscreen (the airplane will spin around). Enjoy flying!
What's New in Version 1.1.4
- fixed bugs | aerospace |
https://aeroexperience.blogspot.com/2010/05/come-and-meet-memorial-day-salute-to.html | 2021-06-24T02:32:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488550571.96/warc/CC-MAIN-20210624015641-20210624045641-00439.warc.gz | 0.765286 | 353 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__174347864 | en | Come to the Honored Guests Banquet on May 29, 2010 at the Hearnes Center at University of MO Columbia. Meet the following special guests:
Captain Mary Burch Nirmaier, USAFR, Ret., WASP
Brigadier General Stephen L. Danner, Adjutant General, MONG
Colonel Michel Latouche, Commander Canadian Air Division 1 Forces
Major General Frank J. Grass, Director of Operations, HQ US Northern Command
Colonel Bernard Schwartze, Deputy Director Air Component Coordination Element (ACCE), Headquarters, International Security Force in Kabul, Afghanistan.
Vice Admiral Mark D. Harnitchek, Deputy Commander, United States Transportation Command, Scott Air Force Base, Illinois.
Captain Robert L. (Hoot) Gibson, US Navy, (Ret)., NASA Astronaut, Racing Pilot
Captain William Bond, US Navy Retired as Commander, Fighter Wing, U.S. Atlantic Fleet, F-14 Tomcats.
Major General Arnold Fields, US Marine Corps Retired, Special Inspector General for Afghanistan Reconstruction (SIGAR)
Lieutenant General Dennis D. Cavin, US Army (Ret), Vice President, International Air and Missile Defense Strategic Initiatives, Lockheed Martin Corporation.
Colonel Charles DeBellevue, US Air Force (Ret), Ace of Aces from the Vietnam War credited with downing six North Vietnamese MiGs.
Colonel Charles McGee, US Air Force (Ret), pilot in Class 43-F, Tuskegee Army Air Field
Mrs. Patricia Young, WWII Women Airforce Service Pilots (WASP)
To make your reservation, call Kimberly Boyer at 573-449-0018. | aerospace |
https://pubs.rsc.org/en/Content/ArticleLanding/TA/2013/C3TA00764B | 2019-06-17T10:49:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998473.44/warc/CC-MAIN-20190617103006-20190617125006-00328.warc.gz | 0.933799 | 315 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__166827547 | en | It is currently a challenge for space tribology to develop a long lifetime and high bearing capacity lubricant meeting the requirements of space applications. Herein, we dispersed graphene into ionic liquid, prepared novel composite coatings of diamond-like carbon (DLC)/ionic liquid (IL)/graphene with different graphene concentrations, and investigated its space performance under high vacuum and space radiation conditions. IL/graphene nanofluids with different concentrations were examined by Fourier transform infrared spectroscopy (FTIR). Furthermore, IL/graphene nanofluids after friction tests were investigated by X-ray photoelectron spectroscopy (XPS), and high-resolution transmission electron microscopy (HRTEM). The results showed that the graphene concentration would obviously affect the spatial tribology performance of the composite coatings. Because the excess graphene in the IL would tend to form irreversible agglomerates, leading to reduction of the effective graphene dose, an optimum graphene concentration (0.075 mg ml−1) in IL for the composite coatings was required to exhibit the lowest friction coefficient, the highest bearing capacity and the strongest anti-irradiation in a simulated space environment. In addition, XPS spectra further confirmed that the formation of a fluorinated oil-containing carbon-rich tribofilm between the friction pairs further ensured the good antifriction and wear resistance performance of DLC/IL/graphene.
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http://masuoka.tumblr.com/ | 2014-09-17T09:31:03 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657123274.33/warc/CC-MAIN-20140914011203-00117-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.867478 | 300 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__74493522 | en | Venus has no magnetic field. WHICH IS CRAZY.
If the Earth lacked a magnetic field we wouldn’t be here to take selfies. (“Earth’s magnetic field serves to deflect most of the solar wind, whose charged particles would otherwise strip away the ozone layer that protects the Earth from harmful ultraviolet radiation” Wiki).
"It appeared that there were holes on the nightside of Venus’ ionosphere. Researchers at NASA’s Goddard Space Flight Center investigated these mysterious holes, and found evidence that the sun’s magnetic field lines may be penetrating through the planet."
”..the sun’s magnetic field lines may be penetrating through the planet.”
巣鴨信用金庫 志村支店, Sugamo Shinkin Bank Shimura Branch, Tokyo, Japan
ICELAND, Vatnajoekull : An aerial picture taken on September 14, 2014 shows lava flowing out of the Bardarbunga volcano in southeast Iceland. The Bardarbunga volcano system has been rocked by hundreds of tremors daily since mid-August, prompting fears the volcano could explode. Bardarbunga, at 2,000 metres (6,500 feet), is Iceland’s second-highest peak and is located under Europe’s largest glacier, Vatnajoekull. AFP PHOTO / BERNARD MERIC | aerospace |
https://byteoverflow.com/lucy-back-on-its-solar-powered-journey-to-jupiter-trojans-after-nasa-team-troubleshoots-spacecraft/ | 2023-12-03T19:39:16 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100508.53/warc/CC-MAIN-20231203193127-20231203223127-00231.warc.gz | 0.963737 | 668 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__90291663 | en | NASA and Lucy’s team laboured diligently to resolve the situation and send Lucy back on its solar-powered journey.
In October 2021, NASA’s Lucy spacecraft was successfully launched. However, just hours into Lucy’s 12-year journey, the first-ever Trojan asteroids mission met an unexpected challenge. This resulted in a group of engineers gathering in Florida. Data showed that one of Lucy’s solar arrays, which is intended to unfold like a hand fan and power the spacecraft’s systems, hadn’t fully expanded and locked. To troubleshoot the issue, teams from NASA and Lucy mission partners promptly gathered. Team members from Lockheed Martin’s Mission Support Area outside of Denver, who were in contact with the spacecraft directly, were also on the phone.
There were a lot of unanswered issues, and the stakes were high because Lucy was travelling quickly through space. Soon, NASA assembled Lucy’s anomaly response team. Together, the team set out to investigate the problem to identify its root cause and establish the best course of action. The team was taking their time because the spacecraft was otherwise in excellent condition.
The team operated thrusters on the spacecraft and monitored how those forces caused the solar array to shake in order to assess Lucy’s solar array arrangement in real time. They then used the information to determine how rigid Lucy’s array was by feeding it into a specific model of the array’s motor assembly, which assisted in identifying the problem’s root cause.
They finally identified the underlying issue — a lanyard intended to open Lucy’s enormous solar array was probably tangled up on its bobbin-like spool. Lucy’s team then decided on two potential directions for the future after months of additional testing and brainstorming.
In one, they would run the array’s backup deployment motor concurrently with its primary motor to exert more force on the lanyard. The jammed lanyard should be able to wind in further and engage the latching mechanism of the array with the help of the two motors.
The second option was to use the array as it was, almost entirely deployed and producing more than 90 percent of its anticipated power.
Barry Noakes, Lockheed Martin’s chief engineer for deep space exploration, said that each approach had some element of risk to meet the baseline science objectives. Identifying preventive procedures to decrease risk in either case was a significant portion of the effort of the teams.
The group created scenarios for both alternatives and tested them. Additionally, they created specialised, highly accurate software to model Lucy in space and estimate any potential repercussions a redeployment effort would have on the spacecraft.
NASA opted to proceed with the first option, a multi-step attempt to fully reinstall the solar array, after months of calculations and testing. The team directed the spacecraft to run both the primary and backup solar array deployment motors seven times in May and June. The operation was successful in drawing the lanyard in and expanding and tightening the array.
The next significant mission milestone, an Earth-gravity assist in October 2022, will be accomplished by the spacecraft when it is ready and able. In 2025, Lucy is expected to reach its first asteroid target. | aerospace |
https://tass.com/defense/1438715?utm_source=&utm_medium=referral&utm_campaign=&utm_referrer= | 2024-02-29T18:38:05 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474852.83/warc/CC-MAIN-20240229170737-20240229200737-00318.warc.gz | 0.948073 | 175 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__162499919 | en | MOSCOW, April 16. /TASS/. Russian air defense units have brought down a military transport plane carrying Western arms outside Odessa, Russian Defense Ministry Spokesman Major-General Igor Konashenkov said on Saturday.
"Near Odessa Russian anti-aircraft defense forces have shot down a Ukrainian military transport plane, which was delivering a large shipment of arms supplied to Ukraine by Western counties," he said.
In addition, according to Konashenkov, operational and tactical aviation destroyed 67 areas of concentration of Ukrainian military personnel and hardware in the past 24 hours.
Russia’s missile troops hit 317 military facilities, including 274 strongholds and areas of concentration of the enemy’s manpower, 24 command posts and two field fuel facilities of Ukrainian troops. Two Ukrainian drones were shot down outside Lozovaya and Veselaya. | aerospace |
http://old.aviationtrivia.org/Lavochkin-La-7.php | 2019-07-15T17:55:29 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195523840.34/warc/CC-MAIN-20190715175205-20190715201205-00246.warc.gz | 0.948324 | 449 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__94079743 | en | Click on the picture to hear the wav sound.
3 x 20 mm
28 ft. 2 in.
32 ft. 1 in.
Lavochkin La-7 aircraft were the ultimate development in the Lavochkin series of fighters during World War II. Their stopgap
predecissory were made almost entirely of wood, and were easy prey to Luftwaffe fighters.
In 1941 development started on upgrading the fighter's airframe to accommodate a 14 cylinder engine, replacing the formerly used V-12.
The goal of designing the Lavochkin La-7 was to achieve longer range and higher overall performance.
The resulting Lavochkin La-7 was an excellent thourobred fighter. The aircraft featured the most powerful engines put into Lavochkin fighters, the Shvetsov ASH-82FN that produced 1,850 hp. In
addition to greater engine power, the new aircraft used metal wing spars in place of its predecessors wooden ones, was lower in weight, and had drag reducing streamlining. Its pilot was protected
with thicker cockpit armor. Advanced models of the aircraft reduced pilot workload by introducing single lever propeller pitch control.
The Lavochkin La-7 was highly maneuverable, with a fast rate of climb and excellent high altitude performance. The aircraft quickly gained a reputation as an excellent fighter. It was
extremelly responsive to control and could outperform all other Soviet fighter aircraft. Its three 20 mm cannons delivered a deadly punch
According to some records, Lavochkin La-7 aircraft downed some 3,100 Luftwaffe aircraft vs. only 115 of their own aircraft being lost. One is credited with a victory over a Me-262 jet fighter,
the only Soviet aircraft to do so.
Over 5,750 of the aircraft were produced. These aircraft continued to serve the Soviet Union through the mid-1950's.
Pictured immediately above and below is the Lavochkin La-7 from Alfa Model. The wingspan measures 34". The fuselage measures 29".
For power you can use a Speed 300 motor geared 5:1 swinging a 9 x 6 prop. It is of all foam construction. | aerospace |
http://slideplayer.com/slide/4239476/ | 2017-07-24T01:40:58 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424645.77/warc/CC-MAIN-20170724002355-20170724022355-00409.warc.gz | 0.858777 | 614 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__7009226 | en | Presentation on theme: "Exploring Mars Pathfinder Rover Electrostatic Charging October 8 th 2002 Joseph Kolecki."— Presentation transcript:
Exploring Mars Pathfinder Rover Electrostatic Charging October 8 th 2002 Joseph Kolecki.
Preliminary Activities 1. What surface conditions prevail on Mars? a.Cold, dry, dusty b.Warm, dry, dusty c.Cool, wet, crusty d.All of the above 2.How might the surface conditions on Mars be related to ambient electrical activity? a.Conducive b.Not conducive c.A little conducive d.Conditionally Conducive
3.Which surface element on Mars would you think most likely to develop and carry charge? a.Rocks b.Dust c.Duracrust d.Volcanic glass 4.What charging mechanisms do you believe are operational on Mars? a.Collisional charging b.Triboelectric (frictional) charging c.Photoelectric effect d.None of the above
5.What are some issues associated with surface vehicle and astronaut charging? a.No issues b.Charge is harmless c.Charge could impact operations d.Charge could produce fatal conditions
Why go to Mars??? Most earth-like planet Reachable via present day technology Possible future colonization … Simple curiosity – It’s there!!!
Why Send Robots to Mars??? Robots are “more durable”/less expensive than humans. Robots can accomplish almost as much as humans. Robots can help us to learn as much as we can about the Martian environment before we send humans.
Electrical Charging in the Martian Environment ++++++++++ ----------
Why expect charging on Mars? Cold, dry climate – good for charging things up Seasonal winds – good for stirring things up Dust storms – good for keeping things stirred up in a variety of ways
What physical mechanisms might be involved? Collisional charging due to turbulent motion in dust clouds & dust storms Triboelectric charging due to vehicle or astronaut motion across the surface Photoelectric charging due to solar UV at the surface
Effects of Collisional Charging in a Martian Dust Cloud
Paschen’s Curve Pressure-Distance Product Electric Potential Difference
Paschen Curve Minimum Pressure-Distance Product Electric Potential Difference 100V 5 X 10 -5 atm-m
Sojourner Rover: Triboelectric charge = Frictionally generated electric charge
Rover Charging Scenario Each wheel rolls over surface dust bearing down with 1/6 of rover weight. Dust beneath wheels becomes compressed. Grains rub together liberating charge. Large grains (-) Small grains (+) Small grains cling to wheel charging rover. Large grains remain behind as charged wheel track.
Some Issues Remaining to be Solved What is the nature of Martian surface electricity? Do electrical discharges accompany dust storms? Dust devils? Can these storms be detected by radio static? Does triboelectric charging pose a hazard to future large rovers? To future astronauts? | aerospace |
https://microsoft-flight-simulator-x.software.informer.com/ | 2023-12-11T15:54:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679515260.97/warc/CC-MAIN-20231211143258-20231211173258-00740.warc.gz | 0.948743 | 356 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__140712407 | en | Get as close as you can to piloting an airplane from your PC and fly around in a wide variety of airplanes, from a small aircraft to a commercial airliner. Take classes, make use of the in-game instructor and fly by yourself or with your friends.
Microsoft Flight Simulator is a flight simulator developed by Microsoft for its Windows operating system . It is the most used one among the few civil flight simulators of user level that exist presently, in part thanks to the general notions on aviation, in spite of the criticisms to the model of flight made by the communities of virtual air pilots. Flight Simulator is one of the most used ones worldwide, highly appreciated by enthusiastic amateurs, professional pilots, apprentices or newcomers. With its instructor and classes of flight, you can be initiated in the basic know-how on how to steer an airplane. It also contains a detailed meteorology system, a system of failures of the airplane and a 3D cabin almost complete, with the gadgets of a basic airplane. There is a great community for the Microsoft Flight Simulator, in part because of the structure of flight simulator that permits numerous modifications to be introduced. Also, there are many virtual companies, where the pilots can perform their tasks as virtual pilots, like in an air company. Flight Simulator X, or FSX, is the tenth and current version of the flight simulator. The new characteristics include new airplanes, the improvement of the multiplayer support , including the possibility of two players flying a single airplane, and the occupation of the control tower, and the improvement of landscapes with greater resolution of textures. Also it is the first one of the series to be published exclusively in DVD due to limitations of space.
The 11.0 version brings some improvements and enhancements to the already successful flight simulator. | aerospace |
https://refundor.com/en/news/what-is-a-late-aircraft-delay-compensation/ | 2023-05-30T22:14:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646144.69/warc/CC-MAIN-20230530194919-20230530224919-00110.warc.gz | 0.960806 | 968 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__304544836 | en | What is a late aircraft delay?
Flight delays are a common occurrence, and they can be caused by a variety of factors. One type of delay that passengers may encounter is a late aircraft delay (or late arrival delay, as sometimes it is called). This occurs when the incoming aircraft that is scheduled to operate a flight arrives late, causing a delay for the outbound flight. You may have experienced that as well — when you have to wait for a plane to arrive.
In this article, we'll take a closer look at what a late aircraft delay is, what causes it, and what you can do if you experience this type of delay.
Check your compensation online.
Late aircraft delay is a situation where a flight is delayed due to the late arrival of the aircraft assigned to operate that particular flight. To put it simply — your flight is delayed because of a delay of the previous flight. It is also called “late arrival delay”.
When a flight is delayed due to a late aircraft, it can cause a domino effect of delays and cancellations for subsequent flights that are scheduled to use the same aircraft.
For example, if a plane scheduled to depart at 10:00 AM is delayed by an hour due to a late aircraft, it may not be able to depart until 11:00 AM. As a result, the subsequent flights that were supposed to use that same aircraft may also be delayed or cancelled, causing inconvenience for passengers and possibly even financial losses for the airline.
What causes that? What causes flight delays?
There are, literary, a million of possibly reasons for flights delays.
They can be caused by a variety of factors, such as:
When it comes to compensation, the rules are super simple.
In Europe, all flight delays are treated equally. If it’s due to something extraordinary, you can’t get compensation. At the same time, if it’s due to airline’s fault — you can get compensation.
Yes, passengers affected by this type of delay may be entitled to compensation under the EU Regulation 261/2004, which sets out the rights of air passengers in the event of flight disruptions. The rules are almost identical with all UK flights. However, in all cases, there are certain requirements that must be met in order for you to be eligible for compensation.
Here are the requirements:
If these requirements are met, you are entitled to compensation under the EU Regulation 261/2004 or the Regulation UK261. The amount of compensation depends on the distance of the flight, and ranges from €250 to €600 per passenger. You can get up to 600 euro for a single flight. Learn more - UK/EU flight delay compensation.
Check your compensation online.
As you can see, one of the requirements is that it must be airline’s fault.
If it’s a delay, it must be due to the airline’s fault. What does it mean?
If a flight is delayed due to the airline's fault, it means that the airline is responsible for the delay — the delay was caused by something related to the operations of the airline. When it comes to European flight compensation and air passenger rights, all of that is considered to be avoidable. This can include situations such as:
Any time your flight is affected by this type of delay, you may be entitled to compensation under the European flight compensation regulations. As long as the other requirements are met.
In Europe all air passengers are well protected.
If your flight is late, the airline must provide you with certain services for free. In this case, it doesn’t matter what is the reason for the delay. You are entitled to this, even if it’s due to bad weather or other events airlines have no control over. As long as the delay is 3 or more hours.
Here is what the airline must offer you, if you are stuck at the airport.
According to the Regulation (EC) No 261/2004, Article 9:
Read more: Right to care
If your flight gets cancelled due to late arriving aircraft, you have a right to UK/EU flight cancellation compensation, new flight to your destination (or full refund to bank account), and you also have a right to care form the airline. Often you have a right to all of that.
Learn more by reading about UK/EU flight cancellation compensation.
By Europe and EU we mean all EU Member States, the United Kingdom (UK), Guadeloupe, French Guiana, Martinique, Reunion, Mayotte, Saint Martin, the Azores, Madeira, the Canary Islands, Iceland, Norway, and Switzerland.
Featured photo by Kelly | aerospace |
https://bangkoktoday.com/fire-on-board-airasia-in-thailand-causes-passengers-to-panic/ | 2024-04-24T00:30:06 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818835.29/warc/CC-MAIN-20240423223805-20240424013805-00130.warc.gz | 0.969928 | 616 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__141335130 | en | A power bank exploded in the cabin of an AirAsia passenger plane during a scheduled flight in Thailand, causing fire, smoke and panic among passengers.
During a scheduled AirAsia flight from Bangkok to Nakhonsitthammarat in southern Thailand, an external battery for portable devices (power bank) exploded in the cabin of a passenger plane. Flames and acrid smoke spread through the cabin, causing panic among the passengers on the flight.
Thai PSB reported that an AirAsia Airbus A320 passenger plane was on a scheduled domestic flight on the Bangkok-Nakhonsitthammarat route when flames and acrid smoke appeared in the cabin 30 minutes into the flight.
Passengers on board hurriedly left their seats and ran to the other side of the aircraft. Some clutched their children to them. As the smoke filled the cabin, passengers began frantically moving their belongings away from the flames. Others rushed for bottled water to put out the fire on their own.
“The whole plane went into a state of chaos,” said Sayan Shrimai, a passenger on the ill-fated flight, who recorded the incident on video.
Shocked crew members rushed to the middle row of the aircraft to put out the fire while anxious passengers watched on in fear. Meanwhile, flight attendants quickly and professionally extinguished the fire in the cabin using fire extinguishers.
One leather seat was burnt and charred from the fire in the cabin. However, despite the incident in the air, the aircraft landed exactly on schedule, and no one was injured.
“The flight had already lasted for half an hour when suddenly a fire started in the middle of the aircraft in row 15, and smoke rose, which was extremely shocking for the passengers. However, thanks to the professional actions of the crew, it took literally two minutes to extinguish the fire that suddenly broke out,” said a passenger on the flight.
After arriving at the destination airport, airline technicians boarded the flight to check the damage and found black heat marks on the seat. Passengers were told that a power bank was stored in the pocket of the seat cover, which heated up, ignited and exploded during the flight.
Airlines only allow power banks in carry-on luggage and not in checked baggage because the lithium-ion batteries can overheat and cause a fire in the cargo hold.
“The passenger to whom the power bank belonged was travelling with a large group of seven or eight people. When the fire broke out, the man quickly left his seat and was not injured,” said a passenger who witnessed the incident.
Last week, a passenger plane had to make an emergency landing in Hong Kong when a power bank also exploded in the cabin, filling the cabin with smoke. The Royal Air Philippines plane was travelling from Boracay Island to Shanghai when an electronic device exploded in the cabin.
Firefighters and paramedics boarded the plane and conducted a safety check. No one was injured.
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https://ifatceg.com/a330-trent-700-and-cf6-engines/ | 2022-10-02T01:29:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030336978.73/warc/CC-MAIN-20221001230322-20221002020322-00683.warc.gz | 0.960743 | 253 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__162203570 | en | Coming to Infinite Flight in a future update is the beloved A330-300 with the two beautiful engine variants sporting the CF6 and Trent 700 powerplants.
Here you can see an early development fresh out of the WIP (Work-in-Progress) oven.
The CF6-80E1 engines were specifically designed and made for the A330 by GE. The engine sports a 96-inch fan and 72,000lb thrust class
a 4 stage booster. It was certified at 67,500 lb thrust in May 1993 and entered revenue service in January 1994. Since its launch, the -80E1 has grown first to 70,000 lb thrust and now to 72,000 lb thrust.
The Trent 700 is a high-bypass turbofan produced by Rolls-Royce. Since Cathay Pacific launched it in March 1995, the Trent 700 has logged over 60 million hours in service and accumulates over 470,000 service hours every month. It’s engine features a wide chord fan, reducing noise and fuel burn.
Disclaimer: Assumptions were made by our team as to what exact engine types are being used based off information from Boeing, no information regarding the specfic engine variants have been confirmed. | aerospace |
http://nineplanets.org/news/category/esa/ | 2015-10-09T10:33:46 | s3://commoncrawl/crawl-data/CC-MAIN-2015-40/segments/1443737927030.74/warc/CC-MAIN-20151001221847-00040-ip-10-137-6-227.ec2.internal.warc.gz | 0.915747 | 1,411 | CC-MAIN-2015-40 | webtext-fineweb__CC-MAIN-2015-40__0__78432001 | en | Teresa Antoja holds a PhD in Physics and works as Research Fellow on the Gaia Mission.by
Great title from ESA for this image of the Lunar north pole from the SMART-1 spacecraft. It’s been a long time since I posted a SMART-1 image!
ESA’s description (included below) talks a lot about the lighting. The pattern of the craters sort of looks like a spiral to me and that might be the lighting too.
Image: ESA/SPACE-X (Space Exploration Institute). Acknowledgments: J. Manuel Fonseca, M. Costa & A. Mora (UNINOVA); B. Grieger & M. Almeida (ESA)
ESA’s caption:The pockmarked landscape captured in this image from ESA’s SMART-1 mission is the surface of our Moon. Some of the many craters scattered across the lunar surface are clearly visible, records of the many impacts that have plagued it.
At the very centre of this image is the lunar north pole, captured in detail during ESA’s mission. The image shows the characteristic craters of the Moon, present in all shapes and sizes. The largest in view is Rozhdestvenskiy, sandwiched between Hermite to the northeast and Plaskett to the southwest.by
Very nice. The original caption (below) included a close up of the feature. You can see it by clicking the image above.
Scientists from the European Space Agency’s Rosetta team have honored two late team members by naming comet features after them. The comet is 67P/Churyumov-Gerasimenko, where the mission successfully landed a probe.
One of the features is shown here in these Rosetta images, with the picture on the right being a close-up view. The “C. Alexander Gate” is found on the comet’s smaller lobe, and is dedicated to Claudia Alexander, the U.S. project scientist from NASA’s Jet Propulsion Laboratory, Pasadena, California, who passed away in July of this year.
Image credit : ESA’s comet viewer
Rosetta is a European Space Agency mission with contributions from its member states and NASA. Rosetta’s Philae lander is provided by a consortium led by the German Aerospace Center, Cologne; Max Planck Institute for Solar System Research, Gottingen; French National Space Agency, Paris; and the Italian Space Agency, Rome. NASA’s Jet Propulsion Laboratory, a division of the California Institute of Technology, Pasadena, manages the U.S. participation in the Rosetta mission for NASA’s Science Mission Directorate in Washington.by
Grab those 3D glasses and have a look at this picture from ESA of the Deep Space Network Antenna (DSA 1) with credit to D. O’Donnell/ESA – CC BY-SA 3.0.
ESA has a large version of this image, see it here.
A visit to DSN Now is a good way to find out which spacecraft are communicating.
This 3D anaglyph image, taken on 3 August 2015, shows ESA’s 35 m-diameter deep-space tracking dish at New Norcia, Western Australia, at night. It can be viewed using stereoscopic glasses with red–blue filters.
This Deep Space Antenna, DSA-1, regularly communicates with distant spacecraft such as Mars Express, Rosetta and Gaia. In the near future, it will also work with BepiColombo at Mercury, LISA Pathfinder and ExoMars.
In 2014, it beamed commands and received data from Rosetta, voyaging 800 million km away. On 12 November 2014, it received data relayed by Rosetta as DLR’s Philae craft landed on its target comet.
Despite the moveable structure weighing 580 tonnes, engineers can point it accurately at 1 degree per second in the horizontal and vertical axes.
On 3 August, the dish was illuminated for that evening’s photography – it usually operates in the dark to reduce power usage and avoid light pollution.
In 2015, ESA’s Estrack ground station network celebrates 40 years of European tracking
ESA astronaut Andreas Mogensen in a recovery helicopter shortly after landing, here with ESA Flight Surgeon Ulrich Straube.
Andreas Mogensen, Soyuz spacecraft commander Gennady Padalka and Kazakh cosmonaut Aidyn Aimbetov landed 12 September 2015 at 00:51 GMT (02:51 CEST) in the steppe of Kazakhstan, marking the end of their missions to the International Space Station.
Andreas became Denmark’s first astronaut when he left our planet on 2 September on his 10-day iriss mission. The trio undocked from the orbiting complex on 11 September at 21:29 GMT (23:29 CEST) in an older Soyuz spacecraft, leaving the new vessel they arrived in for the Station crew.
ESA used the mission to test new technologies and conduct a series of scientific experiments.
Image and caption ESAby
ESA’s Proba-2 used the SWAP imager to record three partial solar eclipses and one “almost” eclipse where the moon passed close to the edge of the sun (39 secs in on the lower left).
The SWAP images “sees” in the extreme ultraviolet wavelengths which is nice for capturing the turbulent surface of the Sun and its swirling corona.by
I recently posted a video about the Interact rover, more specifically the ESA Interact Centaur rover and how it was going to be controlled by ESA astronaut Andreas Mogensen. The Interact Centaur is designed to be able to have tactile ability, touch and heft.
Could the rover be controlled from an orbiting spacecraft with a delicate enough touch to put say a metal peg 4 cm into a hole with only one sixth of millimeter clearance to make an electrical connection?
Here’s the answer:by
This is big! On 07 September ESA astronaut Andreas Mogenson will control the ESA Interact Centaur rover.
Mogenson was one of the three launched into space on the Soyuz yesterday.
The Interact rover is back here on Earth and you might wonder why a rover here on Earth is being controlled by an ISS crew member. This is no ordinary rover, it has haptic feedback, meaning that operators will gain the sense of feel and even the heft of an object.
Imagine what this could mean!
The idea is for astronauts aboard a spacecraft orbiting Mars to have that kind of control over a rover on the surface.
I bet the technology will be used before a manned Mars mission, this has the potential to be a game changer in robotic exploration. | aerospace |
https://rcheli.club/sessions/view?sessionid=9835 | 2018-02-19T23:35:15 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891812855.47/warc/CC-MAIN-20180219231024-20180220011024-00219.warc.gz | 0.924403 | 94 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__128028104 | en | Sun, 28 Jan 2018 13:25
Return to Sessions
(25-31 mph) Strong breeze
Avg. flight time
Usual Sunday crew out today,me,Mike w and Dave s.I don't normally enjoy flying when the wind is as strong as it was today,but I seemed to be able to make some decent attempts at some of the F3n moves so maybe I am improving a bit.
Suggest an update to this page. | aerospace |
http://xstermpaperoguz.iktichaf.info/uav-research-paper.html | 2018-10-20T19:54:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583513384.95/warc/CC-MAIN-20181020184612-20181020210112-00459.warc.gz | 0.866853 | 868 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__127919159 | en | Cyber attack vulnerabilities analysis for unmannedaerial vehicles alan kim, ∗ brandon wampler, † james goppert, ‡ and inseok hwang. Design,construction and structure analysis of paper deals with the design of a basic uav based on for a type of uav with new developing research,. National harbor, md — a new era in autonomy and unmanned systems for naval operations is on the horizon, as officials at the office of naval research (onr) announced today recent technology demonstrations of swarming unmanned aerial vehicles (uavs) — part of the low-cost uav swarming technology.
Research uav / uas / drones: programmable flying research & development platforms for cutting edge r&d in aircraft solutions asctec firefly, asctec neo. Occasional policy paper ocha policy and studies series june 2014 010 unmanned aerial vehicles in humanitarian response 02 key messages 02 introduction 03. Unmanned aerial aircraft systems for transportation engineering: current practice this paper aims to review research dedicated for unmanned aerial vehicles.
Research on longitudinal control algorithm been used to control the flying wing unmanned aerial vehicles (uav) in this paper, aiming at the. You just read: uav market (unmanned aerial vehicles) 2025 forecasts in new global research report. Uas research collaboration at und und research institute for autonomous systems (rias) john d odegard school of aerospace sciences aviation, atmospheric.
In this paper, a contraction-based backstepping “the t-wing tail-sitter unmanned air vehicle: from design concept to research flight vehicle. Journal of unmanned vehicle systems, 2017 for remote sensing and earth science research of safety for small unmanned aerial vehicles and risk mitigation. View unmanned aerial vehicle (uav) research papers on academiaedu for free. Uav research paper 1 1 allen bento professor john board cloud computing 26 april 2016 drones: a computing platform of the future.
Commercial drone industry market research reports and insights. Agricultural drones relatively cheap drones with advanced sensors and imaging capabilities are giving farmers new ways to increase yields and reduce crop damage. Human factors affecting safe operation of the view paper human factors affecting safe operation of the uav study of selected human factors affecting safe operation of the uav. [meteor_slideshow slideshow=”arp1″] unmanned aerial vehicles (uav): the research paper about uav, unmaned aerial vehicles(uav) is for a aircraft system class just need to explain uavs how they work, history the positive things about them maybe the uses of the uavs and most important talk about the faa regulations regarding uavs. International journal of scientific and research publications, volume 4, issue 2, february 2014 1 issn 2250-3153 wwwijsrporg stability and.
Research : uav research papers tags design paper a letter template simple uav research paper uav research paper pdf uav research papers. Uas research center beyond the limits of traditional airborne technologies, the unmanned aerial system (uas) will reshape the world through beneficial commercial. Feasibility study of uav use for rfid material tracking on this paper presents the the department has an active uav research program and courses. Micro aerial vehicles (mavs) micro j sturm, d cremers), in unmanned aerial vehicle in geomatics (uav-g), 2013 best research paper award: dense.
This research paper includes data from various journals and articles, this amazing feat is being done through the use of unmanned aerial vehicles (uavs. Skylogic researh - market analysis for commercial unmanned aerial systems uas / uav. The kzo small reconnaissance and target acquisition unmanned air vehicle (uav) fuel cells have various advantages compared to conventional power sources, such as internal combustion engines uav research paper or batteries. Dr kc wong school of aerospace, mechanical and mechatronic engineering university of sydney nsw 2006 abstract unmanned aerial vehicle (uav) activities have been a sporadic part of the department of aeronautical engineering at the university of sydney since the department’s inception in 1939.Download uav research paper` | aerospace |
https://scancomark.com/Political-economy/Russian-spy-plane-flew-between-oland-and-Gotland-and-Sweden-did-nothing-114425042013.html | 2023-05-31T19:33:21 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647409.17/warc/CC-MAIN-20230531182033-20230531212033-00447.warc.gz | 0.971691 | 400 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__241719509 | en | Russian spy plane flew between ´┐Żland and Gotland and Sweden did nothing
Thursday, 25 April 2013
military has once again surprised Sweden with another military practise
near the Swedish border and Sweden has not reacted.
The Swedish daily Svenska Dagbladet, which initially exposed the holed in the Swedish security system, has reported once again that the Swedish military went again into a slumber while the Russians were examining how easy it was for them to attack Swedish outposts as they trained this time closer than before.
Sources told the newspaper that a signals and intelligence from a Russian plane was collected and showed that on Saturday a Russian spy plane flew in the narrow strip of international airspace between ´┐Żland and Gotland on the Eastern side of Sweden, shown on the graphic illustration below.
Graffic presentation from Svenska Dagbladet show the Russian spy plane closer to sweden than before
It remains obscured if any of the Swedish fighter jets, the Gripen planes were sent up when the Russian spy plane came again.
The Swedish Parliamentary Standing Committee on Thursday will receive a statement from the Swedish defence incident preparedness. The committee would want to have knowledge about why no fighter jet was scrambled lifted to challenge intruders looking at us when Russian warplanes practiced outside Gotland during the at Easter period.
For several defence analysts and politicians, it came as a surprise that the two fighters jet design to act in incident preparedness were made ready immediately only the incidents and could work only during some part of the day. The Armed Forces are expected to send their top official of the department, Anders Silwer to committee.
Anders Silwer did not want to reveal to Svenska Dagbladet in relation to the behaviour of the incident preparedness reaction to Saturday's Russians second attempts.
"We do not comment on every single event, "he said.
by Scancomark.com Team | aerospace |
http://www.thedestinlog.com/1.107878 | 2018-10-16T02:14:52 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583509960.34/warc/CC-MAIN-20181016010149-20181016031649-00550.warc.gz | 0.985609 | 302 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__234857899 | en | Destin resident Tim Krueger's dream came true Wednesday afternoon with The Wings of Freedom Tour.
Krueger, along with his father Roger and son Blake boarded a B-24, named Witchcraft, for a flight from Tallahassee back to Destin.
The three generations landed in Destin around 1 p.m. with wide smiles across their faces.
"It was terrific," Roger said of the flight. "And cold."
Tim proudly boasted of his father's military past. During World War II, Roger was a tail gunner who flew 51 missions in a B-24.
"Now, 52," he joked.
This mission, however, was more family-friendly.
"No Germans were attacked today," Tim said with a laugh.
The Wings of Freedom tours, which allow people to explore and fly in WWII bomber and fighter aircraft, is made possible by the Collings Foundation. The tour visits 110 cities every year and draws about four million people nationwide every year. They landed in Destin on Wednesday and took off Friday at noon for their next stop.Without the foundation, the Krueger men might not have had such an experience.
"This is the last B-24 flying in the world," Tim said. "There were over 18,000 at one point."
The "living history" tour gave the Kruegers a unique bonding experience.
"It was fun to hang out and freeze together," Blake said. | aerospace |
https://planetskier.blogspot.com/2017/08/air-force-one-classic.html | 2023-12-03T06:33:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00043.warc.gz | 0.940638 | 167 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__68685228 | en | I never thought I'd visit a presidential library in the US. Couldn't imagine anything more boring. But, the Ronald Reagan Presidential Library hosts a VC-137C SAM 27000, or more commonly known as the Air Force One.
And amazingly, you are allowed to walk through the plane and even take photos.
This plane is the classic version of Air Force One, a modified Boeing 707, used before the current 747-based versions.
The library also hosted a previous version of Marine One, and a number of other interesting displays. Much recommended! Although I have to say, this is the first time that I paid an entrance fee to a library!
From the back:
Air Force one president's office:
But ... don't touch:
Photos (c) 2017 by Jari Arkko | aerospace |
https://spacelaunchnow.me/launch/falcon-heavy-arabsat-6a/ | 2020-08-05T02:32:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735906.77/warc/CC-MAIN-20200805010001-20200805040001-00199.warc.gz | 0.944865 | 324 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__128119307 | en | Arabsat-6A is a Saudi Arabian communications satellite to be positioned at 30.5°East orbital slot. Arabsat-6A was built by Lockheed Martin for Arabsat and will deliver TV, internet and mobile phone services to the Middle East, Africa and Europe.
The Falcon Heavy is a variant of the Falcon 9 full thrust launch vehicle and will consist of a standard Falcon 9 rocket core, with two additional boosters derived from the Falcon 9 first stage.See Falcon Details
Specific landing information is not currently known however an RTLS is likely for side boosters.Result: Successful Return to Landing Site landing at Landing Zone 1.
Specific landing information is not currently known however an RTLS is likely for side boosters.Result: Successful Return to Landing Site landing at Landing Zone 2.
The center core successfully landed on OCISLY however tipped over due to rough seas.Result: Successful Autonomous Spaceport Drone Ship landing at Of Course I Still Love You.
Space Exploration Technologies Corp., known as SpaceX, is an American aerospace manufacturer and space transport services company headquartered in Hawthorne, California. It was founded in 2002 by entrepreneur Elon Musk with the goal of reducing space transportation costs and enabling the colonization of Mars. SpaceX has many pads, on the East Coast of the US they own SLC-40 at Cape Canaveral and LC-39A at the Kennedy Space Center for their lower inclination launches. They also own SLC-4E at Vandenberg, California for their high inclination launches. Another site is also being developed at Boca Chica, Texas.INFO WIKI | aerospace |
http://aurora.auburn.edu/handle/11200/48822 | 2020-01-23T05:19:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250608295.52/warc/CC-MAIN-20200123041345-20200123070345-00231.warc.gz | 0.794929 | 140 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__246714665 | en | Comparison of piston side thrust in the modified R-1, 400-horsepower radial engine and the single-cylinder test engine (power plant section report)
Hazen, R. M.
MetadataShow full item record
DescriptionThe object of this report is to determine the piston side thrust of the modified R-1 400-horsepower radial engine and the piston side thrust of the same piston and cylinder assembled on the single-cylinder test engine employing the short-length connecting rod. The purpose of this analysis is to determine the value of single-cylinder tests for radial-engine pistons.
Showing items related by title, author, creator and subject. | aerospace |
https://qlddrones.com.au/precision-mapping-drones/dji-phantom-4-pro-ppk-mapping-system/ | 2020-01-28T06:12:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251776516.99/warc/CC-MAIN-20200128060946-20200128090946-00442.warc.gz | 0.895091 | 311 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__201831799 | en | Reduces or eliminates the need for ground control points
Need 2-3cm mapping precision from your Phantom 4 Pro or Advanced UAV? Don’t want to have to buy a new drone fleet, spend a fortune or buy into a complex and dodgy mapping workflow that might not work for you?
Our PPK precision mapping module helps serious mapping professionals get survey-grade precision from their UAVs with few or no ground control points, dramatically reducing the time required to set up and fly aerial mapping surveys and delivering the certifiable results your clients demand, at a much lower cost than comparable systems.
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And we can deliver our precision PPK mapping system for the Phantom 4 Pro or Advanced UAV anywhere in the world. We already have satisfied customers on most continents.
Add our low-cost PPK Base Station for the easiest workflow in the industry. Just set it up over any permanent survey marker (PSM) within 10-15 km of the survey site and use its precision data to correct all your image locations via our included post-processing software, with no ongoing fees.
If you still feel the need for some GCPs (and we do), add a PPK Rover Housing (shares the PPK Rover module provided for your UAV) to quickly and easily record precision locations for your GCPs and checkpoints. | aerospace |
https://aviatorinsider.com/airplane-brands/piper-tri-pacer-guide/ | 2023-12-06T23:37:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100626.1/warc/CC-MAIN-20231206230347-20231207020347-00876.warc.gz | 0.929449 | 3,272 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__215315746 | en | When 9,490 aircrafts of a specific model sell in a 14-year production window, you know the designers have got it right. In 1950, the Tri-Pacer leveraged off the success of its much-loved sibling, the Piper Pa 20 Pacer, and went on to become a legend.
Until that time, most aircraft produced had a conventional undercarriage arrangement, with two main wheels just forward of the aircraft center of gravity and a tailwheel aft of the vertical stabilizer. Requiring more dexterity when taxiing and taking off, and landing, history abounds with incidents and accidents where pilots got it wrong.
The introduction of the Tri-Pacer with a tricycle undercarriage, having a nose wheel just aft of the propeller and two main wheels slightly aft of the aircraft’s center of gravity, was an attempt by Piper to make flying a little easier and safer. The tricycle undercarriage allowed directional stability and better visibility when taxiing. This design, coupled in 1955 with more powerful 150hp and 160hp engine options than the 135hp Pa-20, created tremendous interest in the Tri-Pacer.
A steel-tube and fabric, high-wing, strut-braced single-engine configuration aircraft with four seats, the higher horsepower Tri-Pacer can turn in a solid short-field performance, lifting a reasonable load with full fuel. Unfortunately, the same can’t be said for the first Tripacers powered by 125hp and 135hp Lycoming engines. Carrying four passengers in those models meant you weren’t going far due to the small fuel uptake permitted by the maximum aircraft weight.
However, a large interior, strong airframe, and attractive cruise speeds of 105 to 110 knots attracted customers. The inclusion of flaps, control yokes instead of control sticks, and separate doors for passengers and pilots provided a modern, performing aircraft at a reasonable price.
160hp Piper Tri Pacer Specifications
|Engines||Weights and Capacities|
|Model:||Lycoming 0-320-B||T/O / Landing Weights Normal:||2,000 lbs|
|Cylinders:||Four||Standard Empty Weight:||1,131 lbs|
|Displacement:||320 cu in||Max. Useful Load:||869 lbs|
|Horsepower:||160||Baggage Capacity:||100 lbs|
|Aspirated||Carburettor||Oil Capacity – per engine:||8 quarts|
|TBO:||2,000 hours||Passenger Configuration:||3|
|Model:||Sensenich 74DM6||Aircraft Dimensions|
|Blades:||2||Wing Span:||29.3 ft|
|Octane:||100||Wing Area:||147.5 sq ft|
|Capacity:||36 Gallons||Wing Loading:||13.5 lbs/sq ft|
|Burn @ 75% Power:||9 gph|
PA 22 Tri Pacer Prices
The price new for a Pa-22 in 1955 was US$7,295. Given the number sold and their popularity, you’ll see a few for sale, and as in all things aviation, the condition is all. Lower horsepower models from the early 1950s sell around US$13,900 with just over 3,000 total time airframe (TTAF).
The later models with higher 150 or 160 horsepower engines and circa 3,000 hours of airframe time sell for US$25,000 to US$26,000. Heavily modified and overhauled models have asking prices between US$30,000 to US$45,000, with some on the market at close to US$60,000. Standard airframe hours appear to sit between 2,000 and 4,000 hours.
Piper Tri Pacer Performance & Handling
Owners describe the Tri-Pacer as a lovely aircraft to fly, or as one owner put it, “embarrassingly easy.” With the rudder aileron interconnect, turns don’t require too much fancy footwork, with the controls balanced and light. With such a light wing-loading, the aircraft moves about in turbulence; however, it is relatively stable as long as you don’t require hands-off flying. Stalls are mild to almost non-existent, with the aircraft not dropping its nose dramatically. Descent rates increase, and the aircraft mushes down.
The overriding handling issue with the Tri-Pacer in the air is the need to maintain power on approach. Pilots tell stories of carrying too little power on final and seeing very high sink rates develop, leading to a nickname of “the flying brick.” Nailing your approach speed and maintaining power through the flare is essential to perform an arrival resembling a landing.
On the ground, other dynamics come into play. The aircraft sits high, has a narrow main gear track, and directs steering from the rudder pedals to the nose wheel through push-pull rods. Such geometry makes taxiing a study in slight, gentle rudder inputs to prevent dramatic swerves. When the wind is strong, things can get lively. Maintaining proper control surface deflections during taxi will help prevent ending up on your back, while sharp or fast turns can spell disaster. None of these tendencies are assisted by the brakes being hand operated.
All that said, the Pa-22 is a sound little short-field performer with acceptable climb rates, carrying good loads while still allowing adequate fuel capacity.
160hp Piper Tri Pacer Performance and Handling Specifications
|Cruise Speed (Kts)||Stall Speed (kts) (Flaps down)||49|
|75% @ Sea Level||109|
|75% @ 7,000 ft||116||Service Ceiling (ft)||16,500|
|Fuel Consumption (GPH)||Best sea-level rate-of-climb (fpm)||800|
|Take-off Ground Roll (ft)||1,120|
|Max Range (nm)||T/O Dist. over 50-foot obstacle||1,600|
|75% @ Sea Level||465|
|Landing Ground Roll (ft)||650|
|Est. Endurance (hrs)||Ldg Dist. Over 50-foot obstacle||1,280|
|Do Not Exceed Speed (kts)||123|
PA 22 Maintenance Schedule
Maintenance costs are not excessive on the Tri-Pacer due to its straightforward and robust design. Annual inspections are straightforward and inexpensive, as are the 100-hour maintenance inspections. As with its sister Pa-20 Pacer, one problem to watch for is corrosion in the airframe tubing. Predominant corrosion areas are in the aft fuselage longerons and the tail structure. Corrosion can also be found in and around the structure of the door.
AD AD 99-01-05 is of note, which supersedes AD 93-10-6. The requirement is to inspect the wing struts and the wing strut forks. The first for corrosion, the second for cracking. Periods are annually for strut inspections, accompanied by the application of rust inhibitors. The crack inspection is every 500-hours, with a fitting replacement life of 2,000-hours. The new fittings have rolled threads rather than cut.
Another issue reported by owners is a slow or no cranking fault on starting, which is down to battery cables failure. Most owners replace their cables with a larger copper cable which solves the problem.
Piper Tri Pacer Modifications and Upgrades
There are many modifications available for the Tri-Pacer. The most popular mods address the known foibles.
Bogart Aviation in Washington, at https://bogertaviation.com/, provides a new battery box and cables to address the known issue with slow or no cranking when starting. There are also mods to replace the under-powered generators with alternators. Brake mods are plentiful, with the Williams and Univair conversions highly mentioned in Tri-Pacer forums. These STC-approved mods either fit new disc brakes, replace the hand brake with toe braking, or both.
Univair and Airframes Alaska offer lifetime sealed lift struts to remove the need for ongoing wing strut inspections mandated by the AD. Some owners chose to re-skin their aircraft with aluminum, while others have converted the Tri-Pacer to a conventional undercarriage configuration, similar to the Pa-20 Pacer. There is also a mod to replace lower power Lycoming O-290 with the 160hp O-320, although this does require wing strengthening.
Pa 22 – Where To Find Replacement Parts
Generic parts are readily available at places like Aircraft Spruce, Preferred Airparts, and Aircraft Supply. However, for Tri-Pacer specific parts, the name that most crops up in conversation is Univair. Found at www.univair.com, Univair specializes in vintage aircraft part supply, and they hold STCs for several Tri-Pacer modifications. For an aircraft of such venerable age, sourcing spares does not appear to be an issue.
Piper Tri Pacer Common Problems
The lift-strut AD we discussed earlier is a well-known issue; however, owners do have the ability to fit a sealed strut to remove the maintenance requirement. Airframe corrosion can be a concern, with inspections hampered by the long life we now get from the Ceconite, Polyfiber, or Superflight cloth now used to cover aircraft.
Since some fabrics can last 20-years when adequately looked after, corrosion problems can be hard to identify. Some owners insist on recovering their aircraft every 10-years allow airframe inspection and ensure airframe integrity, even though the fabric will endure beyond that period. Finally, resolution of the battery cable and under-powered generator issues is possible by installing larger copper cables and higher power alternators better suited to today’s operations and power demands.
PA 22 Insurance Options
The standard aviation insurance all aircraft owners take is liability coverage, while hull coverage is optional. Liability coverage covers damage caused by the aircraft, including passengers, while hull coverage covers damage to the aircraft itself. The greater the experience of the owner/pilot, the lower the premiums.
For private pilots with 500 hours total time and 50 hours on the model, the 2021 annual cost for US$1,000,000 liability coverage ranges between US$250 to US$300 per year. Pilots with less experience can expect this to rise from US$325 to US$535 per year.
If the insurance includes additional hull cover for US$25,000, the annual premium for the experienced pilot will be between US$560 to US$790 per year, while the lesser experienced pilot can expect US$760 to US$990 per year.
Piper Tri Pacer Model Resale Value
Eight aircraft-related factors are influencing Pa-22 resale. They are:
- Airframe Total Hours
- Engine Hours Since Overhaul
- Installed equipment, especially instrument/avionic fit-out
- Maintenance schedule compliance
- Damage history
- Fabric condition
- Interior condition
- Modification history
These eight items are all within the owner’s control and make a considerable difference in the final asking price. The Piper Tripacer has maintained its value remarkably well. In 1955 it was worth US$7,295, and with asking prices today between US$14,000 to US$26,000, the aircraft has not lost a lot of value in 71 years.
Along with its sibling, the Pa-20, the Tri-Pacer must be one of the cheapest four-seater aircraft on the market today. It provides outstanding short-field performance, gentle flight characteristics, acceptable cruise speeds, and low operating costs.
PA 22 Owner Reviews
Unsurprisingly, owners wax lyrical about the Tri-Pacer. Reporting between 7 to 9 gallons per hour fuel use depending on engine power, they all speak of the minimal operating costs of a well-looked after aircraft. The Pa-22 appears to compare favorably with the performance of a similar age 172, with lower operating costs. The benign flight characteristics, good load carrying capabilities, solid short-field capabilities, and acceptable cruise speeds seem to be the main topic of conversation.
All owners agree that for load carrying, it’s an aircraft for two people with full baggage, three people with overnight baggage, or four people with no baggage.
Piper Tri Pacer Similar Aircraft
The Piper aircraft that preceded the Pacer and Tripacer were the Pa-15/17 Vagabond and the Piper Pa-16 Clipper. However, the Tripacer’s main competition was the Partenavia Fachiro, the Cessna 170, and the Stinson 108. All aircraft with similar specifications, although cruise speeds were generally lower than the Tripacer.
Piper Tri Pacer Clubs You Can Join
If you own a Pa-22 Pacer, you are strongly advised to join the Short Wing Piper Club found at https://www.shortwingpiperclub.org/. With chapters across the US and Canada, the knowledge and support offered to owners is second to none.
FAQ: Frequently Asked Questions
Question: What does service ceiling mean?
Answer: An aircraft’s service ceiling is defined as the height at which the aircraft cannot climb at a rate greater than 100 feet per minute.
Question: What is the meaning of the term TBO?
Answer: TBO means Time Between Overhaul, which is the manufacturer’s recommended running time, in hours or calendar time, before overhaul.
Question: To what does TTAF refer?
Answer: TTAF stands for Total Time Airframe, which refers to the number of flying hours the airframe has accumulated since new. Thus, it is an indication of age and use.
Question: Aircraft Gross Weight refers to what?
Answer: Gross Weight is the total aircraft weight, including pilots, passengers, fuel, oil, and cargo.
Question: What is ‘wing loading’?
Answer: Wing loading is the total aircraft mass divided by its wing area. Faster aircraft generally have a higher wing loading as less area is required to carry the same mass. However, it takes a longer distance high wing loading aircraft to take off and land.
Question: What is a rag and tube, or fabric-covered aircraft?
Answer: The aircraft fuselage is constructed of steel tube, with a tightened or shrunk fabric covering, which is sealed and painted.
Question: What are longerons?
Answer: Longerons are the load-bearing component of, in this case, an aircraft fuselage structure. They run longitudinally from the nose to the tail of the aircraft. Their role is to transfer the stresses and loads from the skin to the frames and formers of the larger fuselage structure. They are also found in wings but run spanwise, from tip to root.
Question: What is an STC?
Answer: An STC refers to a Supplemental Type Certificate. An STC is an approved modification to an aircraft, engine, or component. All aircraft, engines, and components have type certificates that approve their use. That is why an approval to modify them is classed as ‘supplemental’.
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https://www.airmanmagazine.af.mil/ImageGallery/igphoto/2002829850/ | 2024-04-22T16:01:29 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818312.80/warc/CC-MAIN-20240422144517-20240422174517-00773.warc.gz | 0.877868 | 294 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__21449736 | en | Senior Airman Christopher Sauter talks with Capt. Dustin Hardwick as they perform an F-22 Raptor engine start at the Combat Alert Cell on Joint Base Elmendorf-Richardson, Alaska, March 10, 2016. Personnel live at the CAC for days at a time while on duty. The maintainers and pilots at the CAC are responsible for launching F-22 Raptors to intercept unidentified or unauthorized aircraft flying near or within U.S. airspace. (U.S. Air Force photo/Master Sgt. Brian Ferguson)
24.0-70.0 mm f/2.8
No camera details available.
This photograph is considered public domain and has been cleared for release.
If you would like to republish please give the photographer appropriate credit.
Further, any commercial or non-commercial use of this photograph or any other
DoD image must be made in compliance with guidance found at
which pertains to intellectual property restrictions (e.g., copyright and
trademark, including the use of official emblems, insignia, names and slogans), warnings
regarding use of images of identifiable personnel, appearance of endorsement, and related matters. | aerospace |
https://forum.nasaspaceflight.com/index.php?PHPSESSID=5bp0b6vvtnifglh40pgkloneef&topic=55389.msg2321257 | 2023-09-25T23:33:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510100.47/warc/CC-MAIN-20230925215547-20230926005547-00609.warc.gz | 0.970074 | 299 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__109357029 | en | My life up to this point has seen a constant erosion of our ambitions in space. But it seems that we have seen a strong inflection point.
Quote from: RedLineTrain on 12/14/2021 02:20 pmMy life up to this point has seen a constant erosion of our ambitions in space. But it seems that we have seen a strong inflection point.For about the last ten years, I have been referring to "back during the space age". Now I would say "back during the first space age", and of course "during the [new|second] space age"
The first Space Age was originally conceived in the crucible of the Cold War, given that the launch of Sputnik 1 stunned the US and prompted the creation of NASA as well as the launch of the Explorer 1 satellite, but also because the US was in a race with the USSR to get the first people on the moon. However, Japan and China launched their first satellites in 1970, so the early 1970s didn't just herald the winding down of the Cold War space race between the US and USSR but also a new space race between China and Japan.The new space age you are referring too may be best called the age of private spaceflight and the end of the operational careers of American SLVs, bearing the names of Cold War ballistic missiles, given that the Vulcan rocket is an all-new design despite borrowing some elements from the Atlas V and Delta IV Heavy. | aerospace |
https://www.tweaktown.com/news/27216/next_gen_military_drones_to_sport_death_ray_laser/index.html | 2023-09-26T16:44:51 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510214.81/warc/CC-MAIN-20230926143354-20230926173354-00645.warc.gz | 0.94421 | 319 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__43383453 | en | It looks like the US skies are about to get a little scarier, with next-generation military drones being unveiled by a top US manufacturer. These new unmanned aerial vehicles (UAVs) will sport an ultra-light laser, which is capable of reportedly destroying an object at the speed of light - yikes.
Someone close to the High Energy Liquid Laser Area Defense System (HELLADS) told Time magazine "it would give us an unlimited magazine".
The Defense Advance Research Project Agency (DARPA), over the last four years, have handed contractor General Atomics over $60 million to develop, and then scale the HELLADS project, which contains a very powerful 150kW laser. Lasers available at that strength contain the power to destroy an incoming rocket or plane, but are very big and heavy - meaning they're only capable of being deployed on stationary defense systems.
But the new HELLADS system, which DARPA says is in the "final development stage" is much, much lighter. Weighing in at just 750kg, it is capable of being attached to a UAV and opens up a plethora of options for aerial deployment. A perfect suitor would be UAVs.
The lasers aren't capable of firing through clouds or smoke, and requires a physical recognition of the device before the death-from-above laser can do its work. This still doesn't calm the mind knowing that there will soon be some Star Wars-like technology over US citizens' heads "defending" them.
Read more on HELLADS at the source. | aerospace |
https://blog.mah.priv.at/2019/10/02/trajectory-forecast-vs-track-flown-a-new-data-point/ | 2023-09-23T21:44:01 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506528.3/warc/CC-MAIN-20230923194908-20230923224908-00697.warc.gz | 0.93807 | 114 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__230329144 | en | I’m always interested in comparing forecast trajectories versus tracks flown – I posted some data points here.
Thanks to Kolja Packard’s excellent field report (in german and english) we have a new one – the first image in Kolja’s report shows their trajectory forecast done 22 hours before takeoff, and looking out 80 hours. This was their forecast:
now compare that to the actual tracks flown as recorded on the Gordon Bennet Cup website:
See also the live tracking replay view.
The match is pretty phenomenal! | aerospace |
https://www.terracestandard.com/news/laser-intentionally-pointed-at-passenger-plane-in-terrace-b-c/ | 2022-11-28T04:58:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710473.38/warc/CC-MAIN-20221128034307-20221128064307-00205.warc.gz | 0.958107 | 287 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__254983614 | en | Terrace RCMP are asking the public to contact the detachment after a laser was deliberately directed at an incoming flight to Terrace on January 3rd at 8:30 p.m.
“Lasers have the potential to be a deadly flight hazard. Thankfully all passengers and crew were safe,” says Const. Angela Rabut, community policing/media relations Terrace RCMP.
Lasers produce an intense directional beam of light that has serious visual effects such as distraction, glare, and temporary flash blindness.
This is very serious for a pilot, especially during critical flight phases such as landings, takeoffs, and emergency maneuvers.
Laser beams should never be pointed towards an aircraft. It is not even a good idea to point them at a star, since a slow moving far away airplane could look like a star.
To minimize risk to pilots, crew, and passengers, it is essential that everyone report laser incidents as soon as possible.
If you have information about this crime contact the Terrace RCMP at 250-638-7400 or anonymously through Crime Stoppers by telephone at 1-800-222-TIPS, online at www.terracecrimestoppers.ca or by texting TERRACE plus your message to 274637 (CRIMES).
If your information leads to an arrest, you may be eligible for a cash reward of up to $2,000. | aerospace |
https://weservedtoo.wordpress.com/2016/10/10/esteban-hotness/ | 2018-03-21T23:57:13 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257647707.33/warc/CC-MAIN-20180321234947-20180322014947-00260.warc.gz | 0.984924 | 357 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__41181589 | en | Esteban HotessePosted: October 10, 2016
Born in Dominican Republic, Esteban (Stephen) Hotesse served in World War II as a Tuskegee Airman. Born on February 2, 1919, in Moca, Dominican Republic, Hotesse at the age four along with his family moved to New York City.
On February 21, 1942, Hotesse (went by the name “Stephan” Hotesse) enrolled in the military where he began and completed flight training as a B-25 bomber pilot with the 619 squadron of the 477 bombardment group. A year later Hotesse applied for U.S. Naturalization. Hotesse was trained at Freeman Airfield, Indiana where Black bomber pilots were trained during WWII, he was part of Class 44-45B, where he earned the rank of second lieutenant as reported by Tom Lauria a researcher at Air Force Historical Research Agency, Maxwell AFB, Alabama.
On April 5, 1945, Hotesse and several Black pilots of the 477th Bombardment Group were arrested when they protested segregation by entering an all-white officers club. This became known as the Freeman Field Mutiny. On April 23, these Tuskegee Airmen were released from the brig on the orders of Army Chief of Staff General George C. Marshall.
Although Hotesse and his squadron never flew in combat as a result of the war had come to an end in 1945, Hotesse died in a B-25 crash over the Ohio River in Indiana during a military exercise on July 8, 1945 at the age of 26. Hotesse was not piloting the aircraft at the time.
*info from Department of Veterans Affairs Public Affairs | aerospace |
http://www.eetimes.com/message.asp?piddl_msgid=273246 | 2015-07-06T11:44:08 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375098196.31/warc/CC-MAIN-20150627031818-00265-ip-10-179-60-89.ec2.internal.warc.gz | 0.958791 | 175 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__158445945 | en | David - I'd say I'm a lot better off with new cars. I may be lucky with cars, but I've only had one case of an electronic car stranding me away from home. A crank shart position sensor worked it's way loose. It actaully stranded me twice, but the second time was because the mechanic put the replacemnt on backwards.
Drones are, in essence, flying autonomous vehicles. Pros and cons surrounding drones today might well foreshadow the debate over the development of self-driving cars. In the context of a strongly regulated aviation industry, "self-flying" drones pose a fresh challenge. How safe is it to fly drones in different environments? Should drones be required for visual line of sight – as are piloted airplanes? Join EE Times' Junko Yoshida as she moderates a panel of drone experts. | aerospace |
https://3drpilots.com/whats-new/profile-posts/1589077/ | 2022-08-20T03:06:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573876.92/warc/CC-MAIN-20220820012448-20220820042448-00673.warc.gz | 0.957976 | 348 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__84130102 | en | I am a drone user with diplomas A1, A2, A3. My flight experience is 2 years, mainly I am engaged in photography and video filming. I am looking for a job anywhere in Europe, at the moment I am in Alexandroupolis-Greece, but I can come to any place where there is a vacancy.
Language skills - Greek, Russian and basic English
hello chap. If/when you are able to ship to the U.K. (It's an easy address) please email me at [email protected]. as well as posting here, just to make sure I know... Hope the collar bone gets better soon. Motorbike accident?
Cheers, Steve C.
Hello Guys, welcome to Dronenewsco. We provide all information about drones for drone pilots. And for those who buy drones, we help by making drone buying guides by recharging enough. even come up with the idea of where to buy drones in a reliable way and get customer service later.
Hi RJ44, I came across your post here while searching to resolve my gimbal problem. I am having the same issue as you described and I was wondering if you remember what you did to get the gimbal reporting a firmware version again.
Any help would be greatly appreciated
hello friend, I am assembling a drone for a research project at my university, I would like to adapt a 3dr solo in a tarot frame, I saw that you did it some time ago, and I wish I could do the same, could you help me ???
my instagram @vanglifigueiredo
my e-mail [email protected] | aerospace |
https://www.thereporterethiopia.com/article/ethiopian-aims-higher | 2019-12-13T02:30:28 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540548537.21/warc/CC-MAIN-20191213020114-20191213044114-00165.warc.gz | 0.968703 | 4,491 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__133768522 | en | Ethiopian aims higher
Africa’s largest airline and the four-star- rated airline by SKYTRAX, Ethiopian Airlines, is aiming higher in spite of the turbulent time it has been traversing through in the aftermath of its B737-8 MAX jetliner crash on March 10, 2019. The airline took the lead in grounding the MAX fleet and the rest of the world followed suit. As Boeing is trying to fix the technical glitches with the B737 MAX airplanes flight control software that nose-dived two jetliners in Indonesia and Ethiopia in five months Ethiopian is closely monitoring the developments to decide on the fate of its MAX fleet. Kaleyesus Bekele of The Reporter sat down with Ethiopian Airlines Group CEO Tewolde Gebremariam and discussed the challenges with the B737 MAX airplane and the new 15-year growth plan of the national carrier dubbed Vision 2035. Excerpts:
The Reporter: How did you evaluate the preliminary report on the accident investigation on the Ethiopian Airlines Boeing B737-8 MAX aircraft released by Ethiopia’s Accident Investigation Bureau? Were you satisfies with the investigation process?
Tewolde Gebremariam: The preliminary report as you know is still an interim report. It has only collected the factual events. We are satisfied with the factual events displayed in the preliminary report which are subject to further analysis in the main investigation. We were not surprised by the result of the preliminary report because the factual events that are listed in the preliminary report were obviously known to us. Because this was the second accident next to Lion Air crash in less than five months for a brand new airplane. Although the investigation has to go through due process we have grounded our MAX fleet and China followed us, then the European Union, then Canada and finally the US.
The investigation is being conducted in the midst of the situation where more than 370 B737 MAX aircraft are grounded. So it is a bit difficult and a bit challenging investigation. Perhaps in this history of aviation this is the second investigation where the airplane which was involved in the accident is grounded globally next to the Concord crash decades ago.
To answer your question yes we are satisfied with the preliminary report and the investigation process.
Were you briefed by Boeing about the flight control software, Maneuvering Characteristics Augmentation System (MCAS), following the Lion Air crash and how did you train your pilots?
There was a service bulletin from Boeing and there was also air worthiness directive issued by the US Federal Aviation Administration (FAA). But unfortunately the issue with the MCAS was not clear. The MCAS was not clarified. The impact of the MCAS on the flight control system was not clearly explained. It was not clarified adequately. We have distributed the service bulletin and air worthiness directive to our pilots. We have briefed them and we have included it in our training manual and flight operations manual but as it was later revealed and understood by the entire global aviation community there was no adequate disclosure.
Before you ordered the B737-8 MAX aircraft you evaluated a number of aircraft including Bombardier C Series and Airbus A320 NEO. How did you decide on B737 MAX? You made a repeated order. First you ordered 20 and then 10. Do you now regret your decision?
No we do not regret our decision because it was a right one. It is still the right one. We have compared it with A320 NEO. These airplanes were replacing their predecessor planes MAX was replacing the B737 NG and A320 NEO was replacing the A320 CEO. We made a very thorough analysis on commercial terms, technical, operational and financial. The decision was not difficult because although the airplanes are by and large similar the A320 NEO and the B737 MAX both were coming with 15 percent fuel efficiency. We analysed the benefits and the additional work to be done to phase in these airplanes we found it logical to continue with the B737 since we had the B737 NG. The B737 MAX is an upgraded version of the B737 NG. When we compare it with (A320 NEO) the additional training of pilots and technicians required and spare holding for maintenance it was a natural transition from NG to MAX. That was how we chose the B737 MAX to the A320 NEO. And the MAX was a very good airplane. Still it is a very good airplane in terms of performance, economics, and maintenance. So we have no regrets.
You have now grounded four B737 MAX aircraft. So you have pulled out five aircraft including the one that crashed from operation. This may have put pressure on your flight operations. How are you replacing them? Have you leased B737-800 NGs?
Not yet because fortunately it was slack period February, March and May is a slack period in our operation. With April and May we shouldered. So we are managing with the available capacity. As you know we have more than 110 airplanes. We are swapping capacity whenever it is needed. So far we are managing with the available aircraft within our fleet. But going forward to the summer, if the MAX does not return to flight, then we may consider leasing additional airplanes.
You have 25 B737 MAX aircraft on your order book. What are you going to do with them?
Well it depends on the solution that Boeing is working on. As you might have heard Boeing is in the final stage of software upgrade and better training so it will take it to the FAA for certification and we will see if the FAA certifies it. Then we will also monitor the reaction of the global aviation regulators like the European Aviation Safety Agency (EASA), China and Canada aviation regulatory bodies. And then we will definitely not be the first one to return the airplane back to the air. We will definitely be the last one. Our decision follows those developments. Right now our decision is to wait and see the progress of Boeing’s solution and also the certification by the FAA. We will also see the global aviation community reaction.
Currently, a lot of investigations are being conducted on the airplane, on Boeing and FAA on how the aircraft was certified. So we will be monitoring these developments. Our decision will follow the developments of these events which are taking place in our industry.
Boeing has completed flight testing on the MCAS software upgrade. If the problem with the flight software is solved, will your confidence on MAX aircraft be restored?
Yes and no. We still believe in Boeing. We believe in the FAA. Boeing is more than 100 years old successful engineering company with high standards of quality. We definitely have confidence in Boeing. We believe that they would do the right thing. We also have strong confidence in the FAA. We hope that they will go through a rigorous re-certification process. But again since one of the two fatal accidents occurred in our airline unfortunately we will be seriously considering our analysis.
While we still follow what Boeing and FAA are going to do with full confidence, at the same time we will do our own analysis as an airline to build our own internal confidence. We need to build confidence in our service, in our pilots and in our travelling public to make sure that the airplane is safe.
The FAA has established an international panel consisting of Chinese and other aviation authorities that oversees the certification MAX. Is Ethiopia represented in that panel?
I remember that we have been invited as an airline to participate but we were very busy with managing the crisis and the aftermath of the accident. So we told them that we were so busy and unable to participate in the panel but going forward we will participate and make an active analysis with Boeing because this is an airline with a lot of data on the airplane right now because of the investigation.
Ordering new aircraft has obviously several advantages from commercial point of view. But whenever a new aircraft comes out of the final assembly line there some challenges related to the new technologies. Being a launch customer has several advantages but on the flip side it has some disadvantages related to the hiccups with new technologies. How do you see the advantages and disadvantages of ordering new aircraft?
I agree with you that there are advantages and disadvantages with ordering new airplanes like anything in life. Any initiative in life has its own advantages and disadvantages. So when you make a decision you weigh the advantages and disadvantages. When the advantage outweighs the disadvantages you make that decision. Ethiopian Airlines has been a launch customer on a couple of airplanes, at least three airplane models that I know. B767, B787 and A350.
On the B767 we were the among the very early launch customers. In 1984 Ethiopian Airlines was the second in the world next to El Al of Israel to acquire the B767 jetliner. It was a very successful airplane. It is still a successful airplane which is now in its final stage of its product life cycle to phase out. On the B757 were also among the early customers.
The big bang was the B787 again we were among the early launch customers. So I do not think we have any regrets on those airplanes. Because we have taken advantage of new technological advancement opportunities that were prevailing at that time although the B787 had some technical difficulties.
With the A350 again we were among the launch customers. We do not have any regret with the A350. It is a very good airplane and it is much liked by customers, airlines. It is a stable airplane. When it comes to the MAX we were not launch customers. This has to be clear. We are not part of the launch customers. We have joined a little bit later.
MAX started service in 2017. The first MAX airplane joined Ethiopian Airlines fleet in June 2018, after a year it entered into commercial operation. There are close to 400 MAX airplanes in the world today and only five of them are with us. We are not a large customer of MAX. We in fact took a little bit longer time to evaluate the selection between the Airbus A320 NEO and B737 MAX.
Going forward we made that distinction. There is also financial decisions, dilemmas to decide. When you order much longer a head of time before delivery the pre delivery payment (PDP) and the interest kicks in and it makes it expensive up on delivery. When you make the purchase decision closer to the delivery time the aircraft price go up. Especially when the airplane succeeds in the market or becomes very popular in the market. So we have to always compare this balance.
Who is your insurer? How are you going to compensate the victims’ families?
The aviation insurance is a bit complex. There is no one insurer. There are syndicates of underwriters. I think we have more than ten mostly based in Europe. The insurance is syndicated in London in the Lloyd’s insurance market. We will deal with them. The compensation will take its own international regulation and process.
Have you filed compensation for the aircraft?
It does not work that way. Both for our airplane and for the victims’ families the insurers take the lead and they follow the international regulation of course they will consult with us and they settle the claim. But later on there will be some kind of subrogation with Boeing insurers.
As Ethiopian Airlines is a state-owned enterprise its insurer is Ethiopian Insurance Corporation (EIC) and there are some reinsurers involved.
No. The EIC has a very small coverage I think it is less than two percent.
Though you have a long relationship with Boeing you had some issues with the B787. Now you have serious problem with B737 MAX aircraft. There is also one pushing factor from Boeing – the US EXIM Bank has suspended operation. Some industry analysts assert that Ethiopian Airlines will strengthen its new partnership with Airbus. What is your comment on that?
It is a very interesting question. As you know we are a customer of Boeing for a long time. Actually one can say that the aviation industry in Ethiopia is a brain child of US aviation industry. Ethiopian Airlines itself was established by Emperor Haile-Selassie I with the support of Trans World Airline (TWA), a US airline. I believe Emperor Haile-Selassie was very strategic and visionary leader. In the early stage of the airline with a humble beginning we needed support from the developed world particularly from the US with the largest aviation industry. There was a management contract signed with TWA. Ever since we have always used Boeing airplanes; of course we have also used Canadian airplanes-DH-6 and DH-5, Macdonald Douglas airplanes and Fokker airplanes, a Dutch company. Now we are using Bombardier Q400, another Canadian company. We are also using Airbus aircraft.
While Boeing has a dominant fleet we also use other airplanes. The relationship with Boeing has always been cordial. It has always been a win-win and very good relationship. It is more of a partnership based on mutual trust and confidence. So we have every reason that this relationship will continue if not strengthened more. Of course in any partnership there are hiccups here and there. I agree with you we had some hiccups with the B787 with the delay and the battery issue which grounded the airplane for a couple of months. But we have resolved them. The fact that we have resolved them those problems shows you how the relationship is strong enough to withstand any kind of turbulence that we face together. So that gives you confidence that we will overcome the current problem that both of us are facing. But again with the mutual trust and confidence we will overcome this challenge and we will continue our relationship. At the same time we will also build our relationship with other manufacturers. We will work Bombardier, Airbus-the A350 is a very good airplane. We have 24 of them on order 11 delivered.
What about the new Chinese made aircraft, COMAC?
We are also considering COMAC. China is a very strong partner. Business is based on partnership. China is the biggest per country market for Ethiopian Airlines. And we have been very pleased with the way the Chinese government has been treating us. This relationship is more than 40 years old. We have been flying to China since 1973. So we are happy that China is joining the single aisle jet aircraft manufacturing industry. We will evaluate it but to be honest with you it is at its early stage. I think the Chinese company COMAC estimates that the airplane would be flying in 2021. The C919 is a very good airplane but we will see. We are monitoring the technological progress.
Boeing recently unveiled the B777X, a new wide body aircraft. Ethiopian Airlines has been evaluating that aircraft. Are you still interested in the aircraft?
We have a mixed fleeing in that airplane. There are two models B777-8X and B777-9X on one side Ethiopian Airlines needs this airplane because of the high altitude of Addis Ababa. Addis is among very few airports in the world with 2400 meter altitude. There are may be four or five airports at this high altitude. All the other airports are at sea level. We have a special challenge because of the altitude as a result we need especial airplanes to manage this altitude. We lose ten to 20 tons up lift capacity at every take off on a wide body airplane. So because of that the B777X will enable us to fly nonstop may be from Addis to DC. At the same time with the information that we have so far the airplane is a bit expensive. We are still monitoring the development the airplane. We are taking our time to monitor how the airplane is going to appeal to the market. We know that Emirates has a big order. Not many other airlines have ordered. There are few other airlines. But the global spread is not as we expected. We are facing a problem like what we faced with C Series. The C Series by and large is confined to North America only. That is why we were very sceptical to order. Otherwise it is a very good airplane. The global distribution of airplanes is very important.
If an airplane is confined to a niche market or one region then the support network engineering, parts distribution will suffer. The market success of an airplane is very important for the customer not only to the manufacture.
Ethiopian Airlines will soon launch Vision 2035. Can you briefly tell us what the new growth strategy consists of?
Our 15 year growth strategy Vision 2025 is still going on. Fortunately, we have accomplished all of the targets that we planned to achieve in 2025 – eight years ahead. Since we have accomplished all the targets there is no point in talking about Vision 2025. We discussed with our board of directors and agreed that we should come up with a new strategic road map. That strategic road map has to comply with our planning policy which requires us to have 15 years strategic road map any time of the year on rolling basis. When we calculate 15 years from next year it becomes Vision2035. In about couple of months we are going to unveil our Vision 2035. It will be by and large scaling up the growth-fast, profitable and sustainable growth. We will not have much of strategic change or business model change but it will be scaling up the growth that we have witnessed in the Vision 2025.
In about eight years we have been able to triple the size of the airline – by revenue, number of passengers, number of international destinations and cargo. When we start Vision 2025 we were around USD 1.3 billion USD company. This year we may be closing at USD 4.1 billion. That is effectively more than three fold. This is phenomenal. It is an exponential growth by any standard. In the industry the growth rate is 5-6 percent.
Can you give us some figures in terms of revenue, number of aircraft and destinations? What you plan to achieve by 2035?
We have not completed it but it would be more than 200 airplanes and then revenue will be more than USD 25 billion. As acclaimed and recognised by the industry Ethiopian Airlines is definitely one of the fastest growing airline in the world today. We will continue to be an African based global airline. There are new businesses that we started to invest in.
The first one is the travel and tourism. It is a very vast field. We are entering that business mainly because there is a vacuum in Ethiopia. The private sector has not progressed very well in terms of developing attractive tourism industry in Ethiopia. As a result of that although the country has so much to offer the international tourists in terms of natural beauty, cultural and wild life still our tourist number is very low. It is not comparable. As a national carrier, we want to help the country. We want to be a catalyst in the tourism sector. We want to go beyond the duty of transporting tourists more than 120 cities in the world to Ethiopia. We want to enter the hotel business and tourism business. That is why we have built the Ethiopian Skylight Hotel here in Addis Ababa. If need be if we find a vacuum in the regions where the private sector is not able to fill in the gap then we will continue building hotels. Over all we will be focusing on promoting Ethiopia as a tourist destination all over the world with our vast channel of distribution, more than 120 international offices and representative offices, Star Alliance offices. This is a huge opportunity. It is a huge internal capacity.
We will be packaging hotel and air ticket for the international tourists and sell Ethiopia as a tourist destination. We are gearing all our resources aligning all resources in such a way that we make it very easy for international tourists to get the right information about Ethiopia, the right air transport and hotel. We will increase the number of tourists coming to Ethiopia by large number. We are estimating that by 2035 we should be able to carry more than 15 million tourists to Ethiopia.
We are also entering the logistics business. We are transforming our cargo business to a full-fledged multi modal logistics business. We are going to do it with a joint venture company between Ethiopian Cargo and DHL, a global leader in this field. That is a JV company with 51 percent owned by Ethiopian Airlines and 49 percent owned by DHL. The JV is going to manage the logistics business in Ethiopia and the rest of the continent. We will provide multi modal logistics services for the manufacturing sector. We will serve the Industrial parks found in Hawassa, Kombolcha, Mekelle, Adama and Jimma. If they want air transport our airports located in those areas we can up lift it by our cargo. If they want a combination of trucking and sea transport we will provide that at a very competitive rate. If they want a combination of rail and sea again we can do that. If they want air and sea we can do that. We will be availing all these services. That is not meant for return on investment but because we want to support the local manufacturing sector. With all the industrial parks mushrooming in our country a lot of industrialists are going to come to our country.
The weakest link that we see in this value chain is the logistics so we will be stepping in to fill that gap.
The third one is aerospace manufacturing. Ethiopian Airlines is providing Boeing wire harness for electrical works. That is very small in quantity. We are expanding that business to include labor intensive aircraft components and parts like seat cover, blankets and sheet cover metal and so on. The purpose of this business unit is to create jobs for the hundreds of thousands youth graduating from the higher education institutions. We want to contribute our share by creating high quality jobs for young engineers. These are the new business ventures that we are adding to our group.
The fourth one is airport management. Ethiopian Airports Enterprise has been merged with the Ethiopian Aviation Group. We are managing Ethiopian Airports. We want to expand that expertise to manage other airports in Africa. Not only manage but build, maintain and manage. That will be also another business unit. | aerospace |
https://isogamcity.com/qa/what-country-has-the-most-satellites.html | 2021-08-05T14:05:09 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155925.8/warc/CC-MAIN-20210805130514-20210805160514-00266.warc.gz | 0.934494 | 795 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__18038780 | en | - How many dead satellites are in space?
- What is the most powerful satellite in the world?
- Which is the heaviest rocket in the world?
- Which country reached Mars first?
- What countries have the most satellites?
- How many satellites are there in the world?
- Where is the largest satellite in the world?
- Do satellites stay still?
- Can you see satellites from Earth?
- What can spy satellites see?
- How many satellites does America have?
How many dead satellites are in space?
3,000 deadWhile there are about 2,000 active satellites orbiting Earth at the moment, there are also 3,000 dead ones littering space.
What’s more, there are around 34,000 pieces of space junk bigger than 10 centimetres in size and millions of smaller pieces that could nonetheless prove disastrous if they hit something else..
What is the most powerful satellite in the world?
Earlier this evening, an Ariane 5 ECA launcher lifted off from Europe’s Spaceport in French Guiana on its mission to place the heaviest and most powerful telecommunications satellite ever launched, TerreStar 1, into geostationary transfer orbit.
Which is the heaviest rocket in the world?
Saturn V. Retired in 1973, Saturn V remains the tallest, heaviest and most powerful rocket ever flown. Saturn V successfully launched 13 times from Kennedy Space Center and was the rocket of choice for the Apollo moon missions, including Apollo 11 in 1969.
Which country reached Mars first?
IndiaNEW DELHI — India became the first Asian nation to reach the Red Planet when its indigenously made unmanned spacecraft entered the orbit of Mars on Wednesday — and the first nation in the world to successfully reach Mars on its first attempt.
What countries have the most satellites?
Of the 2,666 active artificial satellites orbiting the Earth as of March 31, 2020, 1,327 belong to the United States. This is by far the largest number of any single country, with their nearest competitor, China, accounting for only 363.
How many satellites are there in the world?
Have you ever wondered how many satellites orbit the Earth? According to the Union of Concerned Scientists (UCS), which maintains a database of active satellites in orbit, as of April 1, 2020, there were a total of 2,666 satellites in Space, of which 1,918 were in low Earth orbit (LEO).
Where is the largest satellite in the world?
PARIS – The largest commercial satellite ever built – the massive TerreStar-1 – launched into space on Wednesday, riding a European-built rocket into orbit.
Do satellites stay still?
The Earth is curving away while both the rocket and the satellite “fall” around the Earth. The satellite stays in that orbit as long as it keeps its speed to stay balanced by the headwinds.
Can you see satellites from Earth?
A: Yes, you can see satellites in particular orbits as they pass overhead at night. Viewing is best away from city lights and in cloud-free skies. … Eventually the satellite will fly into the Earth’s shadow and then will suddenly disappear from view. The International Space Station (ISS) can be very bright.
What can spy satellites see?
They have an imaging resolution of 5-6 inches, which means they can see something 5 inches or larger on the ground. These satellites probably can’t read your house number, but they can tell whether there is a bike parked in your driveway.
How many satellites does America have?
1,425Total number of US satellites: 1,425 How many satellites does a given country have in orbit, and what are they used for? How many satellites are used for military purposes versus commercial purposes? Which countries have earth-observing satellites? | aerospace |
https://techembounce.com/spacex-set-to-launch-23-starlink-satellites-in-groundbreaking-mission/ | 2023-11-28T22:41:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100016.39/warc/CC-MAIN-20231128214805-20231129004805-00490.warc.gz | 0.90218 | 676 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__169279914 | en | On Friday, SpaceX is set to orchestrate a significant milestone in the realm of space technology as it prepares to launch 23 Starlink satellites from the iconic Space Launch Complex 40 at Cape Canaveral Space Force Station. The planned liftoff is eagerly anticipated, and the schedule is meticulously orchestrated, with the launch window commencing at 6:30 p.m. Eastern Time. For those who may miss this window, fret not, as there are seven backup opportunities available, starting at 6:56 p.m. ET and extending until 10:22 p.m. ET.
The 45th weather squadron, responsible for assessing the launch conditions, is currently forecasting an impressive 80% chance of favorable weather conditions for the launch. However, their concerns revolve around two key factors: the presence of cumulus clouds and the strength of liftoff winds. These variables will play a pivotal role in determining whether the launch proceeds as planned.
Should unforeseen circumstances cause a delay in the launch, there is a silver lining. A total of eight backup opportunities are slated for Saturday, November 4th, with the window for liftoff opening at 6:00 p.m. ET and concluding at 9:55 p.m. ET. For those eager to delve deeper into NASA’s stringent launch weather criteria for the Falcon 9 rocket, additional insights can be obtained through the provided link.
Space enthusiasts and technology aficionados will be pleased to know that the Falcon 9’s first-stage booster, bearing the designation B1058, boasts a rich history with 17 successful missions to its name. Remarkably, these missions do not include the upcoming Starlink 6-26 mission. The journey of B1058 has encompassed various accomplishments, including Crew Demo-2, ANASIS-11, CRS-21, Transporter-1, Transporter-3, and an impressive 12 Starlink missions.
Upon the critical stage separation, the first-stage booster is expected to perform a precision landing, gracefully descending into the Atlantic Ocean. This landing will take place on the autonomous droneship known as “A Shortfall of Gravitas,” highlighting SpaceX’s commitment to reusability in space exploration.
The essence of this mission, Starlink 6-26, is to deploy 23 satellites into low-Earth orbit. These satellites, a creation of the renowned Starlink company, will soon join the myriad of technological marvels encircling our little blue planet. Their purpose is to deliver internet services to individuals across the rotating globe, fostering global connectivity and advancing the frontiers of technology.
It’s important to note that the Starlink company is under the ownership of SpaceX, a pioneering force in space exploration. In preparation for this monumental launch, Dr. Jonathan McDowell, associated with the Harvard-Smithsonian Center for Astrophysics, has diligently documented vital statistics regarding the Starlink satellites:
- A staggering 5011 satellites currently orbit the Earth.
- An impressive 4982 of these satellites are operational and in working order.
- A total of 4423 are positioned in operational orbits, contributing to their functionality.
This launch represents a pivotal moment in the ever-evolving landscape of space technology, with the potential to transform how we connect, communicate, and explore the cosmos. | aerospace |
https://vpchothuegoldenking.com/amazon-%D1%81%D0%BE%D0%B7%D0%B4%D0%B0%D1%81%D1%82-%D1%81%D0%B2%D0%BE%D1%8E-%D1%81%D0%B8%D1%81%D1%82%D0%B5%D0%BC%D1%83-%D1%81%D0%BF%D1%83%D1%82%D0%BD%D0%B8%D0%BA%D0%BE%D0%B2%D0%BE%D0%B3%D0%BE-%D0%B8/ | 2023-12-02T15:41:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100427.59/warc/CC-MAIN-20231202140407-20231202170407-00401.warc.gz | 0.929354 | 215 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__259378999 | en | SpaceX following the withdrawal this year of severalSquadrons of Starlink satellites will begin testing their own global Internet distribution system by the end of the summer. The suddenly announced competitor, Amazon, has already received permission from the US regulator FCC (Federal Communications Commission) to launch 3236 satellites under the Kuiper project.
The FCC clearance states that until 2026Amazon will be able to launch 1,618 satellites. The company will be able to fully deploy the three thousandth squadron in low-earth orbit by 2029. The Amazon project is worth $ 10 billion.
According to the Kuiper project, satellites will be launchedat three different heights, and only 578 satellites are required to start serving American households. It has not yet been announced which company will be engaged in putting Amazon devices into orbit, but Blue Origin, Amazon founder Jeff Bezos, will not be involved in transporting satellites into orbit.
In an official statement Amazon notes that the Kuiper project aims to provide broadband communications in areas inaccessible to traditional fiber-optic or mobile networks. | aerospace |
https://www.airteam.shop/training-covers/t-instock | 2024-03-03T09:37:27 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476211.69/warc/CC-MAIN-20240303075134-20240303105134-00149.warc.gz | 0.959663 | 112 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__172069052 | en | Training Covers - In stock
Covers for IFR training are a great gadget for pilots, who want to improve their flying skills in low visibility conditions. IFR means instrument flight rules. Those conditions can occur during bad weather and low visibility.
We offer covers for IFR training for both student and experienced pilots. Try for yourself, if you could handle an emergency situation, when you can’t see anything outside the aircraft. Covers for IFR training are cheap, yet effective. You can select between a full cover or special glasses. | aerospace |
https://www.baaa-acro.com/crash/crassh-pilatus-pc-6c-h2-turbo-porter-ban-vieng | 2023-02-05T22:56:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500294.64/warc/CC-MAIN-20230205224620-20230206014620-00152.warc.gz | 0.820605 | 227 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__267695997 | en | Date & Time: Sep 12, 1972 at 0930 LT
Type of aircraft:
Pilatus PC-6 (Porter & Turbo Porter)
Ban Huoeisay - Ban Vieng
Crew on board:
Pax on board:
Captain / Total hours on type:
The pilot and his passenger departed Ban Huoeisay (Houei Sai) on a cargo flight to Ban Vieng with rice bags on board. While flying at low height, the airplane went out of control and crashed in a prairie. Both occupants were injured, the pilot seriously. | aerospace |
https://www.paragliding.community/papillon/fancy-en-a/ | 2020-06-01T04:52:48 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347414057.54/warc/CC-MAIN-20200601040052-20200601070052-00361.warc.gz | 0.942115 | 194 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__30139511 | en | The first flights. Your heart beats to your throat. Launch your glider, feel the lifting power, lose the ground under your feet. Nothing has ever been more exciting.
Maximum safety under the wing and confidence in the instructor are the basic requirements for starting your paragliding pilot career.
The “Fancy by Papillon Paragliders” has achieved the highest marks in extensive tests for passive safety, and the paragliding instructors love them.
Due to these flight characteristics, the FANCY also gains more and more popularity in the more increasing paragliding category of accuracy landing, as he is still flying well in the very low speed (high angle of attack) and makes point-to-point approaches easier.
This glider combines all the features that allow you a safe and successful entry into the aviation sport. The Fancy will accompany you on your way from a pedestrian to a paragliding pilot. | aerospace |
http://www.startribune.com/nasa-spacecraft-to-explore-mysteries-of-the-sun/490611831/ | 2019-12-08T20:12:31 | s3://commoncrawl/crawl-data/CC-MAIN-2019-51/segments/1575540514475.44/warc/CC-MAIN-20191208174645-20191208202645-00437.warc.gz | 0.929072 | 775 | CC-MAIN-2019-51 | webtext-fineweb__CC-MAIN-2019-51__0__125289866 | en | This weekend, in the dark hours before dawn, NASA plans to send a spacecraft to touch the sun.
The Parker Solar Probe, which could blast off from Cape Canaveral Air Force Station as early as 12:33 a.m. Pacific time on Saturday, will dip to within 4 million miles of the solar surface — or nearly 10 times as close as sun-scorched Mercury.
Each of its 24 orbits will provide an extraordinary glimpse at the sun’s ethereal corona and offer a taste of solar wind. Each pass also comes with terrible risk, forcing the spacecraft to face powerful electric and magnetic fields, speeding-bullet dust grains and obliterating heat.
The years of work building a spacecraft tough enough to survive this environment — and sophisticated enough to send back valuable data — are well worth the effort, scientists say.
“We’re going to explore unknown territory,” said Marco Velli, a UCLA space physicist and the probe’s observatory scientist.
“People are hugely excited about this,” said Robert Rosner, a computational physicist at the University of Chicago who was not involved in the mission. Talk of such a solar probe, he said, “probably goes back at least 40 years.”
A combination of Icarus-like daring and Daedalian planning, the Parker spacecraft seeks to answer fundamental questions about our nearest star that have stymied space physicists for decades.
Among them: Why does the corona — the ghostly halo of plasma, or ionized gas, surrounding the sun — reach temperatures higher than 2 million degrees Fahrenheit, hundreds of times hotter than the sun’s broiling surface? And what powers the solar wind, the stream of charged particles that flows outward from the corona at speeds on the order of a million mph?
No human efforts to study our home star — telescopes that scan the surface, X-ray observations of the corona, spacecraft that pass over the poles — have fully answered these questions, said Justin Kasper, a space scientist at the University of Michigan and leader of a particle-sampling instrument suite.
“We can’t agree on what’s actually going on,” Kasper said.
The answers would not just help scientists understand the behavior of the sun, Kasper and his colleagues said. They could potentially shed light on coronal structures around massive galaxies, the jets from powerful black holes and accretion disks where young planets are forming.
These findings could also help researchers better understand coronal mass ejections — enormous bursts of high-energy particles that can erupt from the sun’s surface. This subatomic tsunami can potentially knock out satellites and disable power grids on Earth.
With a fuller portrait of our sun, scientists may also be able to better shield both our infrastructure and future space travelers, said David McComas, a Princeton University space physicist who leads an instrument suite studying energetic particles.
Many of the phenomena that the spacecraft seeks to measure are the same ones that could destroy it.
The Parker probe will get so close that the pressure from mere sunlight will be enough to flip the spacecraft around in less than a minute, Kasper said. And without shielding, most of its instruments would quickly melt. That’s not to mention the remote but still real possibility that high-speed dust particles could slam into the spacecraft from the opposite direction at a relative speed of 400 kilometers per second.
After launch, the spacecraft will head toward Venus, whose gravity will bend its path into the correct orbit. It should make its first close approach to the sun on Nov. 1 — the first of about two dozen solar passes and seven gravity assists from Venus. Its final encounter with the sun’s atmosphere will come in June 2025. | aerospace |
https://www.4029tv.com/article/safety-inspections-delay-flights-at-xna/4949693 | 2022-07-05T12:02:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104576719.83/warc/CC-MAIN-20220705113756-20220705143756-00188.warc.gz | 0.947186 | 195 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__222989544 | en | Safety inspections delay flights at XNA
Allegiant Airlines flights at the Northwest Arkansas Regional Airport to and from Las Vegas were delayed Friday for emergency slide inspections, according to Kelly Johnson, Airport Manager.
The Allegiant flight originally scheduled to depart XNA at 1:45 p.m. was rescheduled to depart at 10:10 p.m., said Johnson.
Allegiant Airlines has taken 30 of its 52 MD-80 aircraft out of service to inspect emergency slides, days after passengers and crew members slid to the tarmac to escape one of its planes in Las Vegas.
The Las Vegas-based airline posted a notice saying an unspecified number of flights would be delayed, rescheduled or canceled during the next several days.
Company spokeswoman Jessica Wheeler said Friday that Monday's evacuation following reports of smoke in the cabin triggered a maintenance review that found unspecified problems.
The phone number for Allegiant Customer Care is 702 - 505 - 8888. | aerospace |
https://trideum.com/trideum-corporation-awarded-prime-aerial-target-systems-2-support-contract/ | 2023-01-31T06:04:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499845.10/warc/CC-MAIN-20230131055533-20230131085533-00321.warc.gz | 0.929072 | 358 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__231220551 | en | July 11, 2018 (Huntsville, Ala. and Orlando, Fla.) – Trideum Corporation, headquartered in Huntsville, Alabama, received the Aerial Target Systems 2 (ATS-2), multiple-award indefinite delivery indefinite quantity (IDIQ) prime contract awarded by the U.S. Army Contracting Command – Redstone. The multiple award IDIQ contract is worth over $93 million over a five-year period of performance.
ATS-2 is a new contract that fulfills both the initial Aerial Target Systems IDIQ contract and replaces a previous contract called ENCORE. The contract provides high performance unmanned aerial target systems support to the U.S. Army.
ATS-2 tasks will include research, development, test and evaluation, and commercial-off-the-shelf and non-commercial materials, technical flight, engineering field support, logistical and technical support associated with unmanned aerial target systems programs managed by the U.S. Army’s Target Management Office (TMO).
The TMO is a division of the Department of the Army’s Program Executive Office for Simulation, Training and Instrumentation (PEO STRI), Project Manager for Instrumentation, Targets and Threat Simulators (PM ITTS), headquartered in Orlando, Florida.
Trideum will manage the work under the contract from their headquarters in Huntsville, Alabama, located near the U.S. Army’s TMO headquarters. The work will be performed at various secure facilities and government locations throughout the United States.
Founded in 2005, Trideum is headquartered in Huntsville, Alabama, and specializes in test and evaluation, modeling and simulation, training, education, systems engineering and analysis, and information technology solutions. | aerospace |
http://articles.timesofindia.indiatimes.com/2012-06-19/science/32316610_1_cosmic-rays-solar-system-deep-space | 2013-05-23T21:54:16 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368703830643/warc/CC-MAIN-20130516113030-00047-ip-10-60-113-184.ec2.internal.warc.gz | 0.953442 | 512 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__207204145 | en | NEW DELHI: Some 18 billion kilometers away from home, the 35 year old Voyager 1 spacecraft is about to become the first manmade object to leave the Solar System and enter the frigid and lonely interstellar space.
In a statement issued by the Jet Propulsion Laboratory (JPL), California, which built and operates the Voyager space probes, Project Manager Ed Stone said, "The latest data indicate that we are clearly in a new region where things are changing more quickly. It is very exciting. We are approaching the solar system's frontier."
Voyager 1 was launched by NASA in 1977 along with its twin Voyager 2, which is about 15 billion kilometers away, in a different direction. The electronics on board Voyager 1 is still functioning and messages are received from the distant spacecraft after a delay of 16 hours-38 minutes due to the immense distance.
"From January 2009 to January 2012, there had been a gradual increase of about 25 percent in the amount of galactic cosmic rays Voyager was encountering," said Stone. "More recently, we have seen very rapid escalation in that part of the energy spectrum. Beginning on May 7, the cosmic ray hits have increased five per cent in a week and nine percent in a month."
Cosmic rays are streams of high-energy particles created when stars explode - a spectacular event of gigantic magnitudes known as supernova.
Another set of data indicates that the spacecraft has not completely left the Solar System. This consists of charged particles generated within the Solar System that too bombard the Voyager's shields. Scientists at JPL measuring this second type of particles found that their numbers is steadily declining but has not dropped off precipitously, which could be expected when Voyager breaks through the solar boundary.
Put together, these two datasets show that the Voyager 1 is at the very edge of the Solar System. Final confirmation of the passage of the spacecraft into deep space will come by a change in the direction of the magnetic field experienced by the craft.
The two Voyagers are powered by plutonium based devices which will last till 2025. After that the crafts will continue to hurtle along in space but without any contact with Earth.
Voyager 1 carries a Golden Record - a gold-plated copper disc - containing 116 images and a variety of natural sounds, music from different cultures, greetings in 55 languages and nude profiles of a man and a woman. Put together by famous cosmologist Carl Sagan, the Golden Record is meant for any alien life that happens to discover Voyager 1 in the distant future. | aerospace |
https://www.re3data.org/repository/r3d100010278 | 2020-10-24T09:21:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107882103.34/warc/CC-MAIN-20201024080855-20201024110855-00529.warc.gz | 0.913162 | 186 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__192331152 | en | On June 1, 1990 the German X-ray observatory ROSAT started its mission to open a new era in X-ray astronomy. Doubtless, this is the most ambitious project realized up to now in the short history of this young astronomical discipline. Equipped with the largest imaging X-ray telescope ever inserted into an earth orbit ROSAT has provided a tremendous amount of new scientific data and insights.
On 23 October 2011 at 03:50 CEST, the German research satellite ROSAT re-entered the atmosphere over the Bay of Bengal; it is not known whether any parts of the satellite reached Earth's surface. Determination of the time and location of re-entry was based on the evaluation of data provided by international partners, including the USA. Another access to mission data at http://heasarc.gsfc.nasa.gov/docs/rosat/rra/RRA.html | aerospace |
http://vnews.mv/116310 | 2019-08-21T22:40:45 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027316549.78/warc/CC-MAIN-20190821220456-20190822002456-00012.warc.gz | 0.983894 | 242 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__209891660 | en | An Airplane of the Asian Academy of Aeronautics that crashed into the sea on the August 9 in Addu Atoll was forced to make an emergency crash landing into the sea after its engine had failed.
This information was disclosed by some students of the flying school after the aircraft landed near the Shangri-La Villingili Resort, upon suffering an engine failure while it was airborne, forcing the pilot on board to make a hard landing into the ocean.
Initial information about the plane crash was divulged by the authorities at 4:30 p.m.
The aircraft that crashed was a Cessna training plane with an instructor pilot and a student on board. Neither was injured by the incident and both were rescued by a diving vessel in the vicinity.
The pilots on board followed the procedures in the event of an airborne engine failure, which is to attempt to land in the nearest body of water if the aircraft is unable to reach a runway.
The aircraft that suffered the engine failure yesterday was also involved in another incident in 2015 when it plummeted into the Gan International Airport's runway during a landing. Miraculously, no one onboard experienced serious injuries as a result of the incident. | aerospace |
https://www.congleton-tc.gov.uk/event/jodrell-bank-discovery-centre-16/ | 2022-12-07T10:54:58 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711151.22/warc/CC-MAIN-20221207085208-20221207115208-00429.warc.gz | 0.864857 | 98 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__183660776 | en | - This event has passed.
Jodrell Bank Discovery Centre
October 23, 2017
Monday 23rd October – Friday 3rd November
Live Science Shows- To Space and Beyond. Learn more about the history of Space Exploration, the future of Space Travel and even Space Tourism! Interactive displays and experiments, suitable for all the family. Free with general admission.
For further details, tel: 01477 571766 or online, click here. Part of the Manchester Science Festival. | aerospace |
https://lacrtc.org/tag/manager/ | 2021-06-14T14:24:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487612537.23/warc/CC-MAIN-20210614135913-20210614165913-00109.warc.gz | 0.866629 | 126 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__7827231 | en | Event Phone: (888) 782-4969 Ext. 3
- sUAS Managers Course 211025-UMC-RTC-004
October 25, 2021
8:00 am - 5:00 pm
This life-saving technology provides readily apparent opportunities that are exploitable; however, operating in the volatile and changing realm of the National Air Space (NAS) as it pertains to drones can be challenging. Executives and decision-makers need to evaluate the implementation of UAS programs from a 360° perspective that analyzes priorities and constraints and considers all current and potential future stakeholders. | aerospace |
https://cornerstonefbo.com/interesting-fact-about-aviation/quick-answer-what-is-a-tfr-aviation.html | 2023-02-05T04:19:27 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500215.91/warc/CC-MAIN-20230205032040-20230205062040-00721.warc.gz | 0.928258 | 858 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__254145830 | en | - 1 Is a TFR a notam?
- 2 What is the purpose of a TFR?
- 3 Can you fly in a TFR?
- 4 What is a TRF in aviation?
- 5 How do I find TFR?
- 6 Can I file IFR through a TFR?
- 7 Who can fly in a TFR?
- 8 Which type of TFR will possibly have an irregular shape?
- 9 How do I find my TFR in aviation?
- 10 Can a student pilot fly in a TFR?
- 11 What force must be overcome in order to fly?
Is a TFR a notam?
A Temporary Flight Restriction ( TFR ) is a type of Notices to Airmen ( NOTAM ). A TFR defines an area restricted to air travel due to a hazardous condition, a special event, or a general warning for the entire FAA airspace. The text of the actual TFR contains the fine points of the restriction.
What is the purpose of a TFR?
A TFR is a regulatory action issued via the U.S. Notice to Airmen (NOTAM) system to restrict certain aircraft from operating within a defined area, on a temporary basis, to protect persons or property in the air or on the ground.
Can you fly in a TFR?
Some TFRs specify that aircraft may fly in the TFR airspace provided that they meet certain requirements like being on an active flight plan, maintaining a discrete squawk code, and staying in two-way radio communications with ATC at all times while within the TFR airspace.
What is a TRF in aviation?
TRF. Turbine Rear Frame. Technology, Turbine, Engine.
How do I find TFR?
The total fertility rate can be calculated using age-specific birth rates. An age-specific birth rate is the number of babies born within a 5-year increment during reproductive years. The TFR is the calculation of adding up all the age-specific birth rates for a population and multiplying by five.
Can I file IFR through a TFR?
A pilot should not file an IFR flight through a TFR. If they did and that flight violated the TFR, they are subject to enforcement action. From an Air Traffic Quality Assurance standpoint, a controller should not allow an IFR or VFR flight that they are working to fly though a TFR.
Who can fly in a TFR?
Only law enforcement or military aircraft are permitted. The outer areas may allow aircraft to transit the area with certain restrictions. The NOTAM will also list the types of operations that are not permitted. Generally, these are anything except flying from one point to another.
Which type of TFR will possibly have an irregular shape?
Another point worth noting is that not all TFRs are the same size and shape. For example, firefighting TFRs may have an irregular shape with a large geographical “footprint.” If while planning a flight you see that your course takes you near a firefighting TFR, remember that fires can spread rapidly.
How do I find my TFR in aviation?
Where to Find TFR Information. The official sources for TFR information are the FAA’s Graphic TFR web page and the FDC NOTAMs. Both will provide information regarding what TFRs are scheduled or are in effect.
Can a student pilot fly in a TFR?
A few easy steps to flying in a TFR If you don’t know they are there and you fly into one, you risk a suspension of your pilot license. For student pilots, a TFR over your airport means you probably won’t be training that day but for a private pilot, you can still fly as long as you follow a few simple steps.
What force must be overcome in order to fly?
Drag and gravity are forces that act on anything lifted from the earth and moved through the air. Thrust and lift are artificially created forces used to overcome the forces of nature and enable an airplane to fly. | aerospace |
https://solveforce.com/67-3-unmanned-aerial-systems-uas-regulations-and-ethical-considerations/ | 2023-12-06T17:10:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100602.36/warc/CC-MAIN-20231206162528-20231206192528-00452.warc.gz | 0.894011 | 584 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__146904319 | en | The proliferation of drones has necessitated a balance between innovation and public safety. Regulations have emerged to ensure that drones do not pose risks to people, property, or other aircraft, while ethical concerns address issues of privacy, environmental impact, and more.
- Registration: Many countries require drones, especially those above a certain weight or used for commercial purposes, to be registered with aviation authorities.
- Flight Restrictions:
- No-fly Zones: Areas around airports, military bases, or critical infrastructures are typically designated as no-fly zones.
- Altitude Limits: Drones often have altitude restrictions to avoid conflicts with manned aircraft.
- Pilot Requirements: Commercial drone pilots might need to pass a certification exam or undergo training.
- Equipment Requirements: Depending on the country or region, drones might be required to have specific safety equipment, such as lighting, geo-fencing, or anti-collision systems.
- Line of Sight: In many jurisdictions, drone operators must keep the drone within visual line of sight.
- Nighttime Flights: Restrictions might be imposed on flying drones at night unless they have proper lighting or the operator has specific authorization.
- Insurance: Commercial drone operators might be required to have liability insurance to cover potential damages.
- Drones equipped with cameras can inadvertently invade private spaces, leading to potential breaches of privacy.
- Use of drones for surveillance by governments or private entities raises concerns about personal freedoms and rights.
- Environmental Impact:
- Drones can disturb wildlife, especially when flown in natural habitats.
- Noise pollution from drones might affect both humans and animals.
- Safety: Malfunctioning drones or those operated irresponsibly pose risks, including potential injuries from collisions or crashes.
- Job Displacement: As drones become more integrated into industries like delivery, surveying, and agriculture, there are concerns about potential job losses.
- Weaponization: Drones used for military purposes or by non-state actors can cause harm, raising ethical issues about their use in conflicts.
- Data Collection and Storage: Ethical considerations arise regarding the data drones collect, how it’s stored, who has access, and for what purposes it’s used.
- Integration with Air Traffic: As drone usage grows, efforts are being made to integrate them safely into broader air traffic management systems.
- Remote Identification: New regulations might require drones to broadcast identification information, making it easier to track and manage drone traffic.
- Public Engagement: Public input on drone regulations will be crucial in shaping guidelines that balance innovation with community values and concerns.
While drones offer immense potential benefits across industries, responsible adoption necessitates a thorough understanding of regulatory landscapes and ethical considerations. As technology advances and drones become even more embedded in daily life, continuous evaluation and adaptation of regulations and ethical guidelines will be vital. | aerospace |
https://listdrone.com/listing/patroller/ | 2024-04-20T07:36:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817491.77/warc/CC-MAIN-20240420060257-20240420090257-00363.warc.gz | 0.862889 | 266 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__21909293 | en | Information Source, please click here.
Patroller™ from France, produced by Safran
Patroller is a Long-endurance, multi-mission and multi-sensor tactical UAV system. Patroller™ is designed to carry out intelligence, surveillance and targeting missions. It can be operated for external operations as well as homeland security and maritime surveillance missions.
Patroller™ for ground surveillance missions
Patroller™ is equipped with the high-resolution Euroflir™ 410 EO/IR pod, combined with a COMINT (COMmunication INTelligence) sensor or a Synthetic Aperture Radar (SAR) detecting moving targets (MTI). Based on this configuration, Patroller™ contributes to the protection of troops in the field. It provides data on tactical situations, while also conducting electronic warfare (EW) operations.
Patroller™ for maritime surveillance missions
For maritime surveillance missions, the Patroller™ is fitted with a multimode surveillance radar, enabling the long range detection of maritime activity over a large zone. This version also includes an Automatic Identification System (AIS) to perform ships classification. Final identification is performed with the Euroflir™ 410.
see more on:https://en.wikipedia.org/wiki/Safran_Patroller | aerospace |
https://cris.iucc.ac.il/en/publications/cluster-flight-for-samson-using-differential-drag | 2023-09-26T01:21:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510130.53/warc/CC-MAIN-20230926011608-20230926041608-00718.warc.gz | 0.924324 | 170 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__294291256 | en | The idea to use differential drag (DD) for satellite formationkeeping emerged in the mid-Eighties, when the feasibility of DD-based control was proven assuming linearized relative dynamics for two satellites. Although almost three decades have passed, the most prevalent approach for investigating DD-based formationkeeping still utilizes linear models written for only a pair of satellites. However, such models are not adequate for long-term cluster flight of multiple satellites or multiple modules forming, e.g., a disaggregated satellite, with typical mission lifetimes exceeding a year. In the current work, an alternative, nonlinear method for DD-based cluster-keeping is developed. The method relies on orbital elements instead of Cartesian coordinates. The results are verified using simulations based on the forthcoming Space Autonomous Mission for Swarming and Geolocation with Nanosatellites. | aerospace |
https://tinkrmind.me/portfolio/windtunnel/ | 2023-03-21T23:15:31 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943747.51/warc/CC-MAIN-20230321225117-20230322015117-00077.warc.gz | 0.972869 | 392 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__285951537 | en | This project was aimed at studying insect free flight. The idea was to provide odor cues and track insect flight in the windtunnel. Being right next to the Aerospace building, I promptly hurried off to talk to people in the low-speed wind tunnel lab. They were more than happy to help and I was ecstatic until we started talking numbers. Turns out, in aerospace terms, ‘low-speed’ means 50-100 m/s! The wasps we wanted to study only fly at about 5 m/s max. So, the only option was to make a wind tunnel ourselves.
The project posed multiple challenges especially since I had little to no experience in CAD and fluid mechanics before this. Learning on the go, I worked out the intake dimensions, length etc to maintain a laminar flow. I designed it in AutoDesk Inventor and fabricated it out of acrylic using basic power tools(it’s easier than it looks). It is still seeing active research use in RMB lab CES, IISc.
I designed the wind tunnel to have a low wind speed of ~0.5-5 m/s which is right in the wasp flight speed ballpark. But I had not taken into account that the reported flow rate of the duct fan was based on resistance provided by the duct vents! The wind tunnel itself posed little to no resistance and the whole thing was running much too fast. We tried regulating the input voltage, giving low power to the fan but the motor just stalled. One fine day, I decided to just flip the blades on the fan, making the whole thing a lot less efficient; and voila! 0.5-5 m/s. It was surprisingly perfect. Jugaad engineering really came through for me that day.
I would like to thank PhD candidate Vignesh V. for inspiring this project as well as for the helpful discussions, and continued moral support. | aerospace |
https://buyinvent.com/index.php?route=product/category&path=36 | 2020-08-04T09:05:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439735867.23/warc/CC-MAIN-20200804073038-20200804103038-00254.warc.gz | 0.861258 | 464 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__186463206 | en | 101 why can t my phone connect to a satellite connect the dots why can't my phone connect to a satel..
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Showing 1 to 15 of 36 (3 Pages) | aerospace |
https://standardaero.com/associated-air-center-completes-first-stc-for-installation-of-cpdlc-fans-system-on-737-300-boeing-classic-aircraft-for-vvip-head-of-state-customer-2/ | 2024-03-05T11:25:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948234904.99/warc/CC-MAIN-20240305092259-20240305122259-00806.warc.gz | 0.916109 | 834 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__170318376 | en | Scottsdale, Ariz. – June 26, 2015 – Associated Air Center, through its in-house Organization Designation Authorization (ODA) delegation, has obtained Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) approval for its first installation of a Controller-Pilot Data Link Communication (CPDLC) System, as part of the requirements for Future Air Navigation System (FANS) on a 737-300 Boeing VVIP aircraft.
This low time/cycles 737-300 platform, manufactured in 1990 and operated by a head of state customer, is an out-of-production, classic aircraft. While CPDLC/FANS certification is available for new generation aircraft, Boeing does not offer a technical solution, in the form of a service bulletin or master change of FAA approved engineering data and parts kit for the installation and integration of the CPDLC/FANS system on older aircraft.
AAC’s in-house, engineering department developed the engineering data package to support the installation and integration to qualify for the required FAA STC approval for this system. The workscope included the installation of a new FANS compliant Flight Management System (FMS), a new FANS compliant Aircraft Communications Addressing and Reporting System (ACARS), a new FANS compliant Iridium Satcom System, a new FANS compliant Cockpit Voice Recorder (CVR) equipped with a back-up battery (replacing the original CVR), a new VHF Communications antenna, a new Global Positioning System (GPS) antenna and a new Iridium communications antenna.
“This particular VVIP customer flies to international destinations requiring CPDLC/FANS compliance for better flight planning along heavily congested, direct routes and flight levels in order to optimize fuel burn and range,” said James Colleary, President of AAC. “We are pleased to provide an FAA approved technical solution, while we are currently addressing additional interests from other VVIP aircraft platforms.”
All work for this project was completed at AAC’s Maintenance and Repair Organization (MRO), FAR-145 FAA Repair Station, Hangar 3, at its Dallas Love Field location. AAC installed and certified the CPDLC system during a regularly scheduled maintenance event.
Associated Air Center (AAC), StandardAero’s Transport Category VIP completion center in Dallas, Texas, is the global leader in BBJ completions and the most experienced completion company in the industry. Authorized by both Boeing and Airbus, AAC offers full completion capabilities for both narrow body and wide body aircraft, including maintenance, refurbishment, modifications and upgrades. AAC’s vertically-integrated, state-of-the-art facility provides world-class interior design, engineering and completion capabilities, engine and airframe MRO and ODA certification authority. AAC provides the most advanced engineering in the industry along with operational excellence and superior customer service from start to finish, keeping airplane programs on schedule; providing industry-leading experience and warranty support after delivery. Founded in 1948 as Associate Radio, the company has served the VVIP market and global Heads of State for over six decades.
StandardAero is one of the world’s largest independent providers of services including engine and airframe maintenance, repair and overhaul, engine component repair, engineering services, interior completions and paint applications. StandardAero serves a diverse array of customers in business and general aviation, airline, military, helicopter, components, energy and VIP completions markets. A Dubai Aerospace Enterprise (DAE) company, StandardAero provides a global service network of 13 primary facilities in the U.S., Canada, Europe, Singapore and Australia, along with an additional 50 sales and field service locations. The company celebrated its 100th year of industry leadership in 2011. On May 26, 2015, DAE Ltd. announced the signing of a definitive agreement to sell 100% of StandardAero to an affiliate of Veritas Capital. More information can be found on the company’s web site at www.standardaero.com | aerospace |
http://brahmand.com/news/The-future-air-power-of-India--MMRCA/5105/1/10.html | 2017-04-23T07:55:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118310.2/warc/CC-MAIN-20170423031158-00496-ip-10-145-167-34.ec2.internal.warc.gz | 0.93799 | 553 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__163707966 | en | By Suman Chowdhury
The Indian Air Force’s Medium Multi-Role Combat Aircraft (MMRCA) competition is nearing completion. Indian Air Chief Marshal PV Naik recently said that the contract for supplying 126 MMRCA fighters to the IAF will be signed soon.
On July, 2010, IAF completed its evaluation report of the field trials conducted for six global fighters contending for the MMRCA deal.
The evaluation report was then submitted to the Ministry of Defence (MoD) whereon it will be discussed by the Cabinet Committee on Security, after which the process of awarding the contract would be initiated. Once the MoD finalises the shortlisted contenders, the complex process of negotiations will begin leading to the awarding of the deal to the winner.
India's $10.4 billion tender to acquire 126 fighter aircraft
India's planned multi-billion dollar aircraft deal is the biggest contract ever since the 1990s. In 2001, IAF sent out its request for information (RFI) for the 126 fighters. After delays lasting almost 2 years beyond the planned December 2005 issue date, the Ministry of Defence finally announced a formal Request for Proposal (RFP) on August 2007.
Six global fighters – Lockheed Martin's F-16 Super Viper, Eurofighter's Typhoon, Russian United Aircraft Corporation's Mikoyan MiG-35, France's Dassault Aviation's Rafale, Swedish SAAB's Gripen and Boeing's F/A-18 Super Hornet – had submitted their bids in response to it.
According to reports, the Indian government will be buying the first 18 aircraft directly from the manufacturer. The remaining fighters will be built under licence with a transfer of technology (ToT) by Hindustan Aeronautics Limited (HAL) based in Bangalore, India.
The delivery will start within 36 months of contract signing and will be completed 48 months later.
The competitors for the MMRCA deal
When the RFIs were announced, six contenders bid for the order- the Saab Gripen, Eurofighter Typhoon, Dassault Rafale, Mikoyan MiG-35 and the American F-16IN and F/A-18IN. Out of these six, Russia’s Mikoyan and France’s Dassault companies are regular suppliers of aircraft to the IAF compared to the other four contenders.
The six contending fighters for the deal are the latest combat aircraft that are being developed or fielded today.
By Suman Chowdhury
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