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http://www.google.com/patents/US4688422?dq=6,205,432 | 2017-07-25T05:00:46 | s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424961.59/warc/CC-MAIN-20170725042318-20170725062318-00546.warc.gz | 0.88723 | 2,705 | CC-MAIN-2017-30 | webtext-fineweb__CC-MAIN-2017-30__0__135026317 | en | |Publication number||US4688422 A|
|Application number||US 06/901,113|
|Publication date||Aug 25, 1987|
|Filing date||Aug 28, 1986|
|Priority date||Aug 28, 1986|
|Publication number||06901113, 901113, US 4688422 A, US 4688422A, US-A-4688422, US4688422 A, US4688422A|
|Inventors||Richard M. Wood|
|Original Assignee||The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration|
|Export Citation||BiBTeX, EndNote, RefMan|
|Patent Citations (4), Non-Patent Citations (2), Referenced by (13), Classifications (10), Legal Events (4)|
|External Links: USPTO, USPTO Assignment, Espacenet|
The invention described herein was made by an employee of the U.S. Government and may be manufactured and used by or for the Government for governmental purposes without the payment of any royalties thereon or therefor.
This invention relates to wind tunnel measuring and testing and more particularly to a device for quick changeover between force and pressure testing of a structure in a wind tunnel.
In the field of wind tunnel testing, pressure testing is accomplished by routing pressure via pressure tubing through orifices located on the model surface to transducers and measurement devices. Since most models have limited internal space, the transducers and measurement devices are often remotely located, requiring an extension of the pressure tubing from the model surface to the remote location. After pressure testing is complete, force testing is performed. Since force testing requires a smooth external model surface, a method of removing the pressure tubing at the model surface is necessary. Prior methods involve either individually disconnecting each pressure tube at the model surface or severing the pressure tubing flush with the model surface. Both methods involve a significant change-over time between force and pressure testing. Individually disconnecting numerous pressure tubes is time consuming and is of questionable utility, since the prior art discloses that the connecting bores between the pressure tube and model extend from the surface, creating an irregular surface after disconnection. Severing the tubing necessitates a time consuming reattachment of the tubing to the model surface when further pressure testing is required. Also, both methods require the placing of putty on the exposed internal pressure tubing to provide a smooth surface for force testing and the subsequent removal of the putty when further pressure testing is required.
Accordingly. it is an object of this invention to provide a means of changing over from wind tunnel pressure testing to force testing and vice versa which is expeditious and provides a smooth surface for force testing.
A further object of this invention is to provide a means for wind tunnel pressure testing requiring minimum internal volume of the model.
A further object of this invention is to provide a means of change-over between wind tunnel force and pressure testing which can be used repeatedly with no loss in efficiency.
Other objects and advantages of this invention will become apparent hereinafter in the specification and drawing which follow.
According to the present invention, the foregoing and additional objects are attained by providing any area of the model (wings, body, base area, etc.) with an outer surface matrix configuration of holes and a corresponding connector and cover plate. Pressure tubes are led through the internal cavity of the model from test orifices on the model's surface to a central location in close proximity to the model's surface. There these internal pressure tubes are organized and fixed into a matrix by the outer surface matrix configuration, which comprises a number of holes in the model's surface equal to the number of internal pressure tubes. A pressure tube connector comprising a surface with a matrix configuration of holes corresponding to the outer surface matrix configuration is connected to the outer surface matrix configuration. External pressure tubes lead from this pressure tube connector to remotely located transducers and measurement devices. As a result, multiple continuous pressure passageways are formed from the test orifices to the remotely located transducers and measurement devices, thereby requiring a minimum internal volume of the model to conduct pressure testing. Also, the pressure tube connector allows for a quick disconnection when force testing is required.
After disconnection of the pressure tube connector, a cover plate is connected to the outer surface matrix configuration. This cover plate has an inner surface which seals the outer surface matrix configuration. This cover plate also has an outer surface which conforms to the exterior of the model, thus providing the necessary smooth surface for force testing. If further pressure testing is required, the cover plate can be disconnected and the pressure tube connector reconnected.
FIG. 1 is a pictorial view of a surface of a structure in a wind tunnel utilizing the present invention for a quick changeover between wind tunnel force and pressure testing;
FIG. 2 is a bottom view of the pressure tube connector of FIG. 1 showing the matrix configuration of holes arranging the external pressure tubes; and
FIG. 2A is an exposed side view A--A of the pressure tube connector of FIG. 2 showing sealing O-rings and exit passageway.
As illustrated in FIG. 1, structure 24, here embodied as a wing, has a recessed receiving area 16 with n holes 26 (where n is an integer >1) arranged to form outer surface matrix configuration 30. Each hole 26 has affixed thereto an internal pressure tube 27 leading through the internal cavity of structure 24 to a test orifice 29 (only one internal pressure tube 27 and test orifice 29 are shown). Pressure tube connector 12 is connected to the surface of structure 24 by an appropriate number of connecting devices 14, here embodied as four screws, which pass through a corresponding number of attachment holes 13 located on pressure tube connector 12 and which are secured in a corresponding number of receiving holes 28, here threaded, surrounding recessed receiving area 16. Referring now to FIG. 2, pressure tube connector 12 has a raised area 15 with n holes 17 arranged in a matrix configuration corresponding to outer surface matrix configuration 30. Referring now to FIG. 2A, each hole 17 organizes and has affixed thereto a external pressure tube 11. A corresponding number of O-rings 18 seals the joint between each hole 17 and each external pressure tube 11. These flexible external pressure tubes 11 are orientated 90° by exit passageway 19 and led to remotely located transducers and measurement devices (not shown). Referring now to FIGS. 1 and 2A, upon connection of pressure tube connector 12 to the surface of structure 24, raised area 15 is fitted snugly into recessed receiving area 16, thus forming n continuous pressure passageways leading from n test orifices 29 to remotely located transducers and measurement devices and thereby allowing pressure testing to be performed utilizing minimum internal volume of structure 24. Significantly, a quick disconnection of n external pressure tubes 11 at the surface of recessed receiving area 16 for force testing is achieved by disconnecting connecting devices 14 from the surface of structure 24.
Once this disconnection is performed, cover plate 20 is connected to recessed receiving area 16 by an appropriate number of connecting devices 22, here four flat headed screws (flat headed to provide a smooth surface once the screws are secured), which pass through attachment holes 21 located on cover plate 20 and which are secured at receiving holes 25, here threaded, located within recessed receiving area 16. Cover plate 20 thereby fits snugly into recessed receiving area 16. Cover plate 20 also has an outer surface 23 which conforms to the external contour of structure 24. Thus, cover plate 20 seals the n internal pressure tubes 27 and provides the smooth surface necessary for force testing. If further pressure testing is required, cover plate 20 is disconnected by disconnecting connecting devices 22 and connector 12 is reconnected as described above.
It should become apparent to those skilled in the art that the upper limit of n is determined by the number of test points desired and the amount of surface area of structure 24 available for this invention. The number n chosen should be as high as possible to achieve maximum efficiency in changeover time between force and pressure testing.
|Cited Patent||Filing date||Publication date||Applicant||Title|
|US2523481 *||Nov 26, 1947||Sep 26, 1950||Rabenhorst David W||Test airfoil|
|US4111058 *||Sep 22, 1977||Sep 5, 1978||The United States Of America As Represented By The Administrator Of The National Aeronautics And Space Administration||Electrically scanned pressure sensor module with in situ calibration capability|
|US4653317 *||Jul 8, 1985||Mar 31, 1987||Deutsche Forschungs||Adapter for connecting a pressure line to the perforated surface of a model to be tested in the wind tunnel|
|SU737530A1 *||Title not available|
|1||"A Construction Technique for Wind-Tunnel Models", NASA Tech. Briefs, Fall, 1980.|
|2||*||A Construction Technique for Wind Tunnel Models , NASA Tech. Briefs, Fall, 1980.|
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US4938509 *||Jun 6, 1989||Jul 3, 1990||Laplante Pierre||Multiple port fluid coupler|
|US5874671 *||Jun 10, 1997||Feb 23, 1999||Aerospatiale Societe Nationale Industrielle||Instrumented device of small thickness forming a skin|
|US5902551 *||Mar 21, 1997||May 11, 1999||Semi-Gas Systems, Inc.||Process gas docking station with point-of-use filter for receiving removable purifier cartridges|
|US6553823 *||Jan 8, 2002||Apr 29, 2003||Honda Giken Kogyo Kabushiki Kaisha||Model for wind tunnel test|
|US8359916 *||Dec 9, 2010||Jan 29, 2013||Mitsubishi Heavy Industries, Ltd.||Method of wind tunnel measurement of airfoil|
|US8851554||Sep 24, 2012||Oct 7, 2014||AeroFab, LLC||Vehicle drag reduction assembly|
|US9116024 *||Nov 10, 2010||Aug 25, 2015||Mc Aci||Device for measuring parietal parameters|
|US9637182||Oct 6, 2014||May 2, 2017||AeroFab, LLC||Vehicle drag reduction assembly|
|US20070107509 *||Aug 4, 2006||May 17, 2007||Airbus Espana S.L.||System for transmitting pressures between a detachable part and a fixed part of a scale model placed in aerodynamic tunnel|
|US20110138901 *||Dec 9, 2010||Jun 16, 2011||Mitsubishi Heavy Industries, Ltd.||Method of wind tunnel measurement of airfoil|
|US20120285270 *||Nov 10, 2010||Nov 15, 2012||Mc Aci||Device for measuring wall values|
|CN102879172A *||Oct 12, 2012||Jan 16, 2013||中国航空工业集团公司沈阳飞机设计研究所||Convenient and fast connection system for measuring pressure of control surface|
|CN102879172B||Oct 12, 2012||Sep 24, 2014||中国航空工业集团公司沈阳飞机设计研究所||Convenient and fast connection system for measuring pressure of control surface|
|U.S. Classification||73/147, 73/756, 285/901|
|International Classification||G01L19/00, G01M9/06|
|Cooperative Classification||Y10S285/901, G01L19/0015, G01M9/06|
|European Classification||G01L19/00B2, G01M9/06|
|Aug 28, 1986||AS||Assignment|
Owner name: UNITED STATES OF AMERICA, AS REPRESENTED BY THE AD
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:WOOD, RICHARD M.;REEL/FRAME:004595/0682
Effective date: 19860814
|Mar 26, 1991||REMI||Maintenance fee reminder mailed|
|Aug 25, 1991||LAPS||Lapse for failure to pay maintenance fees|
|Nov 5, 1991||FP||Expired due to failure to pay maintenance fee|
Effective date: 19910825 | aerospace | 1 |
https://atlasground.com/news/5/ | 2021-05-15T15:19:05 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991370.50/warc/CC-MAIN-20210515131024-20210515161024-00604.warc.gz | 0.834129 | 556 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__132933881 | en | ATLAS IN THE MEDIA
News & Updates
Space will be the next frontier for a Southeast Michigan venture capital firm. Farmington Hills-based Beringea LLC announced that it led a $5 million investment round into a northern Michigan firm focused on equipment used for analyzing and processing data collected from satellites in space.
The showcase will highlight ATLAS’s development and growth since its inception.
At the showcase, ATLAS Space Operations will join other small businesses from around the country, representing SBDCs from 10 different states and celebrating the success of America’s SBDC Program.
TRAVERSE CITY, Mich. – Nov. 11, 2019 – ATLAS Space Operations, Inc., a leading innovator in ground communications for the space industry, and Aevum, Inc.,
Partnership brings unprecedented availability, capacity, bandwidth and low latency to LEO satellites on multiple existing and planned fiber routes to major global internet exchanges ANCHORAGE,
ATLAS Space Operations’ Ryan Clulo Recognized By SSPI As A “20 Under 35” Outstanding Young Space Pro
Selection highlights integral contributions to ATLAS’ FREEDOM™ Platform, development of future industry veterans
Our latest blog is short and sweet, and it's got something for any #Tech, #Arctic, or #ColdWar buffs. From Operation Chrome Dome to satellites in polar orbit, the Arctic reigns supreme—and ATLAS is no exception! Read more:Read More
RT @thesheetztweetz: Astrobotic's Peregrine Mission 1 is carrying a wide variety of payloads to the Lacus Mortis region on the Moon, includ…Read More
RT @andrewneuco: Five new ground stations expand @AtlasSpace ground network #NewSpace #connectivity #satellite #sat…Read More
From the Middle East, to Western Australia, to the Arctic Circle, ATLAS is expanding our network's global footprint. To read about the growth, read our latest announcement below: #DataScience #Space #SatCom #TechTalkRead More
Our #Arctic partner, @QuintillionNet, recently connected to the @Equinix #Seattle data center—this will yield simpler and faster processes. To read more about it, click the link below: #SatCom #Satellites #Space #DataCenter #DataScienceRead More
Cheers to @astro_kimbrough, @Astro_Megan and the rest of the astronauts on #Crew2 as they make their way to the #ISS. A #NewNormal of American-based launches using reusable rockets is truly inspiring. Read more:Read More | aerospace | 1 |
https://securitybuyer.com/flying-high-security-maritime-surveillance/ | 2024-02-22T08:29:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473735.7/warc/CC-MAIN-20240222061937-20240222091937-00516.warc.gz | 0.950003 | 2,515 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__208531751 | en | Flying high for Maritime Surveillance
Tim Compston, Features Editor at SecurityNewsDesk, reflects on the issues raised by taking the RAF’s Nimrod aircraft out of service and the news that, at long last, steps are now being taken to plug this critical surveillance gap.
The announcement at the end of November 2015 that the UK Government (as part of the Strategic Defence and Security Review 2015) is planning to purchase nine new P-8 Poseidon aircraft from Boeing for maritime surveillance, anti-submarine and anti-surface ship warfare, has been broadly welcomed by those concerned with the UK’s maritime security. Pressure had been building on the Government, ever since the long-serving Nimrod last flew, to come up with a viable alternative.
The sad fact remains that the UK, so often a leader in maritime matters, has had to soldier on for six years now with a major shortfall in its over-water surveillance capability, with land and ship-based helicopters, and other less specialised aerial assets. In fact, by the time the P-8 Poseidons start to be delivered, sometime before 2020, nearly a decade will have passed since the last UK-owned maritime surveillance aircraft took to the air.
Few would argue with the notion that, at the time of its demise, the Nimrod MRA4 upgrade programme had become very much a ‘white elephant’, with mistakes and overruns the order of the day, which, not surprisingly, served to place it firmly in the sights of a cash-strapped Government dealing with the aftermath of the global banking crisis. However, whatever the financial imperatives might have been, it is still debatable whether the scrapping of these planes as part of the 2010 Strategic and Defence Review, so close to their in-service date, was the right answer militarily when there was no sign of an alternative that could, potentially, take to the skies.Growing concerns
The impact that the absence of a Maritime Patrol Aircraft (MPA) has had on the UK’s military operations was certainly brought into sharp relief in November 2014 when a number of allies – including France, the US and Canada – had to fly in maritime patrol aircraft to help Britain search for a suspected Russian submarine off the west coast of Scotland. Some countered that NATO allies regularly share resources but, for an ‘island nation’ dependent on the safety and security of sea lanes, the lack a viable maritime surveillance asset that can range far out into the Atlantic and cover large areas of the North Sea, was a real concern.
Last May the growing unease in military circles over the current state of the UK’s maritime surveillance really came to a head when five retired senior officers – Air Marshal Sir John Harris, Air-Vice Marshal George Chesworth, Air-Vice Marshal David Emmerson, Air-Vice Marshal Andrew Roberts and Air Commodore Andrew Neal – made public their thoughts through a letter to the Daily Telegraph newspaper. The officers expressed the view that the lack of a maritime patrol aircraft was unlocking opportunities for Russia to gather intelligence, especially where the UK’s Trident submarine-based nuclear deterrent was concerned. In a letter which didn’t pull any punches they said: “It would be surprising if valuable intelligence had not already been acquired by the Russian Navy since the Nimrod force was grounded.” They also spelt out their opinion that: “The need to reintroduce Maritime Patrol Aircraft (MPA) into the British frontline is now widely recognised.”Poseidon potential
Returning to the course that the UK Government is now charting to meet its future maritime surveillance needs, there is little doubt that the P-8 Poseidon from Boeing, which is a derivative of the next-generation 737-800, is gaining traction with air forces worldwide. The aircraft has been ‘militarised’ with maritime weapons and features a bomb bay, two pylons on each wing, and what Boeing refers to as a ‘modern open mission architecture’. Already the company has delivered 25 production models to the US Navy, and the Australian Government has followed suit by announcing approval of the acquisition of eight P-8A aircraft with the first scheduled for delivery in 2017. Alongside this, Boeing is under contract to build eight P-8I variants for India. Existing assets
So what were some of the potential options that the British armed forces could have turned to if the P-8 Poseidon decision hadn’t been taken recently? Well one route might have been to simply work in a more joined-up way with what was already in place, potentially deploying a mixture of helicopters – like the Merlin and Lynx – and small UAVs flying from Royal Navy escort ships, such as the Type 23 and Type 45, the new Queen Elizabeth aircraft carriers, and other Navy and Royal Fleet Auxiliary vessels, as well as calling upon RAF assets such as the Sentinel R1 – which is more suited to over-land surveillance – transport aircraft such as the Hercules, and larger UAVs which are not optimised for this task. As many commentators, politicians, and those with military and security connections have reflected over the past six years this would have been far from an ideal or sustainable position.
Another course of action might have been to simply acquire older maritime aircraft from other nations – like the Lockheed P-3 Orion – which are surplus to requirements as they move on to newer platforms like the P-8 Poseidon or the Triton. This sort of stop-gap might have been less risky in the short-term but would just be kicking the problem five or ten years down the road, depending on what life is left in the airframes.Canadian upgrade
Looking at what some of Britain’s allies are doing to fulfil their own maritime patrol requirements, interestingly the Royal Canadian Air Force (RCAF) is in the throes of an upgrade programme for its Lockheed CP-140 Aurora aircraft. Speaking to Major James Simiana who works in Air Public Affairs for the RCAF he confirms that as a strategic maritime patrol aircraft the CP-140 Aurora is tasked with conducting four key maritime missions, specifically Anti-Submarine Warfare (ASW), Anti Surface Warfare (ASuW), maritime surveillance and miscellaneous maritime missions such as Search and Rescue (SAR). Simiana is keen to emphasise the ongoing importance of the CP-140 Aurora: “In a country as vast as Canada touching three oceans, a maritime surveillance capability has particular security interest to Canadians. Recently reported submarine incursions in Europe remind us all of the value of long range patrol.”
Pressed on whether drones, and even satellites, are likely to replace manned aircraft any time soon, Major Simiana responds that they all have roles to play: “The Canadian armed forces perspective is that drones (unmanned aircraft), satellites and manned surveillance aircraft together form the ‘surveillance system of systems’. The satellite component [RADARSAT] will act as the cueing platform. The unmanned platform will be utilised where long endurance and on-station persistence is required. The manned platform will take over the prosecution when the military is required to act on a contact or a manned platform is in a better position to gather the intelligence.”Swordfish takes to the air
In terms of other aircraft now entering the maritime surveillance market, Saab’s solution is the Swordfish MPA which, although smaller in scale than the P-8A, is positioned as a strategic surveillance and command control platform, offering long range, high dash speed, and significant on-scene endurance. According to Jonas Härmä, Saab’s Head of Sales and Marketing for Airborne ISR, the Swordfish MPA is a ‘high end’ asset: “It is capable of delivering, for example, anti-submarine warfare, anti-surface unit warfare, long-range search and rescue capabilities, alongside multi-role ISR [Intelligence, Surveillance and Reconnaissance].”
He reveals that the nerve centre of the Swordfish MPA is the C4I Mission Management System (MMS). Härmä says that the modularised approach and standardised interfaces in the C4I MMS cater for the ‘flexible’ integration of sensors and equipment such as active/passive sonar buoys. He stresses that the Swordfish MPA not only has the potential to detect but can also engage targets via torpedoes or AS (Anti-Ship) missiles.
Regarding the performance of any MPA, Härmä spotlights the need for low level and low speed tactics and says that any platform decision should be based on flight characteristics and fuel consumption/endurance as well as the ability to carry a ‘useful and powerful’ payload.
Given the complexity of the scenarios likely to be encountered, Härmä reports that Saab believe there is still a requirement for the human element – ‘the man in the loop and eyes on the target’.Unmanned options
Of course while manned aircraft may still provide the bulk of the world’s maritime surveillance assets, platforms like the unmanned MQ-4C Triton from Northrop Grumman are now flying high by offering a level of endurance way beyond that of more conventional approaches. Mike Mackey, Programme Manager for Triton explains the project’s genesis: “Triton came about 12 years ago when the US Navy wanted to look at unmanned aviation for maritime surveillance in a programme called BAMS-D [Broad Area Maritime Surveillance – Demonstration] and we built two jets for them. They were going to do a six-month deployment and I think that we are now in the 75th month.”
Mackey adds that lessons learnt from the demonstrators were then brought into Triton: “We came on contract in around 2008 and developed the Triton with a specific eye on maritime surveillance with the MFAS [Multi-Function Active Sensor] that has a full 360 degree scan ability so we don’t have to manoeuvre to get that.” The MFAS, according to Mackey, is an active radar which is the primary detection or scan mode for Triton: “The normal mode of operation is a 24-hour mission where the aeroplane will go to altitude at the 50,000 feet area and begin to use the MFAS to scan. Once I have a target of interest I have the ability to dip the aeroplane. Other HALE [High Altitude Long Endurance] platforms don’t do that. I can come down to a much lower level – say 10,000 feet – to use an EOIR [Electro Optical Infra-Red] to do fine detection.”
Mackey also reveals that the Triton’s wings, its airframe structure and vertical tails, are all strengthened to take on the challenges of this environment. To put some figures on the sort of area Triton can cover in a single mission, Mackey says that this can amount to as much as 8,200 square nautical miles: “We can fly deep blue water and the littorals.”View from above
So to conclude, the decision by the UK Government to adopt a new maritime surveillance aircraft capability came, very much, on the back of a growing realisation that something needed to be done to regenerate this strategically important capability.
As we have seen, for other countries looking to enhance their own maritime resources there are a number of platforms out there that could do the job, including manned and unmanned, but ultimately it is a question of whether there is the political will – and funding – to deliver the appropriate solution for their needs.
[su_button url=”https://www.securitynewsdesk.com/newspaper/” target=”blank” background=”#df2027″ color=”#ffffff” size=”10″ radius=”0″ icon=”icon: arrow-circle-right”]For more stories like this click for the SecurityNewsDesk Newspaper[/su_button] | aerospace | 1 |
https://www.natterer-modellbau.de/Freewing-YAK-130-70-6s-EPO-920mm-gruen-High-Performance-PNP_1 | 2023-06-04T01:12:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649348.41/warc/CC-MAIN-20230603233121-20230604023121-00278.warc.gz | 0.831637 | 1,234 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__110866466 | en | KIT+: Modell mit Servos, ggf. Fahrwerk/Landeklappen aber OHNE Antrieb.
PNP: Modell mit Servos, ggf. Fahrwerk/Landeklappen MIT Antrieb (nicht mehr lieferbar).
PNP High Performance: Wie PNP jedoch mit stärkerem Innenläufer Motor.
Introducing the Freewing 70mm Yak-130, the latest in Freewing’s exciting 70mm 6s jet series! This aircraft delivers on so many levels and truly impressed us at the flying field. Finally, a compact and affordable model of the popular Yak-130 design with a range of features seldom seen in the 70mm format.
On the ground and in the air, the Yak-130 looks fantastic at any angle. The high visibility “Red 02” trainer scheme gives pilots a scale model which is still very easy to orient in the sky. If you’re looking for a change from gray military jets, the Yak-130 will certainly stand out from the crowd! A detailed canopy and high scale fidelity profile capture the unique lines of this modern jet trainer, and over 50 waterslide decals are meticulously applied by hand to complete the look.
Even beyond its striking visual appeal, where the Yak-130 truly excels is its performance envelope. Pre-installed flaps shorten takeoff roll on pavement to a brief ~75 feet, and with full flaps the model can land to a stop in less than 100 feet with a slight headwind. The stock PNP’s 6s power system propels the Yak-130 to speeds approaching 90mph straight and level and gives the aircraft nearly unlimited vertical. With its large vertical stabilizer, the Yak-130 can hold a rock steady knife edge or execute the most stable four point roll of any Freewing jet in this class. The stall is very gentle and slowly nose down, forecasted by a telltale wing rocking which gives pilots plenty of notice to power up.
The battery bay is spacious to accommodate CG with a 6s 3000-4000mAh lipo. For pilots interested in installing a 70mm 4s power system, we found that a 4s 4000mAh lipo is ideal for a lightweight setup. The simplified landing gear is durable, utilizing metal trunions and steel coiled struts on the mains for dependable operation on pavement, geomat, or very short and evenly cut grass. For the ultimate in a versatility, the landing gear can also be removed and the aircraft can be hand tossed and belly landed.
Assembly is very straightforward. The wings each attach to the fuselage with two screws and a primary carbon wing spar. The vertical stabilizer and horizontal stabilizer tail group is glued on; we recommend 5 minute epoxy. The layout still allows easy access to the elevator servos for adjustment or replacement. A neat feature we enjoy is that the wingtip rails are smartly sheathed in plastic, to ward against dings or scratches during transport or a tipped landing. The EDF is easily accessed by a removable hatch on the aircraft’s belly, and the ESC is kept secure in a channel along the inner spine of the fuselage to give it sufficient cooling without obstructing airflow.
Freewing’s 70mm Yak-130 offers pilots the perfect transition aircraft from 64mm/70mm into 80mm/90mm jets. We found the Yak-130 to be ideal as a first or second jet with retracts for pilots looking to gain experience and confidence before making the jump into larger models. Even expert level pilots will appreciate the fun flight envelope of this unique modern jet trainer.
NOTE: This plane's ESC comes with a T connector so be sure you select a battery with a T connector.
Simplified EPO construction for comfortable handling at all speeds
12 Blade factory balanced EDF with 2952-2100KV inrunner motor (6S PNP only)
60 Amp Hobbywing ESC with T connector and 5A BEC
Removable wings and carbon spar
High visibility “Red 02” scale trainer scheme
Electronic retractable landing gear with 3mm steel wire struts and metal trunnions
Nylon hinges on aileron and elevator
Plastic-sheathed nose cone and wing tip missile rails for added durability
All electronics come pre-installed for your convenience (6S PNP only)
2 Pilots included
Some gluing and assembly required
Freewing 70mm Yak-130 EDF Jet - PNP
Minimum 6 Channel Radio
6 Channel Receiver
6 Cell 22.2V 3000 - 4000 mAh LiPo Battery with T connector
Lipo Battery Charger
Wingspan 920mm / 36.22in
Length 1050mm / 41.33in
Weight 1720g / 60.67oz
CG (Center of Gravity) 72mm from the leading edge of the wing at the root with the landing gear retracted and the model upright
Power System 2952-2100kV motor Brushless Inrunner Motor
Electronic Speed Control 60A, T Connector
Propeller / EDF 70mm 12-Blade EDF
5x 9g metal gear standard, 2x 9g metal gear reverse (right elevator, right flap)
Landing Gear Full electronic retractable nose and main landing gear with metal trunnions
6S 22.2V 3000 - 4000mAh LiPo (required)
6 Channel (required)
Nylon hinges on ailerons and elevator
Material EPO Foam
Skill Level Intermediate
Build Time 1 Hour
Recommended Environment Outdoor | aerospace | 1 |
https://www.eetimes.com/document.asp?doc_id=1262811 | 2017-11-18T12:27:01 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934804881.4/warc/CC-MAIN-20171118113721-20171118133721-00279.warc.gz | 0.925644 | 441 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__52804747 | en | WASHINGTON – The U.S. Air Force is again preparing to launch its prototype space plane from Cape Canaveral on Nov. 27, but a science group that tracks the program said the space plane’s mission remains cloaked in secrecy.
The Air Force’s first unmanned X-37B space plane, which looks like a scaled-down version of the space shuttle, was launched in April 2010, remaining in orbit for seven months. A second prototype was launched in March 2011 and remained in orbit for over a year, according to the Union of Concerned Scientists.
Next week’s launch marks the first prototype’s return to space.
Unlike other military spacecraft, the X-37B is the first that can return from orbit and land on a runway.
Given the high cost of returning spacecraft to Earth like the space shuttle, analysts are puzzling over why the Air Force is spending so much money on the program. “The ability to return to Earth carries a high price,” said Laura Grego of the science group’s Global Security Program. “Most space missions don’t require bringing a spacecraft back to Earth, and the space plane makes no sense for them.”
Grego said the Air Force has stated that the X-37B will allow it to carry out experiments in space over a long period of time and return them to Earth. “Thus far, however, the Air Force has not provided any cost or capability analyses that compare the space plane with simpler spacecraft that return by parachuting to Earth rather than landing on a runway.”
The Air Force X-37B space plane being prepared for launch.
Grego said she doubts the X-37B is being used as a space weapon or as a vehicle for deploying a space weapon. According to a briefing paper
released by the science group, conventional spacecraft can carry payloads into orbit, maneuver in space, rendezvous with satellites, release multiple payloads and return to Earth for tens of millions of dollars less than the space plane.Related stories:Mars Curiosity gets down to science
Fuel injection, ECUs and the pressure of NASCAR racing | aerospace | 1 |
https://sugutools.com/product/dji-matrice-300-rtk-combo/ | 2022-12-08T14:05:34 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711336.41/warc/CC-MAIN-20221208114402-20221208144402-00766.warc.gz | 0.729824 | 133 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__151204490 | en | DJI MATRICE 300 RTK COMBO
Combo Pricing includes:
- 1x Matrice 300 RTK Package
- 2x TB60 Battery
- 1x BS60 Battery Charging Station
Setting a new benchmark for commercial drones – The Matrice 300 RTK is now available.
Welcome to Sugu Tools, if you’re interested in drone training visit sugudrones.com and don’t forget to network at canadiandronepilots.ca For commercial operators & MRO’s browse our selection of aviation grade parts such as avionics, consumables, and log books. Dismiss | aerospace | 1 |
https://www.nextbigfuture.com/2018/08/uk-buys-israeli-anti-drone-system-which-uses-5-kilowatt-laser-to-takeout-drones-up-to-2000-meters-away.html | 2019-08-19T02:34:21 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027314638.49/warc/CC-MAIN-20190819011034-20190819033034-00535.warc.gz | 0.908734 | 268 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__66763692 | en | RADA Electronic Industries Multi-Mission Hemispheric Radars (MHR), which are embedded in the Rafael Advanced Defense Systems Drone Dome counter-drone solution, will be delivered to the British Army in the coming months. These systems will be used to protect from airborne drones some sensitive facilities and sites on which British armed forces are deployed. The British Army is the first customer for this new and advanced Drone Dome system.
RADA’s MHR provides 360-degree surveillance and detects the drones at distances of 3-5 kilometers. Signal intelligence system along with electro-optical sensors, provide additional layers of threat classification and identification, while RF jamming provides the soft-kill layer of this solution.
Each system includes radars, electro-optical (EO) identification and signals intelligence systems and electronic jammers that disable the drone’s datalink or navigation systems.
The system can direct its soft kill jamming capability across a narrow area to avoid disruption of other legally-operated unmanned systems in the area.
The Drone Dome is capable of disabling an airborne UAS with a two-second concentration from its 5Kw hard kill laser effector, the system is described as having a technology readiness level (TRL) of “around 6-7” and a range of 2 kilometers. | aerospace | 1 |
https://greencardvisalottery.com.ng/course-to-study-to-become-a-pilot-in-nigeria/ | 2023-11-29T16:15:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100112.41/warc/CC-MAIN-20231129141108-20231129171108-00293.warc.gz | 0.913485 | 578 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__108029090 | en | Are you in search for the list of Course To Study To Become A Pilot In Nigeria?
Luckily! This webpage will give you the updated information.
To become a pilot in Nigeria, you typically need to obtain the appropriate licenses and certifications from the Nigerian Civil Aviation Authority (NCAA). The primary course of study for aspiring pilots in Nigeria is the Integrated Airline Transport Pilot License (ATPL) program.
Here are the general steps you need to follow:
- Educational Requirements: To enroll in a pilot training program, you need to have a minimum educational qualification of five credits in subjects including Mathematics, Physics, and English Language at the Senior Secondary School Certificate Examination (SSCE) level.
- Find a Reputable Flying School: Look for aviation training institutions or flying schools that are accredited by the NCAA. There are several flight schools in Nigeria that offer pilot training programs, such as the Nigerian College of Aviation Technology (NCAT), International Aviation College Ilorin, and Pan African College of Aviation and Allied Sciences.
- Medical Fitness: Before starting pilot training, you must obtain a Class 1 Medical Certificate from an aviation medical examiner approved by the NCAA. This medical examination ensures that you meet the physical requirements necessary to operate an aircraft.
- Private Pilot License (PPL): Begin your training by obtaining a Private Pilot License (PPL). This stage involves theoretical classroom instruction, flight training, and examinations. The PPL allows you to fly aircraft for non-commercial purposes.
- Commercial Pilot License (CPL): After obtaining your PPL, you can proceed to the Commercial Pilot License (CPL) stage. CPL training focuses on advanced flight maneuvers, instrument flying, navigation techniques, and emergency procedures. It also includes additional theoretical instruction. Upon completion, you can fly for hire or reward.
- Instrument Rating (IR): To enhance your skills and safety in adverse weather conditions, you should pursue an Instrument Rating (IR). This training enables you to fly using instruments alone, without visual references.
- Multi-Engine Rating (MER): If you want to fly multi-engine aircraft, you need to acquire a Multi-Engine Rating (MER). This additional qualification allows you to operate aircraft with more than one engine.
- Airline Transport Pilot License (ATPL): The final stage of training is the Integrated Airline Transport Pilot License (ATPL) program. It includes advanced theoretical studies, simulator training, and flight training with an emphasis on airline operations and management. After completing the ATPL course and accumulating the required flight hours, you can apply for an ATPL issued by the NCAA.
Please note that the specific requirements and regulations may change over time, so it’s essential to consult the Nigerian Civil Aviation Authority (NCAA) or accredited flight schools for the most up-to-date information regarding pilot training in Nigeria. | aerospace | 1 |
https://www.faithfamilyamerica.com/russian_fighter_jet_shot_down_over_syria | 2019-02-15T23:53:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247479627.17/warc/CC-MAIN-20190215224408-20190216010408-00242.warc.gz | 0.978268 | 371 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__204198308 | en | A Russian Su-25 fighter jet was shot down by Syrian rebels over the country of Syria on February 3. The pilot reportedly ejected after the jet was hit, but was killed.
“On 3 February 2018, a Russian fighter jet Su-25 crashed when flying over the Idlib de-escalation zone,” reported the Russian media agency TASS, citing a statement from the Russian Defense Ministry. “The pilot was able to report ejection from an area controlled by Jabhat al-Nusra militants [the terrorist group banned in Russia],” the defense ministry said, TASS reported. “The pilot was killed while fighting against terrorists.”
“According to preliminary information, the jet was brought down with a portable anti-aircraft missile system,” the Russian Defense Ministry said.
According to American Military News, Russia fired back, launching missiles into the area where the Russian fighter was downed. According to the defense ministry, at least 30 terrorists were killed.
According to the defense ministry, it was confirmed that a man-portable air defense system that is a shoulder-launched surface-to-air missile, or “MANPADS” system was fired, which downed the Russian jet.
According to The Washington Post, this is an example of a rare incident when a Russian jet is shot down by rebels. The Post reported that the pilot was killed after exchanging fire with the rebels.
The Defense Ministry confirmed that the pilot was able to communicate that he had ejected from the aircraft in an area held by al-Qaeda-linked militants, but was later killed “in a fight with terrorists.”
What do you think of this? Share your thoughts on our online forum. In recent news, a man was arrested in connection with the deadly Las Vegas massacre. | aerospace | 1 |
https://www.socomore.com/shop/surface-preparation/wiping/sontara-ac/ | 2021-04-19T08:48:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038879305.68/warc/CC-MAIN-20210419080654-20210419110654-00220.warc.gz | 0.658487 | 311 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__93919168 | en | Description of SONTARA AC
DuPont™ Sontara® Aerospace Grade Wipes (Style K802) main characteristics:
- Exceptionally clean.
- Contains no binders.
- Very absorbent.
- Extremely low linting.
- Durable, maintains strength when wet.
- Solvent resistant.
• Surface preparation before coating, sealant, or adhesive application
• Aerospace vehicle production
• Composites manufacturing
• Laboratories and production areas
• Heavy equipment maintenance
Directions for use
The product can be used wipe on/wipe off
- BMS 15-5F, Class A / Douglas Material Specifications DMS 1820E
- CSFS039 [based on AMS-3819B]
- PRATT & WHITNEY
- GA100-11E [approved for use in production of jet engines]
- AIPI 06-01-003, AIPI 06-02-006, AIPI 06-02-007
- AMS 3819C, Class 2, Grade A
- BOMBARDIER AEROSPACE
- [based on AMS-3819, BMS-15-5F and DMS-1820E]
- US Air Force
- T.O. 1-1-8
- US Navy
- based on AMS-3819B compliance
- Japan Defense Agency
- approved based on USAF T.O. 1-1-8 | aerospace | 1 |
http://oregonuas.com/ | 2019-03-20T00:44:19 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912202188.9/warc/CC-MAIN-20190320004046-20190320030046-00202.warc.gz | 0.93273 | 573 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__27226648 | en | March 28, 2019Beaverton, OR | 8:00AM
Coming SoonBend, OR | 8:00AM
Summer 2019Beaverton | 7:00pm
Classroom Training $275
Our classes cover the following topics to prepare you for the FAA exam:
- Federal Aviation Regulations
- Certification Procedures
- Chart Reading
- Maintenance Requirements
- Safety of Flight
- Weather Theory and Services
- Basic Aerodynamics
- Weight and Balance
- Practice FAA exams
Each student will receive study materials and current aeronautical charts.
Why getting your FAA UAS Certificate is important:
As of August 29, 2016 the new laws regarding Unmanned Aircraft Systems (UAS), commonly referred to as ‘drones’ are now in effect. These new regulations will allow people to obtain a FAA UAS Pilot Certificate. These new laws create an economic path for those who wish to operate a UAS for commercial purposes. These new laws are referred to as Part 107
It is against the law for anyone to operate a drone for anything other than recreation without a pilot certificate. Anyone taking pictures or video for profit, search and rescue, or educational research without an FAA Remote Pilot Certificate doing so illegally and subject to FAA civil enforcement. Organizations are not going to want to do business with an unlicensed pilot.
There is no flight test associated with a UAS Pilot Certificate, but you will have to take a written test at an FAA approved testing center. We have created a ground school developed to focus solely on providing education for anyone wishing to become certified regardless of your aviation experience. My goal is to get you the knowledge to be a professional UAS Pilot.
You will receive the knowledge to exercise your right to fly within the National Airspace System safely and efficiently. Get the credentials you need to engage in professional photography, survey, search and rescue, or any other unmanned aircraft application that you can dream of.
Meet Lead Instructor Andrew Cochran
I am an Airline Transport Pilot with over 13,000 hours of flight time. I am also a Certified Flight Instructor with 15 years of instruction experience. I have instructed hundreds of students many who are working as commercial pilots today. I have many hours of classroom experience as a former instructor for the College of Aviation Science at Portland Community College. I am also an instructor pilot and examiner for the US Coast Guard Auxiliary.
Understand the FAA regulations and procedures can be difficult. I try to create a fun learning experience and teach a real world understanding of Aeronautical knowledge.
Lots of people can teach you how to fly a drone. With my years of experience I will teach you what you need to know about operating professionally within the national airspace system. | aerospace | 1 |
https://ronfell.com/13014-aircraft-wheel-chock/ | 2024-03-03T15:43:20 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476396.49/warc/CC-MAIN-20240303142747-20240303172747-00598.warc.gz | 0.841564 | 195 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__44032962 | en | Product enquiry form
Ronfell 13014 Aircraft Wheel Chock
- Dimensions: 170 x 155 x 250 mm
- Weight: 6.5 kg
The Ronfell 13014 Aircraft Wheel Chock is a very popular rubber aircraft chock. This chock is supplied with a blue rope for carrying and for pulling the chock from the aircraft wheel by hand. Airline specific guidelines must be adhered to regarding the length and size of air chock required for each aircraft type.
- Different colour ropes can be fitted at extra cost.
- This chock can be supplied with chain instead of rope, if required, at extra cost.
- Cast rings/handles can be added, see photos, at extra cost.
If you require further details or would like to place an order. Please contact our sales team directly on Tel: 01257 795186 | Email: [email protected] | aerospace | 1 |
https://propertynews4u.com/commercial/akasa-air-says-its-on-track-to-launch-commercial-operations-by-july/ | 2023-06-01T05:26:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647614.56/warc/CC-MAIN-20230601042457-20230601072457-00090.warc.gz | 0.964368 | 381 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__94327707 | en | Akasa Air says it’s on track to launch commercial operations by July
New airline Akasa Air on Monday said it is on track to receive its first Boeing 737 Max plane by mid-June and launch commercial operations by July.
The airline on Monday released the photographs of its first Max plane from the Boeing production facility in the USA’s Portland as it gets ready for delivery.
“The airline recently reaffirmed its commitment of being on track to receive its first aircraft in India by mid-June and launch commercial operations in India by July 2022,” its statement mentioned.
It plans to fly 18 aircraft by the end of March 2023 across domestic routes in the country, focusing on metro to tier-2 and tier-3 cities, it noted.
The airline, which is backed by ace investor Rakesh Jhunjhunwala and aviation veterans Vinay Dube and Aditya Ghosh, received the no-objection certificate from the Ministry of Civil Aviation in August 2021 to launch commercial flight operations.
With the Directorate General of Civil Aviation giving the green light to Boeing 737 Max aircraft in late August last year, Akasa Air signed a deal with Boeing on November 26, 2021, to purchase 72 Max planes.
Akasa Air on Monday said the Max aircraft will be powered by the highly fuel-efficient CFM LEAP B engine. “Providing the lowest seat-mile costs for a single-aisle airplane as well as high dispatch reliability and an enhanced passenger experience, the 737 Max is one of the strategic factors that will give Akasa Air a competitive edge in its dynamic home market,” it mentioned.
India’s growing economy and expanding population will fuel strong demand for commercial flights, driving the need for an estimated 1,000 new airplanes in India over the next 20 years, the airline said. | aerospace | 1 |
https://bestrate.solar/faq/space-station-runs-only-on-solar-power/ | 2024-04-22T00:35:43 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818067.32/warc/CC-MAIN-20240421225303-20240422015303-00623.warc.gz | 0.896471 | 856 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__21705121 | en | How Long Does It Take Solar Power Bank To Charge’ Dec 18, 2018 · The answer depends on the size of the charging device. 50,000 mah is 50amp/hours, so a 1 amp charge (at the correct voltage for the power bank) will take 50 hours of charging, or a 5 amp charger will take 10 hours. How Does Solar Power Work For Homes Garrison advised that
Most consecutive days in space by an American: 340 days, which happened when Scott Kelly took part in a one-year mission to the International Space Station in 2015-16 (along with Russian cosmonaut … See the article : How To Clean Ivanpah Solar Power Facility.
How Many Solar Panels Would I Need To Power A Laundromat Jun 25, 2018 … With water and power still inconsistent post-Maria, several Puerto Rican … A battery system was also installed, so that power can be stored. … Utuado's solar laundry project is part of a larger effort to install solar panels … nearby communities have been without power for over eight months, and many
Moving away from fossil fuels and towards green energy generation is becoming increasingly important, not just because fossil fuels will eventually run … a massive solar power station in space.
The Soyuz 2.1a booster’s first and core stage engines ignited on time at 4:05 a.m. EDT (1:05 p.m. local time), throttled up …
NASA has hired SpaceX to carry cargo, research gear and other supplies to the Gateway space station the agency plans to build …
Aug 3, 2017 … The best source of energy for spacecraft is sunlight. Engineers have developed technologies to convert solar energy to electrical power efficiently.
Jun 30, 2017 · What can you run on 100 watts of solar power!!!! (BEST EXPLANATION EVER) – duration: 23:16. simple Homestead 735,796 views
Aug 7, 2017 … Since the earliest days of the space program, solar panels have been powering … section runs off of a series of large, centralized solar power plants. … Not only that, the station itself shades portions of the array as it moves in …
Visit HowStuffWorks to learn how NASA has improved solar energy and its … This view of the starboard solar array wing panel of the International Space Station ( ISS) was … Just gaze skyward. One of … This knowledge-sharing strategy works.
Teams from Cougs in Space are working together to build a satellite that will be launched from the International Space …
Mar 12, 2019 … Only last week, we reported that China was planning to build the world's first solar power station to … Collecting solar power in space and wirelessly transmitting was first described by isaac … thankfully, that's not how it works.
A solar panel array of the International Space Station (Expedition 17 crew, August 2008). Spacecraft operating in the inner Solar System usually rely on the use of photovoltaic solar … of typical solar panels on Earth. However, some solar panels on spacecraft have solar cells that cover only 30% of the Sun-visible area.
Jan 26, 2014 … This article will outline the ISS power system, starting with the solar … communication, experiments, propulsion and pretty much just about …
How To Do Solar Power For Barn Results 1 – 16 of 596 … Sunforce Solar barn light fully adjustable lamp head Amorphous solar panel … Get it as soon as Sun, May 3 … solar Lights,Kyson Solar Powered Led Shed Light with Remote Control and Pull Cord for Indoor Outdoor Use. The point is, First Solar’s P/S multiple has been a
What Is The Main Reason The Australian Government Is Promoting Solar Power? 7 Reasons Why You Should Use Solar Power. … Apart from the obvious financial benefits, there are other pertinent reasons why you should convert to using solar power instead of fossil fuels. What other reasons should you consider when going solar? Here are seven compelling reasons. 1. solar power Is Good for the Environment A | aerospace | 1 |
http://www.innovations-report.com/html/reports/physics-astronomy/report-71404.html | 2017-04-29T09:36:29 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123484.45/warc/CC-MAIN-20170423031203-00366-ip-10-145-167-34.ec2.internal.warc.gz | 0.885288 | 1,099 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__237497157 | en | Every year, the International Astronautical Congress (IAC) is organised by the International Astronautical Federation (IAF) and its associates, the International Academy of Astronautics (IAA) and the International Institute of Space Law (IISL).
The ESA exhibition allows visitors to discover European space activities, popularising the most recent planetary missions with stunning data from Mars, Titan, Venus and the Moon. The visual impact aims to convey the excitement of such recent discoveries to the public and encourage them to take a greater interest in the fascinating world of space, science and technology.
Playing with different light effects in green, blue and red, the ‘From Earth to Space and Back!’ exhibition invites visitors on a journey into space to discover the important questions being addressed by European space strategy for the coming years.
The exhibition opened on Monday 2 October in the morning and will be visited by professionals from the international space community until Friday 6 October. The public are also invited to visit every afternoon from 15.00 to 18.00.
From Earth to Space and Back! is organised around three main themes: space for daily life, European space infrastructure, and the discovery of new frontiers.
Space for daily life presents European programmes for observing the Earth and solutions to environmental concerns, satellite telecommunications and the new European satellite navigation system, Galileo.
The space infrastructure area shows Europe’s contribution to the International Space Station, including the Automatic Transfer Vehicle, ATV, and focuses on ESA astronaut Thomas Reiter’s long-duration mission on board the ISS. ESA also presents its launchers Ariane 5 and Vega and current plans to launch the Russian-built Soyuz from Europe’s spaceport.
ESA’s missions to the Solar System are presented within the framework of Cosmic Vision, its long term scientific programme, showing the latest results from Mars Express, Venus Express, Huygens and Smart-1.
A special thematic display within the public area of the museum is dedicated to ExoMars, the first ESA rover to visit Mars and the first mission within ESA’s programme for future exploration of the Solar System.
A dedicated programme of events targets young professionals attending the IAC, which is also open to the general public.
ProgrammeTuesday 3 October, 16.00-17.00
Maria Menendez | alfa
Study offers new theoretical approach to describing non-equilibrium phase transitions
27.04.2017 | DOE/Argonne National Laboratory
SwRI-led team discovers lull in Mars' giant impact history
26.04.2017 | Southwest Research Institute
More and more automobile companies are focusing on body parts made of carbon fiber reinforced plastics (CFRP). However, manufacturing and repair costs must be further reduced in order to make CFRP more economical in use. Together with the Volkswagen AG and five other partners in the project HolQueSt 3D, the Laser Zentrum Hannover e.V. (LZH) has developed laser processes for the automatic trimming, drilling and repair of three-dimensional components.
Automated manufacturing processes are the basis for ultimately establishing the series production of CFRP components. In the project HolQueSt 3D, the LZH has...
Reflecting the structure of composites found in nature and the ancient world, researchers at the University of Illinois at Urbana-Champaign have synthesized thin carbon nanotube (CNT) textiles that exhibit both high electrical conductivity and a level of toughness that is about fifty times higher than copper films, currently used in electronics.
"The structural robustness of thin metal films has significant importance for the reliable operation of smart skin and flexible electronics including...
The nearby, giant radio galaxy M87 hosts a supermassive black hole (BH) and is well-known for its bright jet dominating the spectrum over ten orders of magnitude in frequency. Due to its proximity, jet prominence, and the large black hole mass, M87 is the best laboratory for investigating the formation, acceleration, and collimation of relativistic jets. A research team led by Silke Britzen from the Max Planck Institute for Radio Astronomy in Bonn, Germany, has found strong indication for turbulent processes connecting the accretion disk and the jet of that galaxy providing insights into the longstanding problem of the origin of astrophysical jets.
Supermassive black holes form some of the most enigmatic phenomena in astrophysics. Their enormous energy output is supposed to be generated by the...
The probability to find a certain number of photons inside a laser pulse usually corresponds to a classical distribution of independent events, the so-called...
Microprocessors based on atomically thin materials hold the promise of the evolution of traditional processors as well as new applications in the field of flexible electronics. Now, a TU Wien research team led by Thomas Müller has made a breakthrough in this field as part of an ongoing research project.
Two-dimensional materials, or 2D materials for short, are extremely versatile, although – or often more precisely because – they are made up of just one or a...
28.04.2017 | Event News
20.04.2017 | Event News
18.04.2017 | Event News
28.04.2017 | Medical Engineering
28.04.2017 | Earth Sciences
28.04.2017 | Life Sciences | aerospace | 1 |
https://www.newsbytesapp.com/timeline/India/7254/42760/iaf-s-sukhoi-30-missing-over-china-border | 2019-09-19T14:41:11 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514573533.49/warc/CC-MAIN-20190919142838-20190919164838-00488.warc.gz | 0.955463 | 457 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__111360257 | en | The aircraft was said to be on a routine training-mission when it lost contact.
Sources said a massive search operation has been launched in the region to locate the aircraft.
Some details of the incident
The plane had taken off from Tezpur's Salanibari Air Force station in Assam with 2 pilots on board at 11 AM. IAF fighters have previously lost radar contact, hence IAF waits for one hour before commencing any search operations.
Missing Sukhoi-30- Indian Air Force says search on
Two days ago, the Indian Air Force's Sukhoi-30 fighter aircraft with 2 of its pilots went missing soon after taking off from Tezpur base, Assam.
The Indian Air Force said search for the same continues; however, no breakthroughs have been made in the same.
The IAF statement also attributed the lack of development in the search to bad weather, which has hampered the operation.
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Sukhoi 30s in the IAF
The Sukhoi 30 was first inducted into the IAF in 1997 and has been upgraded to suit the Indian conditions since then. It is manufactured by Hindustan Aeronautics Limited, though it is originally Russian.
Several Su-30 crashes have been recorded in the past with no casualties.
Before today, the IAF recorded crashed in 2011, 2012, 2014 and 2015 due to technical and human errors.
Wreckage of missing Sukhoi aircraft found in Assam
Four days after a Sukhoi-30 aircraft went missing near the Sino-Indian border, its wreckage was spotted close to its last known position near Tezpur.
"As of now weather is bad and the place has dense foliage. Further update follows," the IAF said in a statement.
The two pilots haven't been located yet, but they are unlikely to have survived the crash.
India China Border
Indian Air Force
Sukhoi Fighter Plane
Hindustan Aeronautics Limited
Missing Sukhoi-30- Indian Air Force
Salanibari Air Force
Sukhoi 30 MKI | aerospace | 1 |
https://www.dictionary.com/browse/air-ministry | 2023-09-24T08:35:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506623.27/warc/CC-MAIN-20230924055210-20230924085210-00340.warc.gz | 0.932261 | 195 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__196748380 | en | (in England) the department of government administering all civil and military matters concerning aviation.
Dictionary.com Unabridged Based on the Random House Unabridged Dictionary, © Random House, Inc. 2023
How to use Air Ministry in a sentence
At any rate, they convinced the Commandant that he should phone the Air Ministry.Dave Dawson on the Russian Front | R. Sidney Bowen
They walked the short distance to the Air Ministry in mutual thoughtful silence.Dave Dawson with the R.A.F | R. Sidney Bowen
What pair of ears in Air Ministry had heard of this part of the plan, he would probably never know.Dave Dawson on the Russian Front | R. Sidney Bowen
The Admiralty must know all about it if they are still on speaking terms with the Air Ministry.
We trust there is no truth in the rumour that the Air Ministry Bill has gone to a better pigeon 'ole. | aerospace | 1 |
https://insurance.moray.com.au/publication/noel-campbell-v-rodney-victor-hay-2013-nswdc-11/ | 2021-01-25T06:45:50 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703565376.63/warc/CC-MAIN-20210125061144-20210125091144-00201.warc.gz | 0.970879 | 984 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__218606853 | en | Noel Campbell v Rodney Victor Hay NSWDC 11
March 27, 2013
The District Court of NSW recently dismissed a plaintiff’s claim for injuries suffered as a result of an emergency landing of a light aircraft on the basis that the injuries suffered by the plaintiff resulted from the materialisation of an obvious risk of a dangerous recreational activity.
Marks ADCJ held that although the defendant flight instructor was negligent in carrying out the emergency landing, the defendant was not liable for the plaintiff’s injuries pursuant to s5L of the Civil Liability Act (‘the Act’).
The plaintiff was a student of the defendant and was learning to fly a light aircraft. In the course of his second flying lesson the aircraft engine stopped. The defendant took control of the aircraft and executed an emergency landing during which the plaintiff sustained injuries.
The plaintiff alleged that his injuries resulted from the defendant’s negligence in failing to abort the flight as soon as any engine ‘roughness’ appeared, attempting to land at an excessive speed, and flying over rough terrain with no suitable landing sites’, amongst other things.
Marks ADCJ found that the defendant failed to exercise reasonable care for the safety of the plaintiff in not ensuring that the aircraft was flown towards an appropriate landing strip immediately after the second set of engine vibrations started and continuing to fly rather than trying to land the aircraft.’
Dangerous recreational activity defence
The defendant pleaded that the injuries suffered by the plaintiff resulted from the materialisation of an obvious risk of a dangerous recreational activity pursuant to s5L of the Act.
Section 5L of the Act provides that:
(1) A person is not liable in negligence for harm suffered by another person as a result of an obvious risk of a dangerous recreational activity
(2) This section applies whether or not the plaintiff was aware of the risk.
Marks ADCJ considered three questions:
- Was the plaintiff engaged in a recreational activity?
- Was that recreational activity ‘dangerous’?
- Was there an obvious risk?
His Honour held that the plaintiff clearly was engaged in recreational activity; this was not controversial.
In considering whether the recreational activity engaged in by the plaintiff was ‘dangerous’, his Honour referred to s5K of the Act which defines a dangerous recreational activity as ‘a recreational activity that involved a significant risk of physical harm’.
In assessing whether a recreational activity involves a significant risk of physical harm, Marks ADCJ stated that he must take into account ‘all of the relevant circumstances that bear on the activity in which the plaintiff was engaged at the time he suffered his injuries’. Those circumstances were that the plaintiff was flying with an experienced pilot in a single engine light aircraft, and that the aircraft was flying above ground and needed to be landed safely to avoid any risk of harm.
His Honour held that there is a risk of something going wrong with the operation of any aircraft which will impact on the operation of the aircraft and the ability to land it safely. This finding was said by His Honour to be a matter of logic, common sense and general understanding likely to be shared in the public domain.
Support for determination of the issues on this ‘common sense’ basis, provided there was a valid basis for doing so, was found in the numerous authorities to which Marks ADCJ referred.
His Honour referred to and relied on evidence tendered by the defendant. That evidence included statistics in relation to the accidents involving light aircraft.
His Honour held that having regard to the defendant’s evidence, the risk of something ‘going wrong’ in the operation of an aircraft in flight and in safely landing the aircraft could not be described as trivial, even though the risk of something going wrong occurred infrequently.
On that basis, the court found that there was a significant risk of physical harm. This finding, coupled with the finding that there ‘was a not insignificant risk of something going wrong’ led the court to find that the recreational activity in which the plaintiff was engaged was dangerous for the purpose of s5L of the Act. Accordingly, the defendant was not found liable to the plaintiff for his injuries.
This case is useful in identifying the matters a defendant needs to prove in order to establish that the injuries suffered by a plaintiff resulted from the materialisation of an obvious risk of a dangerous recreational activity.
Authored by Kathryn Langton, Lawyer, Sydney.
December 5, 2012
Two recent Supreme Court of NSW judgments have determined that a builder does not owe a common law duty of care…Continue reading
April 30, 2020
Introduction The coronavirus (COVID-19) outbreak has caused an unprecedented crisis in a very short period of time. Like every other sector…Continue reading | aerospace | 1 |
https://generalaviationnews.com/2013/10/08/garmin-debuts-d2-gps-watch-for-pilots/ | 2019-03-25T02:20:57 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203547.62/warc/CC-MAIN-20190325010547-20190325032547-00509.warc.gz | 0.936501 | 406 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__202371959 | en | OLATHE, Kan. — Garmin has introduced a GPS watch designed specifically for aviators. D2’s features include Garmin’s signature direct-to and nearest navigation functions, as well as a built-in altimeter with adjustable baro setting, altitude alerting capabilities, display of both local and Zulu/UTC time, and the ability to integrate with the Garmin Pilot app, VIRB action camera, and more.
Pilots can press and hold dedicated buttons for quick access to perform direct-to, nearest functions, as well as create fly-over waypoints of their current locations. Additionally, pilots can load flight plans and create waypoints, similar to the capability found in Garmin’s portable GPS products.
Other features include the option to assign customized data fields to display GPS ground speed, GPS track, distance, estimated time en route, bearing, glide ratio and much more, according to company officials. D2 features altitude alerting, which notifies pilots when they reach or leave a preselected altitude.
Pilots can navigate with D2, which offers a built-in WAAS GPS, altimeter with an adjustable barometric setting, compass with an HSI, and moving map page. With the option to set up vibrating alerts within D2, pilots are reminded of critical operations such as when to switch fuel tanks in-flight or any other time sensitive operation, company officials said.
Pilots can build flight plans and create waypoints within the Garmin Pilot app on compatible Bluetooth devices and upload them to D2. Additionally, D2 will remotely control Garmin’s HD action camera, VIRB. When connected to VIRB, D2 has the ability to remotely start and stop video, view elapsed time for active video recording, as well as capture still photos, even when video recording is active.
Availability for D2 is anticipated in November at a price of $449.
For more information: Garmin.com | aerospace | 1 |
https://www.trade-a-plane.com/search?category_level1=Multi+Engine+Piston&make=PIPER&model=P-NAVAJO&s-type=aircraft | 2018-09-22T04:22:24 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267158011.18/warc/CC-MAIN-20180922024918-20180922045318-00558.warc.gz | 0.756963 | 295 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__114468204 | en | PIPER P-NAVAJO Aircraft For Sale
4744 Hours TT, 958 Hours SMOH L/R, Garmin GTN750, GMA350 Audio Panel, Oxygen, Bendix AFCS 810 Autopilot System, Air Conditioned, Nice Paint & Interior, Com... More Info
Louisville (KLOU), KY USA
Last Update: 07/31/2018
N777GM. 1975 PA-31 P-NAVAJO, 3893 TTSN. 182/129 SMO Altimatic V A/P, Altimatic V AP/FD. Nacell LR Fuel. PM3000. Plane is located at Wendell H. Ford (... More Info
Hazard KCPF, KY USA
Last Update: 09/13/2018
Multi Engine Piston Piper P-Navajo Aircraft Information
The multi engine piston Piper P-Navajo is powered by two Lycoming TIGO-541-E1A engines. The gross weight is 7,800 lbs and the empty weight is 5,004 lbs.The cruise speed is 220 kts, the stall speed is 73 kts, and the range is 690 miles.
To view the various models currently available, please check out our Piper aircraft for sale, our Multi Engine Piston aircraft for sale or our other Aircraft For Sale for descriptions and photos or PLACE A LISTING of your aircraft for sale. | aerospace | 1 |
https://www.ridespace.io/ | 2023-01-29T19:16:40 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499758.83/warc/CC-MAIN-20230129180008-20230129210008-00194.warc.gz | 0.908515 | 333 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__248915127 | en | We 're hiring ! click here to know more 🚀
You are a click away from Space.
Set up your launch request on the platform and share it to launch provider or OTV of your choice.Discover RIDE!
Small satellite launches is becoming a commodity. For Launch & Satellite ecosystems, it is time for a more direct way to collaborate.
This is the New Space.
Get pricing, find the launch manifest & technical details to get in touch quickly with the launch providers.
Create your project in a few minutes and get an overview of the providers that suit your needs.
Save days of search, several emails and data compilation
With RIDE!, the satellite launch process becomes easy.
Whether you are a researcher, an academic or a private satellite operator the platform is tailored by you and for you!
RIDE! use it’s own algorithm to find you launch opportunities and associated services that best match your needs, and thus among all the launch providers”
Because knowledge and sharing is essential for RIDE!, we regularly offer content to share our knowledge to all actors of the Newspace industry. You can find all our latest publications in this section.RIDE! Ressources
"CNES is very pleased to support RIDE! space"
"CNES is very pleased to support RIDE! space, the first digital launch-on-demand platform that connects over 30 launch operators with 140 satellite operators !"
Strategy Director at Centre National d'Études Spatiales | aerospace | 1 |
https://afterburner.com.pl/hols-der-teufel-replica/ | 2024-02-29T08:37:38 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474795.48/warc/CC-MAIN-20240229071243-20240229101243-00828.warc.gz | 0.963922 | 463 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__115093417 | en | A replica of Jacobs – Lippisch ´Hol´s der Teufel´ glider designed in 1928, performing the flying display at Den ve vzduchu 2016 air show, Plasy (Czech Republic).
In 1928, Alexander Lippisch and Hans Jacobs, two German pioneer aviation designers, built a glider named ´Hol´s der Teufel´. It was the second glider designed by Lippisch and it was named after his first construction from 1923.
´Hol´s der Teufel´ can be translated into English as ´devil take it´ and, being rather a little weird name for an aircraft, was taken from Swedish curse ´djävaler anamma´. It was one of the favourite phrases uses by two Swedish students working in Lippisch´s workshop.
This German design became a very popular glider in late 1920s and 1930s, especially when in 1932 the detailed plans were published by Jacobs in the amateur glider-building book. ´Hol´s der Teufel´ gliders were built in Germany, Hungary, UK and even in Brazil and Australia.
The plans published in 1932 became the inspiration for Gerhard Maleschka and Jiří Leník to build a replica of Jacobs – Lippisch glider. They started in 2002 and after more than four thousand working hours, the replica was ready in 2004. The replica was then registered as an ultra-light glider, becoming the sole airworthy ´Hol´s der Teufel´ in the world.
Over the next few years the unique silhouette of German sailplane enjoyed the spectators at many air shows in Czech Republic and Europe. The Jacobs – Lippisch glider proved to be a really timeless design, still in 2000s allowing its pilot to earn the FAI Silver C Badge.
Regrettably, on 18th July 2016, during the historical glider rally held at Plasy, ´Hol´s der Teufel´ – exceptionally not flown by Jiří Leník – impacted terrain on approach to the airfield. The aircraft was significantly damaged, fortunately the pilot was just slightly injured. The crash was caused by pilot´s error. | aerospace | 1 |
https://ijet.aero/countries/flight-operational-requirements/?country_name=Afghanistan | 2022-08-17T16:44:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573029.81/warc/CC-MAIN-20220817153027-20220817183027-00088.warc.gz | 0.859673 | 421 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__28098505 | en | |Overflight Permit Afghanistan|
|Documents required for overflight permit in Afghanistan for AD-HOC, commercial, and private flights|| • NIL|
• Route in FIR
|Lead time to obtain the overflight permit for Afghanistan||24 hours|
|Short notice overflight permit for Afghanistan||Can be arranged in at an additional cost.|
|Validity of overflight permit in Afghanistan||72 hours|
|Landing Permit Afghanistan|
|Documents required for landing permit in Afghanistan for AD-HOC, commercial, and private flights|| • Receiving party’s details|
• PPR is required
• Aircraft documents
• Route in FIR
|Lead time to obtain the landing permit forAfghanistan||24- 48 hours|
|Short notice landing permit for Afghanistan||Can be arranged in at an additional cost.|
|Validity of landing permit in Afghanistan||72 hours|
• For landing permit request, you need a local sponsor.
• If you want to fly to Kabul, first take approval from the CAA, then apply for landing permit from the destination airport.
|Flight Management and Trip planning for Afghanistan|
|Weekend||Official weekend in Afghanistan is Friday- Saturday.|
|Visa Requirements in Afghanistan|| For crew, no visa is required (for all nationalities). They can enter on Gen Dec. But no crew rest/ overnight in OAIX.|
For passengers, for any nationality, require visa to enter Afghanistan.
People who can enter Afghanistan visa-free must either be born in Afghanistan or born to Afghan parents or with parents born in Afghanistan.
|Airport Slots||Airports in Afghanistan are not slot coordinated but PPR is required.|
|In-Flight Catering Service||In-flight catering can be arranged from reputed hotels and restaurants in the city.|
For more information on in-flight catering, security at the airport, ground handling services, and other operational flight requirements click here to talk to our operations agent. | aerospace | 1 |
https://en.wikipedia.org/wiki/Gossamer_Albatross | 2023-12-11T10:46:05 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679103810.88/warc/CC-MAIN-20231211080606-20231211110606-00621.warc.gz | 0.913567 | 1,379 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__277222039 | en | |The Gossamer Albatross II at Dryden Flight Research Center in 1980|
|National origin||United States|
|Status||Gossamer Albatross I - Steven F. Udvar-Hazy Center, Virginia, USA|
Gossamer Albatross II - Museum of Flight in Seattle, Washington, USA
|Developed from||Gossamer Condor|
|Developed into||Gossamer Penguin|
The Gossamer Albatross is a human-powered aircraft built by American aeronautical engineer Dr Paul B MacCready's company AeroVironment. On June 12, 1979, it completed a successful crossing of the English Channel to win the second Kremer prize worth £100,000 (equivalent to £538,000 in 2021).
Design and development
The aircraft was designed and built by a team led by Paul B. MacCready, a noted American aeronautics engineer, designer, and world soaring champion. Gossamer Albatross was his second human-powered aircraft, the first being the Gossamer Condor, which had won the first Kremer prize on August 23, 1977, by completing a 1-mile (1.6 km)-long figure-eight course. The second Kremer challenge was then announced as a flight across the English Channel recalling Louis Blériot's crossing of 1909.
The aircraft is of "canard" configuration, using a large horizontal stabilizer forward of the wing in a manner similar to the Wright brothers' successful Wright Flyer aircraft and powered using pedals to drive a large, two-bladed propeller. The Gossamer Albatross was constructed using a carbon fiber frame, with the ribs of the wings made with expanded polystyrene; the entire structure was then wrapped in a thin, transparent plastic (mylar PET film). The empty mass of the structure was only 71 lb (32 kg), although the gross mass for the Channel flight was almost 220 lb (100 kg). To maintain the craft in the air, it was designed with very long, tapering wings (high aspect ratio), like those of a glider, allowing the flight to be undertaken with a minimum of power. In still air, the required power was on the order of 300 W (0.40 hp), though even mild turbulence made this figure rise rapidly.
Just before 6 am on June 12, 1979, amateur cyclist and pilot Bryan Allen powered the Albatross to the rehearsed speed of 75 revolutions per minute and took off from a point near Folkestone, England. The Channel conditions and lack of wind were ideal for the crossing.
However, problems soon began to affect the aircraft and pilot. Allen's radio failed for a while and he was only able to communicate with the accompanying boats by hand and head movements. In addition, Allen's water supply had been estimated for a two-hour flight, but headwinds delayed the crossing and his supply ran out. Without adequate water, Allen suffered from dehydration and leg cramps.
With increasing headwinds, concern grew that the flight would have to be called off. With the coast of France still unseen, an accompanying boat maneuvered in front of the Albatross to hook it to safety. However, for the hooking procedure, Allen had gone a little higher and found less air turbulence, so he continued to pedal the aircraft and see if progress could be made. With a calming surface wind, Allen continued, and landed on a beach at Cape Gris-Nez in France. Allen completed the 22.2 mi (35.7 km) crossing in 2 hours and 49 minutes, achieving a top speed of 18 mph (29 km/h) and an average altitude of 5 ft (1.5 m).[failed verification]
MacCready's team built two Albatrosses; the back-up plane was jointly tested as part of the NASA Langley/Dryden flight research program in 1980 and was also flown inside the Houston Astrodome, the first ever controlled indoor flight by a human-powered aircraft. The Gossamer Albatross II is currently on display at the Museum of Flight in Seattle, Washington.
Data from MuseumofFlight.org
- Crew: One (pilot-engine)
- Capacity: 145-pound (66 kg) useful load
- Length: 34 ft 0 in (10.36 m)
- Wingspan: 97 ft 8 in (29.77 m)
- Height: 16 ft 0 in (4.88 m)
- Wing area: 488 sq ft (45.3 m2)
- Aspect ratio: 19.5
- Empty weight: 70 lb (32 kg)
- Gross weight: 215 lb (98 kg)
- Powerplant: 1 × Human
- Maximum speed: 18 mph (29 km/h, 16 kn)
- Range: 35 mi (56 km, 30 nmi)
- Wing loading: 0.44 lb/sq ft (2.1 kg/m2)
Aircraft of comparable role, configuration, and era
- "Gossamer Albatross ECN-12665". NASA. Retrieved March 26, 2015.
- "Gossamer Albatross". Smithsonian National Air and Space Museum. Retrieved March 26, 2015.
- "Gossamer Albatross". AeroVironment, Inc. Retrieved March 26, 2015.
- "BBC Radio 4 - Letter from America by Alistair Cooke, John Wayne obituary, 1979".
- MuseumofFlight.org, Referenced May 19, 2010
- Allen, Bryan. "Winged Victory of Gossamer Albatross". National Geographic, November 1979, vol. 156, n. 5, p. 640-651
- Morton Grosser. Gossamer Odyssey: The Triumph of Human-Powered Flight. MBI Press, 2004; Dover Publications, Inc., 1991; Houghton Mifflin Co., 1981
- Morton Grosser. On Gossamer Wings. York Custom Graphics, 1982
- Ciotti, Paul. More With Less - Paul MacCready and the dream of efficient flight. Encounter Books, 2002. ISBN 1-893554-50-3
- NASA's page on Gossamer Albatross II
- NASA image of Gossamer Albatross II
- List of displayed aircraft at Udvar-Hazy center
- Gossamer Albatross II at Seattle Museum of Flight
- Shows various MacCready and Aerovironment aircraft, including Gossamer Penguin
- Gossamer Albatross photography by the team's photographer, Don Monroe | aerospace | 1 |
https://p4-r5-01081.page4.com/_blog/2015/01/04/3615-astronomie---wie-wird-solar-wind-verursacht/ | 2019-08-22T11:48:24 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027317113.27/warc/CC-MAIN-20190822110215-20190822132215-00456.warc.gz | 0.929525 | 869 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__107577977 | en | A schematic diagram shows the research result summary. We found that the solar wind drastically accelerated around a location that is five times the radius away from the Sun. We also clarified that this acceleration was caused by heat created when sound waves that are generated within the solar wind are destroyed. The blue curvy lines indicate the lines of magnetic force, blue arrows are solar wind speed, and red marks are images of sound waves.
How is Solar Wind Caused?
Venus Climate Orbiter "AKATSUKI" Elucidated Solar Wind Acceleration
Japan Aerospace Exploration Agency (JAXA)
The University of Tokyo
Researchers at the Institute of Space and Astronautical Science (ISAS) and the University of Tokyo studied solar wind flowing a long distance from the Sun's vicinity, whose distance is about 20 times the radius of the Sun, and found that the wind drastically accelerated at around a location that is five times the radius away from the Sun. They also clarified that the acceleration of solar wind in such a faraway place was related to heating cause by an energy source of waves transmitting through solar wind.
This research result was attained thanks to an onboard instrument of the AKATSUKI, which observes Venus as it travels toward it. The achievement will provide us with a clue to solve the "corona heating issue," which has long been veiled in mystery.
Venus Climate Orbiter "AKATSUKI" (PLANET-C)
AKASTUKI will elucidate the mysteries of Venus, Earth’s twin sister.
Japan will initiate the beginning of a new era of Venusian exploration.
AKATSUKI (PLANET-C) is the next planetary exploration project for the Martian orbiter NOZOMI. Venus has long been referred to as Earth’s sister planet not only because its size and distance from the sun are similar to those of the Earth, but also because its birth formation is considered to be similar to that of the Earth at the genesis period of the solar system. However, Venus is actually very different from the Earth as it is veiled in high-temperature carbon dioxide and thick sulfuric-acid clouds. Also, above the surface of Venus, violent winds which reach some 400 kilometers per hour blow over. Clarification of the causes for such an environment will provide us with clues to understand why the Earth has become a peaceful and lively planet unlike Venus as well as to help understand climate change on Earth. Therefore, Venus is a very important subject for exploration to learn about the Earth’s environment.
Re-entry plan to Venus orbit
The AKATSUKI is expected to usher in a new era of Venusian exploration. It was launched aboard an H-IIA Launch Vehicle No. 17 in May 2010 (JST.) It smoothly flew and spurted out jets from its orbit control engine on Dec. 7, 2010. Unfortunately, the AKATSUKI failed to inject itself into the orbit of Venus. JAXA set up an investigation team not only to examine and study the causes of the failure and countermeasures, but also to see if it is possible to insert the AKATSUKI again into the orbit when it comes closer to Venus in about six years.
Characteristics of Venus Climate Orbiter "AKATSUK" (PLANET-C)
Infrared light enables more detailed investigation of Venus.
The probe vehicle of AKATSUKI will enter an elliptical orbit, 300 to 80,000 km away from Venus’s surface. This wide variation in distance will enable comprehensive observations of the planet’s meteorological phenomena and of its surface, as well as observations of the atmospheric particles escaping from Venus into space. It will also be possible to take close-up photos of Venus, and to observe the storm winds that blow on the Venusian surface, at speeds that reach 100 m a second - 60 times the speed at which Venus rotates. This phenomenon remains the biggest mystery of Venus, as it cannot be explained meteorologically. AKATSUKI will employ infrared light to observe and elucidate the mysteries surrounding the atmosphere under the clouds and the conditions on the planet’s surface. In addition, it will confirm the presence of active volcanoes and thunder. | aerospace | 1 |
https://www.kahl.net/Astronews-July-2005.html | 2019-10-14T14:40:09 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986653247.25/warc/CC-MAIN-20191014124230-20191014151730-00203.warc.gz | 0.965003 | 315 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__29721922 | en | The Red Planet is about to be Spectacular (again!)
Did you get the email about Mars saying it will soon be closer to Earth than ever before in recorded history in the next months?
Did the email say "Earth is catching up with Mars in an encounter that will culminate in the closest approach between the two planets in recorded history."
Well sorry to disappoint folks, but this Mars email is from 2003. And like most email warnings it is also a little distorted and exaggerated.
Some of you might still remember that this Mars apparition (when Mars was closest to Earth) actually happened two years ago. In August 2003 Mars came closer to Earth than ever before in recorded history.
Now please don't cry, because Mars is still making a very very good showing in 2005! The closest approach will be just after Halloween. It will almost be as good as in 2003.
The 2005-2006 apparition of Mars will be one of the most favorable of the twenty first century for two reasons: 1) Mars will be almost as close to Earth as it was in 2003, 2) Mars will be higher in our sky above the celestial equator. Astronomy enthusiast know what this means - they will have a better opportunity to see and enjoy Mars!
Why are we getting closer to Mars? Imagine a race track. If one car is closer to the center of the track and traveling faster, it will eventully catch up to and pass the outer car. This is what is happening with Earth and Mars, we are "lapping" Mars. | aerospace | 1 |
https://www.jsc.nasa.gov/Bios/htmlbios/coats-ml.html | 2017-04-24T03:29:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917118963.4/warc/CC-MAIN-20170423031158-00542-ip-10-145-167-34.ec2.internal.warc.gz | 0.951109 | 1,312 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__246935303 | en | National Aeronautics and Space Administration
Lyndon B. Johnson Space Center
Houston, Texas 77058
Michael L. Coats (Captain, USN, Ret.)
NASA ASTRONAUT (FORMER)
PERSONAL DATA: Born January 16, 1946, in Sacramento, California, but considers Riverside, California, his hometown. He is married to the former Diane Eileen Carson of Oklahoma City, Oklahoma. They have two grown children, a daughter and a son, and two adorable, identical twin granddaughters.
EDUCATION: Graduated from Ramona High School, Riverside, California, in 1964. Received a Bachelor of Science in Naval Science from the United States Naval Academy in 1968, a Master of Science in Administration of Science and Technology from George Washington University in 1977, and a Master of Science in Aeronautical Engineering from the U.S. Naval Postgraduate School in 1979.
ORGANIZATIONS: Member, Society of Experimental Test Pilots; Association of Space Explorers.
SPECIAL HONORS: Recipient of the Rotary National Award for Space Achievement (RNASA) National Space Trophy in 2012. Recipient of the JSC Presidential Rank Award in 2009. Elected Fellow of the American Institute of Aeronautics and Astronautics (AIAA) in 2008. Inducted into the Astronaut Hall of Fame in 2007. Awarded the Fédération Aéronautique Internationale (FAI) Gold Space Medal in 2006. Recipient of the Defense Superior Service Medal, three Distinguished Flying Crosses, 32 Strike Flight Air Medals, three Individual Action Air Medals, nine Navy Commendation Medals with Combat V, three NASA Space Flight Medals, the NASA Distinguished Service Medal and the NASA Medal For Outstanding Leadership.
EXPERIENCE: Coats graduated from Annapolis in 1968 and was designated a Naval Aviator in September 1969. After training as an A-7E pilot, he was assigned to Attack Squadron 192 (VA-192) from August 1970 to September 1972 aboard the USS Kitty Hawk and, during this time, flew 315 combat missions in the Vietnam War. He served as a Flight Instructor with the A-7E Readiness Training Squadron (VA-122) at Naval Air Station, Lemoore, California, from September 1972 to December 1973, and was then selected to attend the U.S. Naval Test Pilot School, Patuxent River, Maryland. Following test pilot training in 1974, he was Project Officer and Test Pilot for the A-7 and A-4 aircraft at the Strike Aircraft Test Directorate. He served as a Flight Instructor at the U.S. Naval Test Pilot School from April 1976 until May 1977. He then attended the U.S. Naval Postgraduate School at Monterey, California, from June 1977 until his selection for the astronaut candidate program.
He has logged more than 5,000 hours flying time in 28 different types of aircraft and more than 400 carrier landings.
NASA EXPERIENCE: Selected as an astronaut candidate in January 1978, Coats became a NASA astronaut in August 1979. He was a member of the STS-4 astronaut support crew and was a capsule communicator (CAPCOM) for STS-4 and STS-5. From May 1989 to March 1990, he served as acting Chief of the Astronaut Office. He was the pilot on STS 41-D (August 30 to September 5, 1984). In February 1985, he was selected as Spacecraft Commander on STS 61-H, which was canceled after the Challenger accident. He was the Spacecraft Commander on STS-29 (March 13 to March 18, 1989) and STS-39 (April 28 to May 6, 1991). A veteran of three spaceflights, Coats has logged more than 463 hours in space.
Coats retired from the U.S. Navy and the Astronaut Office in August 1991 and joined the corporate arena. From 1991 to 1996 he was Vice President of Avionics and Communications Operations for Loral Space Information Systems. From 1996 to 1998 he was Vice President of Civil Space Programs for Lockheed Martin Missiles and Space in Sunnyvale, California. From 1998 to 2005 he was Vice President of Advanced Space Transportation for Lockheed Martin Space Systems Company in Denver, Colorado. Coats returned to NASA in November 2005 to serve as Director of the Lyndon B. Johnson Space Center in Houston, Texas, until his retirement in December 2012.
SPACEFLIGHT EXPERIENCE: STS 41-D launched from Kennedy Space Center, Florida, on August 30, 1984. This was the maiden flight of space shuttle Discovery. During this six-day mission, the crew successfully activated the OAST-1 solar cell wing experiment, deployed three satellites (SBS-D, SYNCOM IV-2 and TELSTAR 3C) and operated the CFES‑III experiment, the student crystal growth experiment and photography experiments using the IMAX motion picture camera. The crew earned the name “Icebusters” for successfully removing hazardous ice particles from the orbiter using the Remote Manipulator System. STS 41-D completed 96 orbits of the Earth before landing at Edwards Air Force Base, California, on September 5, 1984.
STS-29 Discovery launched from Kennedy Space Center on March 13, 1989. During this highly successful five-day mission, the crew deployed a Tracking and Data Relay Satellite and performed numerous secondary experiments, including a space station “heat pipe” radiator experiment, two student experiments, a protein crystal growth experiment and a chromosome and plant cell division experiment. In addition, the crew took more than 3,000 photographs of the Earth using several types of cameras, including the IMAX 70 mm movie camera. Mission duration was 80 orbits of the Earth and concluded with a landing at Edwards Air Force Base on March 18, 1989.
STS-39, an unclassified eight-day Department of Defense mission, launched from Kennedy Space Center on April 28, 1991. The seven-member crew worked around the clock in two-shift operations, during which they deployed, operated and retrieved the SPAS-II spacecraft, in addition to conducting various science experiments, including research of both natural and induced phenomena in the Earth’s atmosphere. After completing 134 orbits of the Earth, Discovery and her crew landed at Kennedy Space Center on May 6, 1991.DECEMBER 2012 | aerospace | 1 |
https://fixthejetpath.com/are-you-under-a-flight-path/ | 2021-04-21T05:11:19 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618039508673.81/warc/CC-MAIN-20210421035139-20210421065139-00607.warc.gz | 0.924491 | 211 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__28106193 | en | VIA FLIGHT PATH FORUM
Are you going to be under the flight path? Check out the current data for where the plans fly on the current runway flight paths. These actual flight lines cover more than the 1km and 3km band which are used to calculate how many residents will be affected by the noise in the EIS.
The red paths are the jet aircraft arrivals from 2017 Q1, and the green paths are the jet aircraft departures from 2017 Q1.
The proposed paths shown in these fact sheet images show a 1km width. If the planes fly outside of these lines as seems to currently be the case, you can bet surrounding communities not directly under a path such as Peregian Beach, Sunshine Beach, Noosa, Tewantin, Doonan, Eumundi and Cooroy will also experience overflights.
Departures and Arrivals from the current Sunshine Coast Airport. Every line is an overflight from Q1, 2017.
How wide do you estimate those flight paths to be??? | aerospace | 1 |
https://www.afhra.af.mil/About-Us/Fact-Sheets/Display/Article/433202/jacobson-hilding-l-colonel/ | 2022-12-01T18:15:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710829.5/warc/CC-MAIN-20221201153700-20221201183700-00165.warc.gz | 0.801753 | 162 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__273204556 | en | JACOBSON, Hilding L. (Colonel) Call No.: K239.0512-183 IRIS No.: not available IRIS Tape No.: 00904030 Accessibility: OPEN Pages/Time: No transcript/1:04 Class: U Date/Location: 13 December 1968/Griffiss AFB NY Interviewers: Lt. Stevenson Source: Project CORONA HARVEST Collection Topics: (1967-1968) Oral history interview with Colonel Hilding L. Jacobson, Chief Strategic Air Command Advanced Echelon (SCADVON), Saigon Vietnam. Interview is centered around SCADVON's mission, organization and working relation with Military Assistance Command Vietnam, and Seventh Air Force; B-52 and KC-135 operations and target selections. | aerospace | 1 |
http://www.modelcarsmag.com/forums/?showuser=10341&tab=topics | 2015-07-05T12:55:14 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375097473.95/warc/CC-MAIN-20150627031817-00023-ip-10-179-60-89.ec2.internal.warc.gz | 0.98857 | 141 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__131949948 | en | Just a rather quick build of a new airfix kit. I've wanted to build one of these late-model seafires for quite some time now. This thing with its contra-rotating props and 20mm Hispano -cannons is ,in my opinion, what a real fighter should look like.
The underside is still missing couple of lenses and a piece of flap which I managed to misplace.
Afterall, the kit wasn't quite as good as I had expected. It hat a lot of well detailed parts, but the fuselage halves were badly warped and were a huge hassle to glue together properly, and the landing gear were a bit fiddly as well. | aerospace | 1 |
https://www.wired.com/1999/12/the-hungry-skies/ | 2021-06-19T19:54:47 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487649688.44/warc/CC-MAIN-20210619172612-20210619202612-00201.warc.gz | 0.983451 | 112 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__85199342 | en | The Northwest Airlines flight from Las Vegas to Detroit was loaded and ready to go. Then the pilot, Captain Floyd Dean, found out what was on the in-flight menu and left the aircraft in search of a decent meal. After cabbing it to a restaurant outside the airport, Dean returned to a planeload of 150 angry passengers and befuddled crew. His belly full, Dean then took off for Motown -- 90 minutes late. Hope the good captain enjoyed his meal, because it was his last as a Northwest pilot. The airline fired him. | aerospace | 1 |
http://wyrp.info/private-jet-charter-harrisburg-pa-charter-deer-jet-787.html | 2019-07-15T22:09:03 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524254.28/warc/CC-MAIN-20190715215144-20190716001144-00518.warc.gz | 0.963611 | 704 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__124529952 | en | We prefer to finalize our itinerary, plane and crew at least a week in advance. We did not get things completely final until the day of the actual flight. Secondly, we prefer to pay post-flight rather than pre-flight. You were able to make an exception in our case which was appreciated. Lastly, the quality of the catering service from STT was atrocious. It was inedible.
When you’re looking to switch off, relax and travel for leisure, a private jet rental is ideal. You can relax, knowing that there’s no need to stress, and when in the air, you’ll be surround by luxurious comfort, allowing you to arrive feeling relaxed and rejuvenated. Whether you’re traveling alone, with a loved one, with family or in a group, flying by private jet offers privacy, space and comfort.
Of course, the cheapest way to fly privately is to have a friend who invites you on their flight. Then there are the semi-private charters like JetSmarter, JetSuiteX and JetClass where you can buy a seat on a scheduled private jet and corporate shuttle flight sharing it with strangers, much like if you were on a commercial airline. You can buy tickets on these flights for under $200 and you do avoid those crowded main airport terminals. However, if you want to have the real deal experience, chartering your own private jet, you are looking at something between $5,000 and up to $20,000 per hour depending on the size of aircraft and routing.
Eric Bold and Stratos Jets came to the rescue this week whilst I was trying to evacuate friends and families from Puerto Rico during the aftermath of Hurricane Maria. Eric was beyond helpful and always courteous. He was quick to find an aircraft within my budget and stayed in contact with me at every point during our transaction to update me on all matters concerning our trip. I would highly recommend Stratos Jets to anyone and I look forward to working with them on our next trip.
JetSuite provides efficient operations, acute attention to detail, acclaimed customer service, and industry-leading safety practices. Offering a WiFi-equipped fleet of aircraft across the US, JetSuite was recently ranked #1 in light jet utilization by ARGUS. Under the leadership of CEO Alex Wilcox, a JetBlue founding executive, JetSuite is IS-BAO certified and ARGUS Platinum rated, the highest possible safety rating in the private jet industry. Contact us via the form above for a custom quote or to find out how to get our lowest private aviation rates by becoming a SuiteKey Member.
First of its kind charter booking platform allowing First of its kind charter booking platform allowing you to instantaneously book a private jet without you to instantaneously book a private jet without any human intervention. Choose from more than 40 any human intervention. Choose from more than 40 aircraft, schedule your trip and pay a small token aircraft, schedule your trip and pay a small token amount online to confirm your booking amount online to confirm your booking
© 2018 Air Charter Service Worldwide | Disclaimer: ACS arranges flights on behalf of our clients with FAR Part 135 direct air carriers that exercise full operational control of charter flights at all times. Flights will be operated by FAR Part 135 direct air carriers that have been certified to provide service for ACS charter clients and that meet all FAA safety standards. ACS are not an aircraft operator. | aerospace | 1 |
https://compeatix.com/crushed-martian-rock-composite-can-be-used-for-3d-printing-on-the-red-planet/ | 2022-12-02T03:17:55 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710890.97/warc/CC-MAIN-20221202014312-20221202044312-00094.warc.gz | 0.920965 | 768 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__90818741 | en | September 14, 2022
Researchers have found a way to make rocket tools and parts on Mars through additive manufacturing.
Mixing a small amount of crushed Martian rock with a titanium alloy makes a stronger material in a 3D printing process that could one day be used on Mars.
The researchers made the parts with no more than five percent to 100 percent of the Martian regolith, a black powdery substance meant to simulate the inorganic rocky material found on the Red Planet’s surface.
Whereas the 5% Martian regolith portions were strong, the 100% Martian regolith portions proved to be brittle and easily cracked. However, even materials with a high Martian content would be useful in making coatings to protect equipment from rust or radiation damage, says Amit Bandyopadhyay, corresponding author of the study in the International Journal of Applied Ceramic Technology.
“In space, 3D printing has to happen if we want to think about a manned mission because we really can’t carry everything from here,” says Bandyopadhyay, a professor in the School of Mechanical and Materials Engineering at Washington State University. “And if we forget something, we can’t go back to get it.”
Bringing materials into space can be very expensive. For example, it costs NASA’s space shuttle about $54,000 to put just one kilogram of payload (about 2.2 pounds) into Earth’s orbit, the researchers note. Anything that can be made in space, or on the planet, will save weight and money — not to mention something happens, astronauts will need a way to fix it on site.
Bandyopadhyay first demonstrated the feasibility of this idea in 2011 when his team used 3D printing to make parts of lunar regolith, simulating crushed moon rocks, for NASA. Since then, space agencies have embraced the technology, and the International Space Station has its own 3D printers to manufacture materials needed on site and for experiments.
In this study, Bandyobadiaye, along with graduate students Ali Afrosian and Kelin Traxl, used a powder-based 3D printer to mix simulated Martian rock dust with an alloy of titanium, a metal often used in space exploration for its strength and heat-resistant properties.
As part of the process, a high-powered laser heated the materials to more than 2,000 degrees Celsius. Next, the molten mixture of Martian regolith ceramics and mineral materials flowed onto a moving platform that allowed the researchers to create different sizes and shapes. After cooling the material, the researchers tested it for strength and durability.
The ceramic material made of 100 percent Martian rock dust cracked as it cooled, but as Bandyopadhyay points out, it can still make good coatings for radiation shields because cracks don’t matter in this context.
But a little bit of Martian dust, a mixture that contains 5 percent of the regolith, not only cracked or exploded, but also showed better properties than the titanium alloy alone, meaning it could be used to make lighter pieces that could withstand heavier loads.
“It gives a material better and higher strength and stiffness, so it can perform better in some applications,” he says.
Bandyopadhyay says this study is just the beginning. Future research may yield better compounds using different metals or 3D printing techniques.
“This proves that this is possible, and maybe we should think in that direction because it’s not just making weak plastic parts, but metal-ceramic composite parts that are strong and can be used for any kind of structural part,” he says.
The National Science Foundation supported the research. | aerospace | 1 |
https://www.ainonline.com/aviation-news/business-aviation/2020-10-16/aerion-teams-estol-developer-electra | 2022-08-20T01:51:01 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573876.92/warc/CC-MAIN-20220820012448-20220820042448-00185.warc.gz | 0.950971 | 485 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__164722529 | en | Taking a step toward its vision of creating an ecosystem of door-to-door travel that supports supersonic flight, Aerion Supersonic has formed a partnership with Falls Church, Virginia-based Electra, which is developing electric short takeoff and landing (eSTOL) aircraft.
Aerion chairman Tom Vice in June outlined plans for the company’s Aerion Connective initiative, which involves the development of a global ecosystem of transportation, including vehicles such as eSTOLs and eVTOLS, to get customers to and from the airport to provide a smoother, faster experience from beginning to end.
As part of that strategy, Aerion signed a memorandum of understanding naming Electra as a preferred partner for Aerion Connect in the greater New York metropolitan area and other potential regional hubs. “We’re…clear that enabling this reinvented, faster ecosystem will require world-class partners to achieve success,” Vice said. “I’m delighted to launch this partnership with Electra and their new generation of eSTOLs, which with their large cabin, optimal range, speed, and emissions capabilities will integrate seamlessly into our vision of the future.”
Founded and headed by John Langford, who formerly had founded and led Aurora Flight Sciences, Electra has ambitions for fixed-wing regional mobility aircraft that use a powered-lift concept to operate in and out of spaces that are used for parking garages, helicopter terminals, or barges.
“Aerion and Electra offer the perfect combination of speed and convenience,” Langford said. “Electra’s powered-lift aircraft can bring air service to areas of less than 100 feet. This will open new opportunities to connect urban, suburban, and remote areas.”
Electra’s plans include a distributed electric propulsion system that involves the use of many small motors mounted around the aircraft, saying this provides for a more fully integrated structure and aerodynamics. In addition, Electra is looking at pilot-assistance systems, using guidance and control technologies in use for autonomous vehicles, to enable high-precision landings that would come with operating out of smaller spaces.
This story comes from the new FutureFlight.aero resource developed by AIN to provide objective, independent coverage, and analysis of new aviation technology, including electric aircraft developments. | aerospace | 1 |
https://indianf.com/tag/space/page/2/ | 2024-02-25T21:37:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474643.29/warc/CC-MAIN-20240225203035-20240225233035-00370.warc.gz | 0.919592 | 651 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__198524635 | en | Home Tags Space
In a groundbreaking revelation, National Oceanic and Atmospheric Administration (NOAA) scientists have uncovered an unexpected presence of metal-infused particles in the stratosphere, well over seven miles above Earth's surface. These particles, containing various metals from satellites and spent rocket boosters, have been vaporized by the intense heat generated during re-entry into Earth's atmosphere.
Inside the depths of planets, where extreme pressures and temperatures reign, matter takes on some truly bizarre forms. While iron atoms are believed to dance within Earth's solid inner core, the gas giants Uranus and Neptune likely host an unusual type of ice, known as superionic ice, which exists as both a solid and a liquid simultaneously. This extraordinary form of ice was first recreated in laboratory experiments five years ago and its existence and crystalline structure were confirmed four years later.
Bennu sample collected by the OSIRIS-REx mission has shown evidence of high-carbon content and water, according to NASA's preliminary assessment. This finding could indicate the presence of the building blocks of life on Earth in the asteroid material. The OSIRIS-REx sample, the largest carbon-rich asteroid sample ever delivered to Earth, will be studied for decades to investigate the origins of life and gain insights into our solar system's formation.
The Indian Space Research Organisation (ISRO), following the achievements of Chandrayaan-3 and the Aditya L-1 missions, is now poised to venture into the realm of Venus, often referred to as Earth's twin.
After years of dedicated work and anticipation, NASA's OSIRIS-REx mission has accomplished a historic milestone by safely delivering a capsule filled with rocks and dust collected from asteroid Bennu to Earth. This remarkable feat, completed with precision, holds the promise of advancing the understanding of planet formation, the origins of organic compounds and water on Earth, and enhancing our knowledge of potentially hazardous asteroids. Let's delve into this extraordinary achievement and its profound implications.
Contrary to previous beliefs that black holes fed slowly, a group of researchers led by Northwestern University found that black holes consume matter much faster. They came to the conclusion using high-resolution 3D simulations.
Frank Rubio, currently on a year-long mission aboard the International Space Station (ISS), has achieved a remarkable milestone in space exploration. Today,...
In a gesture of profound significance, Prime Minister Narendra Modi announced the christening of key lunar locations with names that reflect India's spiritual ethos and indomitable spirit. As he addressed scientists at the ISRO Telemetry Tracking and Command Network Mission Control Complex in Bengaluru, PM Modi revealed that the site where Chandrayaan-3's lander made its lunar touchdown will now be known as 'Shivashakti'. Similarly, the spot where Chandrayaan-2's landing occurred will be called the 'Tiranga Point'.
In a significant step towards the impending Moon landing of Chandrayaan-3, the Indian Space Research Organisation (ISRO) achieved a triumphant milestone on the early morning of August 16. The space agency flawlessly executed the fifth and ultimate orbit reduction manoeuvre, marking a pivotal accomplishment as the mission approaches its lunar destination. | aerospace | 1 |
https://www.cbc.ca/news/technology/astronauts-share-their-thoughts-about-life-in-space-1.776116 | 2019-10-16T08:26:07 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986666467.20/warc/CC-MAIN-20191016063833-20191016091333-00393.warc.gz | 0.969276 | 838 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__144253577 | en | Astronauts share their thoughts about life in space
Thirteen astronauts aboard the International Space Station, including Canada's Julie Payette and Robert Thirsk, shared their thoughts about living and working in space during a news conference on Sunday afternoon.
Pilot Doug Hurley told reporters via a satellite hookup that it was "a big, big thrill" to fly NASA's space shuttle Endeavour, which docked at the international space station earlier this month, and to do the flybys over the Earth.
Seven astronauts aboard Endeavour joined the six astronauts already on the space station on July 15. They are there to complete construction of the Japan Aerospace Exploration Agency's Kibo Laboratory.
The $100-billion US space station, a project of 16 nations, has been under construction for nearly 11 years and is nearing completion. It has grown very large and is now more than 105 metres wide, has 378 cubic metres of labs and living quarters, and would weigh about 301,500 kilograms on Earth.
Astronaut Tom Marshburn described the beautiful scenes he witnessed while working.
"The views were incredible and the feeling that you get from working with the team — sitting on the end of an arm and working with the robotic operators and the rest of the team — is just unforgettable," he said.
A reporter asked what the mission meant to Payette, considering it was her last one.
"Unless I did a very poor job … I think that there's a good chance that I'll still be employed when I get back on the ground," she said. "So there's a chance that I will come back and live on the space station. I surely hope so."
Testing human endurance
Payette, who was born in Montreal, will return to Earth on Friday with her space shuttle crew members, but fellow Canadian Thirsk, who has been at the station since May, won't return until November.
A major goal of his six-month mission, dubbed Expedition 20/21 by NASA, is to test the endurance of the human body in space. Scientists hope to use the information to one day build space colonies on the moon and Mars.
Thirsk, who was born in New Westminster, B.C., reflected on the changes to one of his favourite views from space — British Columbia's mountains — since his last space flight in 1996.
"It's probably just a perception but I have a feeling that the glaciers are melting," he said.
"The snow capping the mountains is less than it was 12 years ago when I flew last time. That saddens me a little bit. Most times when I look out the window I'm in awe but there are some effects of human destruction of the Earth as well."
Flybys over U.S., Canada
NASA said the space station has been conducting flybys over the United States, beginning the first weekend of July. It has been appearing up to three times a day. It will be visible to those living in Ontario and Quebec at about 9:26 p.m. ET on Sunday during another flyby.
NASA said the space shuttle robotic arm grabbed the Japanese Exposed Section cargo carrier from the space station robotic arm on Sunday. Endeavour Cmdr. Mark Polansky and Payette then used the shuttle arm to place the cargo carrier back into the shuttle payload bay, the agency said.
The Exposed Section was launched with two science experiments and a communication system that were transferred to the Kibo Exposed Facility earlier in the mission.
Also Sunday, astronauts Christopher Cassidy and Marshburn prepared their spacesuits and tools and reviewed procedures for the fifth and final spacewalk on Monday, which is expected to take six and a half hours.
They will rewire a station gyroscope, fix insulation on its Canadian-built robot and install television cameras needed to guide a Japanese cargo vessel into its docking port, Reuters reported.
Endeavour's crew will then begin preparations for their return to Earth and are expected to land near the NASA Kennedy Space Center in Florida on Friday.
With files from The Canadian Press | aerospace | 1 |
https://news.northropgrumman.com/news/releases/northrop-grumman-awarded-u-s-air-force-a-10-tlps-task-orders | 2023-11-29T15:14:32 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100112.41/warc/CC-MAIN-20231129141108-20231129171108-00821.warc.gz | 0.891355 | 487 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__273689350 | en | HERNDON, Va. â Nov. 19, 2013 â The U.S. Air Force has awarded Northrop Grumman Corporation (NYSE:NOC) two task orders under the A-10 Thunderbolt Life Cycle Program Support (TLPS) indefinite delivery, indefinite quantity contract vehicle. The total value of the task orders is nearly $24 million.
"Northrop Grumman is proud to continue to support the Air Force's premier ground attack aircraft," said John Parker, director, Northrop Grumman's global logistics and modernization business unit. "Our focus is to always provide our customer with the highest level of engineering services possible to ensure superior program performance. We look forward to continuing our work with the Air Force and the A-10 Thunderbolt."
Under the terms of the four-year aircraft structural integrity program (ASIP) Modernization V task order, Northrop Grumman and its teammates will support the A-10 ASIP modernization program on tasks required to keep the A-10 weapon system viable through 2028 and beyond. Teammates for ASIP include Southwest Research Institute, San Antonio. Texas; University of Dayton Research Institute, Dayton, Ohio; Borsight Inc., Ogden, Utah; and Prime Machine Inc., Salt Lake City.
Northrop Grumman will rely on its A-10 original equipment manufacturer experience for the two-year ASIP Legacy V task order, which will include tasks related to the original development and manufacture of the A-10. These tasks include damage tolerance analysis, materials testing, probabilistic and risk analysis, and stress and thermal analysis.
"Winning these task orders demonstrates our customer's confidence in our ability to manage the extremely important engineering and logistics tasks required to keep the aircraft structure flight-ready throughout its lifecycle," said David Gustafson, site and program manager, Northrop Grumman Clearfield aircraft engineering services center.
Northrop Grumman is a leading global security company providing innovative systems, products and solutions in unmanned systems, cyber, C4ISR, and logistics and modernization to government and commercial customers worldwide. Please visit www.northropgrumman.com for more information.
CONTACT: Leah Boley 703-713-4616 [email protected] Dave Apt 703-713-4490 [email protected] | aerospace | 1 |
https://scientific-opinion.com/12218308-how-to-become-a-pilot | 2023-01-27T11:08:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764494976.72/warc/CC-MAIN-20230127101040-20230127131040-00415.warc.gz | 0.960221 | 1,947 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__28993706 | en | Man has always aspired to the sky. And now it is available to almost everyone. How to take the first step to fly for yourself, become a civil aviation pilot or sit at the helm of a combat fighter, Naked Science will tell.
Civil aviation pilot
Civil aviation pilot is not only a romantic profession, but also a very popular one. Not so long ago, a shortage of pilots forced the state to allow foreign pilots to operate airliners, which caused a serious discussion in the aviation community. Airlines begin to hunt for future captains of aircraft even in the first years of institutes.
Only three universities in the country train civil pilots: Moscow State Technical University of Civil Aviation, St. Petersburg University of Civil Aviation and Ulyanovsk Institute of Civil Aviation named after Chief Marshal of Aviation B.P.Bugaev. All other educational institutions of civil aviation - aviation technical colleges and flight schools, scattered in different cities of the country, are branches of the above three. It should be noted that airlines are not always satisfied with the quality of training for young pilots and often retrain them in their training centers.
Good health is a prerequisite for training and subsequent work. The future pilot should have perfect vision, healthy heart and blood vessels, normal blood pressure and good vestibular apparatus. And, of course, healthy lungs. If health problems are not revealed during admission to the school, then during subsequent medical commissions they will certainly be discovered. Much attention is paid to foreign languages and, first of all, English. In fact, he has already become the number one language in civil aviation. Without his knowledge, you can't get into a large airline.
In order to operate commercial flights, that is, work in an airline as a hired pilot, you need to have a commercial pilot's license or a line pilot's license. The latter allows for any commercial flights. They are the ones who are trusted by the steering wheels of Boeing and Airbus. A commercial pilot is an intermediate step between a private recreational pilot and a line pilot. They are allowed to operate commercial flights with some restrictions.
Passenger aircraft, which are to be operated by holders of a pilot's license, generally fall into two categories: long-haul (for example, Boeing 747 and Airbus A340) and medium-haul (Boeing 737, Airbus A320). The new Russian aircraft MS-21, presented to the public in June this year, is just a medium-haul aircraft. Depending on the choice of aircraft, the work of the pilot also changes.
The pilot of a medium-range aircraft flies short distances. His working day is the same as that of most normal people. Departure in the morning, return in the afternoon. And in the evening he is already at home with his family. But long-haul international flights allow you to see the whole world. Moreover, you can see it not only under the wing of an aircraft, but also while resting between flights in the distant corners of the planet. The work of a pilot in Russia, and throughout the world, is highly paid. In our country, this is also due to their significant shortage.
The main educational institution of the country, where military pilots are trained, is the Air Force Academy named after Professor N. Ye. Zhukovsky and Yu. A. Gagarin. It is located in Voronezh and has two branches. The branch of the Academy in Chelyabinsk trains military navigators, and the branch in Syzran trains military helicopter pilots.
But if your dream is to become a pilot of fighter aircraft, to fly at the controls of a front-line bomber or attack aircraft, then you are on your way to the Krasnodar Higher Military Aviation School of Pilots named after Hero of the Soviet Union A.K. Serov. On August 1, 2015, the school was withdrawn from the Air Force Academy, where it had the status of a branch, and gained independence. The Krasnodar School is the only educational institution in the country that produces military pilots for operational-tactical aviation. Pilots of long-range naval missile-carrying and anti-submarine aviation, as well as pilots of military transport aviation are also trained here.
The term of study is 5 years. You can enter the school before reaching the age of 27 years. In terms of health and physical fitness, applicants are subject to stringent requirements. The exam includes pull-ups on the bar, running 100 and 3000 meters. Cadets study the theory of flight and aerial shooting, aeronautics, the structure of aviation technology, meteorology and other disciplines. In addition to studying directly "aviation" subjects, cadets receive full combined arms training. They are engaged in drill training and study military regulations.
In Krasnodar, mainly theoretical training of cadets and their initial flight training is carried out. The flights are carried out directly at training air bases. For example, fighter pilots are trained at the Armavir training center. The training is carried out on the latest Yak-130 training aircraft. Bomber and ground attack pilots are trained at the Borisoglebsk Aviation Training Center, which is also equipped with Yak-130 training aircraft. The Balashov training center trains pilots for military transport and long-range aviation.
Before making the first independent flight, cadets fly with an instructor for a long time. And only when the future pilot gets comfortable in the air, he will be entrusted with an independent takeoff, circle flight and landing. The instructor will be behind the student's back all this time, and if he makes a gross mistake, he will take control of the car. If the flight is successful, the cadet will be entrusted with a completely independent flight.
Education does not stop even after graduation. Service in aviation involves constant flights to improve skills. From the moment of arrival in the regiment, the formation of a young pilot as an air fighter begins. First, these are daytime flights in simple weather conditions, and then in difficult ones. Night flights follow. Their complexity is gradually increasing. Consequently, the class of the pilot rises. If he arrives at the regiment as a third-class pilot, he soon reaches second, and then first class. In addition to the military profession, pilots receive a civilian profession, which allows them to find themselves in civilian life after the end of their service.
If you have already found your life's work, but the dream of the sky remains, you can fly just for yourself. To do this, you need to undergo training and obtain an amateur pilot certificate. The aircraft can be purchased or rented only for flights. The passage of a medical-flight expert commission for amateur pilots is also mandatory, but only a really serious illness will be an obstacle to flying.
In Russia, such training can be obtained at civil aviation training centers and flying clubs. Education is paid and not cheap at all. You will have to pay for the course from 300,000 rubles. The terms of study vary from 2 to 10 months. Here it should be borne in mind that the theoretical part of the program is studied, as a rule, in groups, and it takes from 2, 5 to 3 months, depending on the frequency of classes. This is 306 hours of theoretical studies. Aeronautics and navigation, aerodynamics and aviation meteorology are studied here. This also includes the study of aviation legislation and the design of the aircraft and engine.
But practical classes are held individually.According to the Federal Aviation Regulations, in order to become a private pilot, you need to fly at least 40 hours. At the same time, the cadet can fly at least every day, or he can come to the airfield only on weekends. It should be borne in mind that students' abilities are different. Sometimes even 40 hours may not be enough for a future amateur pilot to master the program. Having received the certificate of an amateur pilot, you can make independent flights on light airplanes, take your family and friends with you. But you won't be able to work as a pilot for hire or make transportation for money.
The plane is also not cheap. An old Yak-18 in good condition can be purchased for 35,000–40,000 euros. But the base cost with VAT and customs duties of the new Italian Tecnam P2002 Sierra is 123,050 euros. Another important item of expenses is aircraft storage. It is clear that it will not be possible to store it at home. As a rule, amateur pilots get membership in flying clubs. The aircraft is attached to the flying club, where it is stored and serviced. Aircraft are stored both in the open air at the airfield and in covered hangars. If you wish, while you will not be flying, you can lease the plane to the flying club. This will offset storage and maintenance costs and even generate some revenue. And if you don't want to buy your own plane, you can rent it for flights.
In addition, the certificate of a private pilot is a step into commercial aviation. Not everyone is admitted to the flight school. If the desire to become a pilot comes over 30, then training at the flying club is a chance to enter the profession. Naturally, with further training to a commercial pilot. Of course, this is not the easiest and rather expensive way, but if the sky beckons, then not all is lost.
You can read this article if you are interested in helicopters. | aerospace | 1 |
https://ams.confex.com/ams/91Annual/webprogram/Paper184726.html | 2023-12-09T01:46:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100781.60/warc/CC-MAIN-20231209004202-20231209034202-00676.warc.gz | 0.899709 | 296 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__257889773 | en | Tuesday, 25 January 2011: 2:15 PM
4C-3 (Washington State Convention Center)
The Special Sensor Ultraviolet Limb Imager (SSULI) sensor was launched on the Defense Meteorological Satellite Program (DMSP) F18 spacecraft in October of 2009 into a sun-synchronous 830 km circular orbit at a local time of 0800-2000 UT. The SSULI sensor has a field-of-view of 2.4°x0.15° and sweeps out a 2.4°x17° field-of-regard during each 90 second scan, with wavelength coverage between 800Å and 1700Å at 17Å resolution. The field of view scans ahead of the spacecraft in the orbital plane through a 17° field of regard, corresponding to approximately 75-750 km altitude. SSULI uses a variety of emission features from far ultraviolet to extreme ultraviolet to remotely sense the ionosphere and thermosphere. 834Å, 911Å and 1356Å are used to produce altitude profiles of the dominant ionospheric ions (O+). 1356Å, LBH and 1085Å are used to produce altitude profiles thermospheric composition (O, N2, and O2) and temperature. We present observations of the ionosphere and thermosphere from SSULI.
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https://www.aviationtoday.com/2015/09/21/inmarsat-deutsche-telekom-ink-agreement-to-launch-european-hybrid-ifc-network/ | 2024-04-17T07:05:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817144.49/warc/CC-MAIN-20240417044411-20240417074411-00783.warc.gz | 0.914293 | 227 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__133132396 | en | [Avionics Today 09-21-2015] Deutsche Telekom and Inmarsat have announced a strategic partnership to deliver connectivity across Europe’s aviation industry. A new combined LTE-based ground network and satellite network delivers travelers in Europe the advantage of in-flight Internet access.
|Inmarsat and Deutsche Telekom have planned to launch a new IFC system across Europe. Photo: Inmarsat
Deutsche Telekom and Inmarsat are working together to develop the European Aviation Network by combining satellite connectivity from a new Inmarsat S-band satellite with an LTE-based ground network developed by Deutsche Telekom. Lufthansa will be the first European hub airline to capitalize on innovative connectivity services in the sky. In early summer 2016, Lufthansa will launch a satellite-based broadband service on board its European flights, which is based on the recently launched technology provided by Inmarsat. Building on this strategic relationship, Lufthansa is committed to a flight trial program of the European Aviation Network from 2017 onwards. | aerospace | 1 |
https://www.setiblog.com/2012/03/why-fly-when-you-can-take-the-train/ | 2023-05-31T16:09:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646937.1/warc/CC-MAIN-20230531150014-20230531180014-00210.warc.gz | 0.94363 | 1,256 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__122164356 | en | I’ve long been a fan of the idea of the space elevator ever since Bradley Edwards published his famous feasibility study, but his elevator is not the only game in town when it comes to alternative systems for launching cargo and people into orbit.
Gizmag has just published an article about the Startram launch vehicle, which is based on the tried and tested magnetic levitation (maglev) propulsion system, albeit amped up to a speed some 50 times faster than the top speed of today’s maglev trains. But unlike the space elevator, which is still awaiting the advent of carbon nanotubes that are strong enough and long enough to be spun into a ribbon thousands of miles long, the Startram system could be built entirely from technology that exists today.
Of course, if it was easy, we would already be building it. Needless to say, there are some complications:
The scope of the project is challenging. A launch system design for routine passenger flight into LEO should have rather low acceleration – perhaps about 3 g’s maximum, which then requires 5 minutes of acceleration to reach LEO transfer velocities. In that period, the spacecraft will have traveled 1,000 miles (1,609 km). The maglev track must be 1,000 miles in length – similar in size to maglev train tracks being considered for cross-country transportation.
That’s a maglev track that is 100 miles longer than Texas is east to west or Britain is north to south. And it’s not as simple as just building a track:
Like a train, the Startram track can follow the surface of the Earth for most of this length. Side forces associated with the curvature of the surface can be accommodated by the design, but not the drag and sonic shock waves of a craft traveling at hypersonic velocity at sea level – the spacecraft and launching track would be torn to shreds.
To avoid this, the Startram track must be contained inside a vacuum tube with vents to allow air compressed in front of the spacecraft to escape the tube. A vacuum equivalent to atmospheric conditions at an altitude of 75 km (about 0.01 Torr) should suffice for the efficient operation of the Startram launch system. Rapid pumping to achieve this pressure will be provided by a magnetohydrodynamic vacuum pump.
If the entire Startram tube is at sea level, on exiting the tube the spacecraft will suddenly be subjected to several hundred g’s due to atmospheric drag – rather like hitting a brick wall. To reduce this effect to a tolerable acceleration, the end of the Startram vacuum tube must be elevated to an altitude of about 20 km (12 miles). At this height, the initial deceleration from atmospheric drag will be less than 3 g’s, and will rapidly decrease as the spacecraft reaches higher altitudes.
Estimates for the cost of the launch system range from $20 billion for a cargo-only system that could be built in 10 years, to a $60 billion system capable of launching people into orbit within 20 years. That doesn’t sound a lot when compared to the $3.5 trillion the US government spent last year, or even the $680 billion spent on the military budget alone, but it is still a huge chunk of change. NASA’s entire budget for 2012 is less than $20 billion.
And it’s also a lot of money to spend on an unproven engineering project of such a massive scale. Thus the reality is that there would need to be a seismic shift in government policy before the Startram system had any chance of becoming reality, something that perhaps only a new Cold War (with China) or the imminent threat of an asteroid strike could bring about–not that anyone would wish for either of those things!
Still, I have no doubt that one day we will need a way into space that is cheaper, faster, safer, and more reliable than strapping people to the top of a massive firework, and some long-forgotten group of scientists who toiled in obscurity for years on one alternative launch system or another will suddenly be hailed as the visionaries who revolutionized our access to space. Let’s hope that time comes sooner, rather than later.
2 thoughts on “Why Fly When You Can Take the Train?”
maglev&zipper train for space elevator future
(1a)…space-elevator (railroad to the moon)… ☼ ← ☺▬▬▬←▬▬▬▬▬▬↔▬♦ ☻ → ☼ …a hyper-speed vertical electric train of Magnetic Levitation with Moon destination…energy receiving from nuclear electric generator on Moon…with only emergency brake rockets…((from Earth, passengers in rocket to space-elevator of Moon located between 20,000 and 70,000 kms high…or…)) awaits passengers in the gyratory World´s around in 27.55 days Pendant♦Station, size as an aircraft carrier, located between 9 and that day 43,638 kms (by elliptic Moon orbit) from Earth surface, and by 1 track (1 train monorail, half length above half length below through Station´s floor, with thin sheet lead anti-radiations), carbon nanotubes track made in hinge joint sections, such as a bike chain drive (so, also the Station can modify its own height with 10 kms/hour speed, starting each perigee to preparing the height for the next, staying always in perigee (or at whole elliptic Moon orbit if prefer) at 9 kms height from Earth´s surface, going due to the continuous changes of Moon´s perigee, upwards for avoid Station crash against ground!!..or downwards, by the zipper track carrying the track´s excess… Track with 347,883 kms in length (plus added kms, with situation lights along, little mirrors reflecting Sun light, and radar´s reflectors making well visible the Track for spacecrafts…), surface to surface, at the upper end attached to the Moon surface… | aerospace | 1 |
http://black-satta.info/racing-drone-with-gopro.html | 2019-03-25T12:05:46 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203947.59/warc/CC-MAIN-20190325112917-20190325134917-00350.warc.gz | 0.906016 | 400 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__30927324 | en | Racing drone with gopro. Get drone rc quads and ready to fly multirotor quadcopters at discounted price. Runcam 3s wifi 1080p 60fps wdr 160 degree fpv action camera detachable battery for rc racing drone cod. Goprofanatics is the best online resource for everything gopro.
This drone does come with a video transmission system and is ready to fly straight from the box. Package including gopro hero 4. Whatever drone styles you want can be easily bought here.
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Buy dji phantom aerial uav drone quadcopter for gopro. Free shipping in usa and ships international. The eachin racer 250 fpv may be the best value of all racing drones currently on the current market.
Stay informed with the latest news talk with other gopro users on our gopro forum. A racing drone is a small quadcopter unmanned aerial vehicle uav that is purpose built to compete in fpv first person view racing events held in most major cities around the worldsee the list of drone events below for more details on these. Racing drones are not the same as camera drones like the phantom 4 procamera drones like the phantom fly slow and low and are designed.
Read our comprehensive guide to find out which beginner fpv system or advanced fpv goggles are right for you. We think that the dji phantom 2 quadcopter with zenmuse h3 3d gimbal might be the best drone for gopro because of its superior quality long flight time excellent safety features and included gimbal that is specifically designed for gopro hero cameras. A great way to save for drone hobbyist and drone enthusiates. | aerospace | 1 |
https://www.bazar.club/en/items/muzej-poleta | 2024-03-04T14:56:00 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476452.25/warc/CC-MAIN-20240304133241-20240304163241-00540.warc.gz | 0.949066 | 210 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__156484372 | en | The Seattle Flight Museum is home to a wide range of aircraft, educational exhibits, and historical sites related to flight. The outdoor gallery features the largest aircraft in the collection, including Concorde, the first Air Force One jet, as well as military aircraft such as the Flying Fortress B-17F. The Inner Grand Gallery provides viewers with many planes suspended during flight, while the Lear and Space Galleries focus on space travel, both its history and future. History buffs will especially love the personal courage wing dedicated to commemorating the important role of aviation in World War I and World War II. The exhibits include 28 restored fighters, personal stories of pilots and air support personnel, and interactive experiences like a flight simulator.
Those who are hijacked by modern aircraft will want to take a Boeing tour in Seattle, a convenient way to visit the company's facility. The tour includes transportation to and from the plant, a 90-minute tour of the assembly plant, and many of the site's exhibits.
Official website: www.museumofflight.org | aerospace | 1 |
https://www.aerotime.aero/articles/25301-norwegian-cancels-all-remaining-boeing-orders-737-max-787-dreamliner | 2023-12-02T06:24:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100327.70/warc/CC-MAIN-20231202042052-20231202072052-00345.warc.gz | 0.978275 | 369 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__41126885 | en | Norwegian Air Shuttle announced it would cancel its pending order for 92 Boeing 737 MAX and 5 Boeing 787 Dreamliner jets. The airline reiterated its will to receive compensation for the losses generated by the 737 MAX grounding and the 787 Dreamliner Rolls-Royce engine problems.
“Norwegian has engaged in a commercial dialogue with Boeing with a view to resolving its 787 and 737 MAX issues and obtaining compensation for its losses,” the carrier revealed in a statement. “The dialogue has [not yet] led to an agreement with reasonable compensation for the Company.” Additionally to the disruption of its operations, Norwegian wants to be reimbursed of the deposits already paid for the canceled planes.
The airline had announced as early as March 2019 that it would “send the bill” to Boeing after it had been forced to ground its fleet of 18 737 MAX 8. Previously, after seeing its Dreamliners affected by engine problems, Norwegian also managed to reach an agreement with Rolls-Royce in late December 2018. The engine manufacturer was due to repay the carrier €100 million for the technical challenges it faced.
Already in great financial difficulties at the beginning of 2020, Norwegian was also hit hard by the coronavirus COVID-19 pandemic. As it was on the verge of bankruptcy, the company secured $300 million in state aid guarantee in May 2020, along with the conversion of part of its existing debt and its financial commitments into new shares.
The news came on the same day that Boeing successfully carried out the first test flights for the recertification of its 737 MAX, in the lead-up to the plane’s return to service after 14 months of global grounding. The three-day flight campaign aims at testing the updated MCAS that initially caused the two crashes that killed 346 people. | aerospace | 1 |
https://chadbourneantique.com/products/romantic-postcard-of-plane-with-flip-out-wings-1920s | 2023-09-21T15:09:00 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506028.36/warc/CC-MAIN-20230921141907-20230921171907-00163.warc.gz | 0.862564 | 90 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__318020121 | en | Open cockpit, single-winged plane has 'flip-out' front wing and back horizontal stabilizer. Front wing has strings attached to keep wing extended.
Written on front ‘Remember Me’.
On back ‘L’Edition D’Art,9, Rue Say, Paris’.
Text on back.
Paper bit frayed on edges. | aerospace | 1 |
https://www.aveoengineering.com/an-132d-rolled-out-note-the-shot-of-the-tail-position-light-from-aveo-all-lights-on-this-plane-are-aveo/ | 2023-06-02T05:11:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224648322.84/warc/CC-MAIN-20230602040003-20230602070003-00216.warc.gz | 0.867727 | 632 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__99398555 | en | An-132d Rolled Out – note the shot of the tail position light from Aveo, ALL LIGHTS ON THIS PLANE ARE AVEO
Aveo’s Rick Lindstrom at the Cobalt Valkyrie Unveiling Party in California Yesterday, Yes with Aveo Lights!Aveo Engineering, Events, News, 0
Check out the full story and more pictures at WIRED magazine site here: http://www.wired.com/2015/11/cobalt-aviation-valkyrie-canard/#slide-1 Yes an amazing new aircraft,...
Aveo Lights on Virgin GalacticAveo Engineering, News, 0
Check out this news story link: http://video.foxnews.com/v/3053473105001/stunning-video-of-successful-test-flight-for-virgin-galactic/#sp=show-clips Yup, Aveo lights the way, you can see the Aveo Hercules landing...
EASA and FAA have completed the updated reciprocal agreementAveo Engineering, News, 0
EASA and FAA have completed the updated reciprocal agreement, which means that ETSO and FAA TSOs no longer need...
Introducing Aveo MicroMax™ Drone Strobe, the World’s Smallest, Lightest and Brightest Aerospace-Qualified Recognition StrobeAveo Engineering, News, 0
Fully D0-160 tested and weighing in at only 23 grams, MicroMax™ will help you comply with all the tightening...
Aveo Conforma Avenger Winglet!⚡️Jake, News, 0
F-5s Team With Avenger Drone, Bizjet In Air-To-Air Infrared Sensor Test The test networked new infrared search and track...
- AVEO ENGINEERING EXPANDS FLORIDA OPERATIONS
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- Aveo Conforma Avenger Winglet!⚡️
- VeoLite™ sanitizing lights earn FAA APPROVAL
- Airbus Defence and Space has successfully completed a new test flight campaign for its Zephyr High Altitude Platform Station (HAPS) in Arizona, U.S.A.
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https://defencehound.com/tag/uav/ | 2020-08-10T11:01:43 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439738674.42/warc/CC-MAIN-20200810102345-20200810132345-00570.warc.gz | 0.888586 | 258 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__59931710 | en | The U.S. Naval Information Warfare Center (NIWC) Atlantic Small Autonomous Unmanned Systems Research (SAUSR) Range team demonstrated their newest swarming capabilities during the Advanced Naval Technology Exercise (ANTX) East at Camp Lejeune in North Carolina July 9-19. Continue reading “U.S Naval Information Warfare Center (NIWC) Pushes Swarming Technology Forward”
The U.S Air Force’s 412th Test Wing’s Emerging Technologies Combined Test Force conducted an autonomous test flight at Edwards Air Force Base, California, July 25. The flight’s mission was to test a software suite designed to make unmanned aerial vehicle flight safer. Continue reading “USAF Tests New Software for Autonomous UAV Flights”
The XQ-58A Valkyrie demonstrator, a low-cost unmanned air vehicle, successfully completed all test objectives during a 71-minute flight on June 11, 2019, at Yuma Proving Grounds, Arizona, according to the U.S Air Force Research Laboratory (ARFL).
For the first time in aviation history, an aircraft has been manoeuvred in flight using supersonically blown air, removing the need for complex movable flight control surfaces, BAE Systems announced. | aerospace | 1 |
https://video.kidibot.ro/esa-web-tv/ | 2022-12-04T02:09:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710953.78/warc/CC-MAIN-20221204004054-20221204034054-00229.warc.gz | 0.693728 | 378 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__280578383 | en | Tune in to ESA’s latest digital channel: ESA Web TV!
This is ESA’s one-stop-shop for all live events from launches to lectures.
Tune in: https://www.esa.int/ESA_Web_TV
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https://www.aerocontact.com/en/virtual-aviation-exhibition/product/47-helicopter-slip-rings | 2021-04-12T22:17:41 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038069267.22/warc/CC-MAIN-20210412210312-20210413000312-00314.warc.gz | 0.920648 | 370 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__125286845 | en | Over fifty years ago, we started as designer and supplier of aircraft and missile components. Today, our motion control technology enhances pe...
PROVEN RELIABILITY IN DEMANDING APPLICATIONS AND ENVIRONMENTS
Today's rotorcraft applications place unique demands on slip ring technology because of equipment requirements and environmental conditions. From de-ice applications (with their need for high rotational speed, exposure to weather conditions and high vibration) to weapon stations and electro-optic sensor systems (with high bandwidth signal transmission), helicopter slip rings must perform in a highly reliable mode with the latest product advancements.
Our many years of experience in this arena has allowed Moog to be a leader in slip ring technology for rotorcraft applications. Employing a combination of precious metal fiber and composite brush technology for signal and power transfer, we are qualified to meet the most demanding applications effectively and economically. Contact us with your requirements so we can help you find a solution.
Electrical slip rings are used in helicopter, tiltrotor and rotorcraft applications for a variety of applications. Historically, slip rings were initially intended for use in blade de-ice and tip-light applications where electrical power was required for the main and tail rotor blades. Today, with the advent of tilt-rotor aircraft, slip rings are transmitting flight control and blade position data. Reliability and data integrity has never been more important.
Advanced aircraft now carry infrared and electro-optic sensors, target acquisition systems and weapon stations requiring unrestrained rotation. As a result, slip rings (and our related motion technology components) play a much broader and important role.
In addition to producing compact, light weight and highly reliable slip rings, we have provided units that combine conventional electrical slip rings with resolvers, encoders, fiber optic rotary joints and other commodities. | aerospace | 1 |
https://militaryschooldirectory.com/spain-escuela-naval-militar-de-oficiales/ | 2022-05-22T04:38:35 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543797.61/warc/CC-MAIN-20220522032543-20220522062543-00691.warc.gz | 0.915225 | 172 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__241962034 | en | Established: 1943 Marãn
The Escuela Naval Militar de Oficiales (ENM) at Marãn, Pontevedra, in north-western Spain, is the Spanish institution in charge of training the Spanish Navy's officers.
Branch: Spanish Navy
Motto: Honor - Valor - Disciplina - LealtadOFFICIAL WEBSITE »
Map of Academy
- Established: 1926 Murcia
The General Air Academy of the Air Force of Spain is a military academy for the training of future officers of the Spanish Air Force, located in San Javier, Murcia.
- Established: 1882 Zaragoza
The Military Academy is the center of higher education of the Spanish Army. It is located in the city of Zaragoza. | aerospace | 1 |
https://mengqirui.cn/esai8708 | 2021-10-21T05:11:38 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585381.88/warc/CC-MAIN-20211021040342-20211021070342-00096.warc.gz | 0.963424 | 752 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__26145278 | en | This semester, the entirely-student run Liquid Propulsion Lab team hopes to trial , a larger 3-D-printed engine. (Jan Fessl / Daily Trojan)After months of designing, planning and spending, the USC Liquid Propulsion Lab fired the world’s first student-made 3-D-printed rocket engine a month ahead of schedule. The engine, named James, was made entirely on campus, a feat not accomplished before by any student group around the world, according to USC News. The parts constituting James were constructed at the USC Viterbi Center for Advanced Manufacturing and taken to USC’s machine shop for finishing. “The reason we chose this particular material is because it qualified with the temperature and pressure qualities that we needed,” said Nihar Patel, a second-year graduate student studying aerospace engineering and engineering management, as well as the designer on the larger Balerion engine. However, printing occurs after a long process of computer-automated design of each individual part. Computer-automated design allows engineers to create designs using vector-based graphics. The design for the smaller engine took nearly a semester. “[Printing] opens up a door to a vast majority of design that is not available with traditional [manufacturing] and it really opens up a designer’s creativity,” Patel said. While the printing process was tedious, Patel said it outshined traditional manufacturing in both time and cost efficiency. According to Patel, additive manufacturing allowed the student researchers to make small changes on their computer and begin a reprint immediately, while traditional processes could take months. “The additive manufacturing process allows to create a lot of components that are more complex,” said Emily Dzurilla, a second-year graduate student studying astronautical engineering who assisted on the final design of the engine. “It also allows us to get them faster than traditional machining.” During the test, which took place in the Mojave Desert in November, the engine produced 600 pounds of thrust along with 725 pounds of pressure in its holding chamber. The engine is a liquid propulsion engine — the only kind that LPL crafts, which incorporates a more complex engine that allows for variable thrust and easily repeatable tests. In addition to James, LPL has also engineered 3-D printed engine Balerion, which can produce 2,250 pounds of thrust. Testing for the engine will occur in the spring. “[Balerion] is about two to three times bigger [than James] and can produce a max of 10 kilonewtons,” said German Padilla, the engine design engineer and a second-year graduate student studying astronautical engineering. Though LPL is relatively new on campus, it has experienced an increasing amount of notoriety due to its recent feats. Its work was presented at the American Institute of Aeronautics and Astronautics Propulsion Conference over the summer. In October, the designs of the 3-D-printed engine were presented at the International Aeronautical Congress in Bremen, Germany. “The other day, we had SpaceX engineers come and tour the lab … we’re getting the attention from the big companies,” Padilla said. “It opens up a lot of connections and possibilities of future employment.” As the lab enters its fourth year, the LPL team plans to trial fire Balerion sometime in the spring, while simultaneously working on making testing of James more efficient. “We’re very focused on doing good work and setting really ambitious goals. We want to be able to produce the best engineers out of our lab,” Dzurilla said. | aerospace | 1 |
https://dronejungle.org/can-you-fly-a-drone-in-iceland/ | 2024-02-27T19:52:32 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474686.54/warc/CC-MAIN-20240227184934-20240227214934-00739.warc.gz | 0.922937 | 1,792 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__88279932 | en | Table of Contents
Iceland has many appealing sights such as waterfalls, glaciers, volcanoes, and the world-famous Northern Lights.
According to OECD, the island nation has attracted more than 1.2 million tourists in 2021. You’re planning a trip to Iceland soon and want to bring your drone.
Can you legally fly a drone in Iceland?
You can fly a drone in Iceland, but you must follow Icelandic Transport Authority and European Union Aviation Safety Agency rules. These rules restrict your distance from airports and other buildings.
You’re happy to hear that your trip to Iceland can go forth without a hitch.
The information we’ll share with you ahead will help you plan an enjoyable trip that should include capturing footage of the Northern Lights with your drone, so keep reading!
Can you fly a drone in Iceland? Does that include the Northern Lights? #
The Icelandic Transport Authority dictates the rules about drone flights in Iceland. Under the organization’s jurisdiction, drone pilots can fly in Iceland, including Reykjavik, which is excellent news !
Yes, that indeed includes the Northern Lights.
You must follow the Icelandic Transport Authority’s rules, which we’ll discuss later in this guide.
In the meantime, if you wish, you can check out the Icelandic Transport Authority’s website here.
Although residents predominantly speak the North Germanic language of Icelandic in Iceland, the Icelandic Transport Authority’s website is available to peruse in English.
Iceland stands as its own island nation, but it has decided to follow drone laws as instituted by the European Union Aviation Safety Agency. You have to follow their rules as well when operating your drone.
Can you get a good shot of the Northern Lights with a drone camera? #
The Northern Lights, known to some as polar lights or auroras, attract record numbers of guests. Iceland doesn’t exclusively house the Northern Lights, as you can also see them in Sweden, Finland, Norway, Alaska, and Canada.
Nevertheless, if witnessing the Northern Lights firsthand inspired your trip to Iceland with your drone, you may wonder how viable a drone camera is for capturing footage of the lights.
That’s a great question! After all, drone cameras aren’t like your smartphone camera or professional DSLR camera. Depending on the drone model you choose, the camera could be superior to other cameras or inferior.
Keeping that in mind, it’s very much doable to take photos and even videos of the Northern Lights in Iceland using your drone. Ideally, your camera settings should reduce noise and increase ISO.
You also have to get your timing right.
Drones can’t fly infinitely. Even if your drone has a really good battery, it’s only going to last 30+ minutes in the skies.
The Northern Lights can move into and fade out of view frustratingly quickly at times, leaving you with a small window to take the shot you want.
Setting up your drone camera and any accessories you use for taking photos or videos beforehand will allow more time to capture the beauty of the lights!
Drone rules to follow when flying in Iceland #
Have you packed your bags and are excitedly awaiting your trip to Iceland to begin?
Before you depart on your flight, make sure you brush up on these rules from the Icelandic Transport Authority and the European Union Aviation Safety Agency.
Your drone must be in the “open” category #
This first rule comes courtesy of the European Union Aviation Safety Agency. Your drone will meet Open, Specific, or Certified category criteria depending on factors like weight and when you purchased it.
To meet Open categorization criteria, you cannot use your drone to carry or deposit dangerous materials, fly over 400 feet, or venture outside of your visual line of sight.
Additionally, you will only use your drone to fly directly over people if it weighs 0.55 pounds or less or has the proper class identification label.
Its takeoff mass cannot exceed 55 pounds, and you must have owned the drone before January 1st, 2023.
The European Union Aviation Safety Agency must have given the drone a class identification label between 0 and 4.
You cannot use your drone to interrupt any form of traffic #
The Icelandic Transport Authority makes it patently illegal to disrupt traffic with your drone, including vehicular, ship, or air traffic.
Do not fly near manned aircraft #
If you keep your drone the appropriate distance from airports (more on that to come in just a moment), you shouldn’t risk any interaction with manned aircraft.
That said, things happen, so it helps to prepare. In Iceland, you’re legally required to give manned aircraft the right of way. Redirect your drone to get it away from manned aircraft quickly.
Maintain the privacy of others #
Everyone has the right to privacy regardless of where in this wild world you’re piloting your drone. Don’t harass, stalk, follow, or otherwise violate anyone’s privacy with your drone.
Respect property #
Iceland has many gorgeous sights, from national parks to art museums, concert theaters, churches, and more. To preserve the legacy this island nation is beloved for, please do not fly your drone near the property.
You’re limited to 150 meters or 492 feet from any public building.
If a collision or accident does occur, the Icelandic Transport Authority makes it very clear that pilots are responsible for the damages. That goes for any damages your drone could cause or does cause.
Keep a visual line of sight on your drone #
Seasoned drone pilots should be used to the standard rule of always having their drones in their sights when flying.
In Iceland, the rule also applies, so don’t let your drone stray too far, whether caught up in the majesty of the Northern Lights or another beautiful sight.
Review drone restrictions and regulations ahead of your flight #
Iceland generously affords drone pilots many flight freedoms, but don’t assume the Icelandic Transport Authority, the European Union Aviation Safety Agency, or another governing body cannot rescind those freedoms.
To stay current on where your drone can fly, download a drone mapping app, and look at the Icelandic Transport Authority’s website for news on new restrictions and regulations. Obey the rules and don’t fly in restricted airspace.
Don’t fly more than 120 meters over ground level #
The 400-foot altitude standard you may have grown accustomed to doesn’t apply in Iceland. On this island nation, you cannot fly above 120 meters or 393.7 feet from sea or ground level (whichever applies).
Stay within a prescribed distance of residential areas #
Iceland divides its residential areas into urban and rural environments. If you’re flying in an urban area, you cannot use your drone any closer than 50 meters or 164 feet, and in rural areas, it’s 150 meters or 492 feet.
Insure drones over 20 kilograms #
Drones weighing more than 20 kilograms or 44.1 pounds must have insurance before you fly them in Iceland. If your drone doesn’t meet that weight threshold, you don’t have to worry about getting it insured.
Do not fly a drone that weighs more than 25 kilograms #
The max allowable weight of your drone depends on whether you’re flying in an urban or recreational area.
The Icelandic Transport Authority only permits drones to fly in urban areas that weigh 3 kilograms or 6.61 pounds or less. In rural areas, your drone can weigh up to 25 kilograms or 55.11 pounds.
Keep your distance from airports #
As mentioned, let’s take a closer look at Iceland’s rules about drone use around airports.
If you fly near an international Icelandic airport, then you cannot venture any closer than 2 kilometers or 6,562 feet.
For all other airports, the limitation is 1.5 kilometers or 4,921.3 feet.
Mark your contact information on your drone label #
Your contact information must go on your drone label, including your full name, your phone number, and your address.
Write clearly and legibly so if an authority figure asks to see your drone label, they can clearly discern the information on the label.
Have you always longed to visit Iceland? Why not bring your drone with you? The Icelandic Transport Authority allows drones on this island nation, including in beloved areas such as the Northern Lights.
Always remember to follow Iceland’s drone rules so you can have the trip of a lifetime!
References:1. OECD iLibrary (link) | aerospace | 1 |
https://pfinspace.com/assets/PaulFjeldCV.html | 2023-03-21T08:35:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943637.3/warc/CC-MAIN-20230321064400-20230321094400-00704.warc.gz | 0.861898 | 561 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__119597793 | en | - American, born 1955 in Bærum (Oslo), Norway; grew up in Montreal; live in Falls Church, VA
- wrote and illustrated articles on the Apollo moon missions from '71 to '73 for The Montreal Star.
- observer to the NASA Art Program on Apollo 17 and Skylab 1 & 2, in Cape Canaveral and Houston.
- official NASA Artist on the Apollo/Soyuz Test Project (ASTP) - worked in Mission Control, Houston.
- space paintings on Apollo, Skylab, ASTP, and Space Shuttle used by NASA, CBS News, National Geographic Magazine, Aviation Week & Space Technology, and other publications.
- commissioned paintings done for de Havilland Aircraft of Canada, Canadair, Rockwell International, Telesat Canada, GE Astro Space and other aerospace companies.
- airline art commissioned by American Airlines and Pacific Western Airlines; many commissions from airline pilots of Eastern, TWA, Nordair, Air Canada, Canadian and others.
- illustrated joined-wing aircraft for ACA Industries.
- U.S. Air Force artist - flew in F-111, F-4, and F-15 fighter aircraft.
- commissioned by the National Research Council of Canada to document the first Canadian in space mission with Marc Garneau; contract artist to the Canadian Space Agency for Radarsat, space science, and Canada's involvement in the International Space Station.
- commissioned by the Ontario Science Centre to paint the Challenger Learning Centre mural.
- space art featured in the International Expo '86 main pavillion in Vancouver.
- programs 3-D computer graphics; wrote LMSim, an Apollo Lunar Module flight simulator.
- associate producer for Astronomy Toronto on Rogers Cable ('87-'89).
- CBC Newsworld space expert for the Voyager, Galileo, Hubble Space Telescope, and other space missions.
- advisor to the HBO/Tom Hank's series From the Earth to the Moon - wrote the script Spider and worked as crew on the moon set.
- responsible for the LM-13 spacecraft in the Apollo mission exhibit at the Cradle of Aviation Museum in Long Island. Wrote, produced and directed the exhibit film An Eagle on the Moon
- developed the trajectory and dynamics for the Apollo 15 lunar landing sequence in the IMAX 3D movie Magnificent Desolation - A Walk on the Moon
- contractor to the Smithsonian Institution for the restoration of LM-2, and technical advisor for the restoration of LM-9
- designed the NASA STS-90, STS-100, and ISS Expedition 35 mission patches
- awarded the 2006 Sandford Fleming Medal from the Royal Canadian Institute for the Advancement of Science | aerospace | 1 |
https://www.ndia.org/chapters/wright-brothers-regional-chapter/wright-brothers-regional | 2024-04-15T19:43:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817014.15/warc/CC-MAIN-20240415174104-20240415204104-00898.warc.gz | 0.923491 | 259 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__172150800 | en | Dayton, Ohio is the birthplace, home, and future of aerospace. It is also home for the Wright Brothers Regional (WBR) Chapter of the National Defense Industrial Association (NDIA).
NDIA provides individuals from academia, government, the military services, small businesses, prime contractors, and the international community, the opportunity to network effectively with the government - industry team, keep abreast of the latest in technology developments, and address and influence issues as well as government policies critical to the health of the defense industry and the preservation of our national security.
NDIA is an industry organization. It is comprised of well over 300 manufacturing, research and development, educational, scientific, and service companies from all segments of industry interested in, and related to, our nation's security. The Industry Executive Committee is the implementing arm of the Wright Brothers Regional Chapter.
This website is intended to communicate the general roles, objectives and activities of the Wright Brothers Regional Chapter's Industry Executive Committee. Further, it is intended to advise our government friends and business associates of our Chapter's availability to assist them in any way possible consistent with NDIA objectives and to positively further government/industry partnering.
Visit our website at Connect.NDIA.org/NDIAWrightBrothersRegional. | aerospace | 1 |
https://aviation.flightone.edu.au/about/ | 2024-04-23T02:01:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818452.78/warc/CC-MAIN-20240423002028-20240423032028-00228.warc.gz | 0.934133 | 763 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__190944109 | en | Tisdall Aviation Group began with a vision to deliver outstanding service to the aviation community, driven by values of customer service, quality, and a dedication to safety.
With Flight One School of Aviation, we are embarking on a journey to create Australia’s leading aviation college – an institution which is singularly focused on delivering quality graduates to industry.
Flight One School of Aviation has been training pilots from around the world for over 40 years. Our syllabus is uniquely to Flight One and is based on realistic scenario-based training that gets you flying navigation exercises in just 5 hours.
Our testing officers, flight instructors and theory trainers are employed full-time and are dedicated to you in the air or on the ground. We love what we do and we’re very good at it – that’s why our pilots are in demand around the world.
“We fundamentally believe that simply having students pass our courses is insufficient; we want our graduates to leave with cutting edge skills, relevant practical and theoretical experience, and exposure to live operations that enable them to head into the workforce with a passion for aviation, safety, and the culture of industry. We see our alumni as the custodians of best practice and the industry’s pre-eminent human resource.“
Group CEO, Dr. Lucas Tisdall
Welcome to the Tisdall Aviation Group.
Bound by one philosophy: safety first, safety always.
For more than a decade, the Tisdall Aviation Group has been servicing the Australian aviation industry as a safety-first, compliance-oriented operator and holder of multiple Civil Aviation Safety Authority (CASA) and Australian Skills Quality Authority (ASQA) approvals.
Headquartered at Brisbane’s Archerfield Airport, the group’s dynamic national folio of capabilities includes domestic and international pilot training, engineer training and licencing, a nation-wide network of examination centres, aircraft maintenance operations, charter operations and FBO services.
With an underpinning philosophy of transparency and a clear focus on customer service, Tisdall Aviation Group is evolving as a significant, credible force in Australia’s aviation industry. Within our group you can expect to find people enthusiastically embracing the future of global aviation – guided by safety and driven by passion.
Tisdall Aviation Group boasts a modern, reliable and diverse fleet of aircraft to service the needs of our pilot trainees and our charter and tour clients across regional Australia.
Based at Archerfield Airport in Brisbane, Australia, Tisdall Aviation Group has been servicing the Australian aviation industry for over a decade, and today has multi-function bases in Brisbane, Gold Coast and Adelaide.
Why Study with Us?
We provide individualised training across the spectrum of aviation, within a large industry-owned aviation group.
Unique Signature Programmes
Across engineering and pilot training we’ve developed customised programmes that deliver the learning, skillsets, & commitment to safety that the aviation industry demands.
Across our group, we operate a fleet of highly-maintained Cessna, Diamond, Beechcraft and Cirrus aircraft, available to students as they progress.
Owned by Industry
Flight One Academy is part of the industry-owned Tisdall Aviation Group, including charter, brokerage, FBO, MRO, and education services.
Pathways to Industry
Flight One Academy works closely with industry to develop academic and career pathways to help graduates expand their studies & experience.
Our goal is to support our graduates as lifelong members of the Tisdall Aviation Group Family, and provide a range of programmes across their journey, including RPL & consulting. | aerospace | 1 |
https://datelineafricanews.co.uk/breaking-tears-as-military-plane-fatally-crashes-at-abuja-airport-many-souls-lost/ | 2021-09-28T09:59:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780060677.55/warc/CC-MAIN-20210928092646-20210928122646-00596.warc.gz | 0.973565 | 129 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__201564304 | en | 21 Feb Breaking :Tears as military plane fatally crashes at Abuja airport, many souls lost
21 Feb 2021
A military aircraft named King Air 350 has crashed at the Abuja airport, minister of aviation Hadi Sirka announced on Sunday, February 21. The plane, according to the minister of aviation, crashlanded after experiencing an engine failure on way to Minna, Niger state.
Sirika said the tragic incident was fatal and there is a possibility of all the passengers on board losing their lives to the crash. The minister, however, called for calm as Nigerians wait for the outcome of investigation by the military authorities. | aerospace | 1 |
http://www.sknpulse.com/air-canada-expands-service-to-st-kitts-non-stop-flights-from-toronto-to-operate-for-november-to-april/ | 2020-07-14T23:36:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593657151761.87/warc/CC-MAIN-20200714212401-20200715002401-00556.warc.gz | 0.938227 | 213 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__36520548 | en | Air Canada expands service to St. Kitts: Non-Stop flights from Toronto to Operate from November to April
Last Updated on
BASSETERRE, St Kitts, Tuesday June 12, 2018– For the first time in St Kitts’ history, Air Canada, Canada’s largest Airline will serve the island for a full six months for the 2018-2019 peak season. Non-stop Saturday flights from Toronto will operate from November 3, 2018 right through till April 27, 2019.
From November 3 through December 10, Air Canada will operate a 136-seat Airbus A319-100 Rouge aircraft with 124 economy class and 12 business class seats for the non-stop Saturday flights.
An Airbus A321-200 Rouge aircraft with 184 economy class and 16 business class seats will be in operation from December 15, 2018 through April 27, 2019.
Due to the expansion, St. Kitts will receive an additional 6 weeks of non-stop of service that provides the potential for an increase in Canadian air passenger arrivals. | aerospace | 1 |
https://spacenews.com/nasa-mission-to-track-near-earth-objects-takes-shape/ | 2024-04-14T04:45:46 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816864.66/warc/CC-MAIN-20240414033458-20240414063458-00206.warc.gz | 0.957055 | 799 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__175126115 | en | SANTA FE, N.M. — A revamped NASA mission to search for near Earth objects from space has secured funding to start development as the agency works out details about how it will be managed.
The fiscal year 2020 “minibus” spending bill signed into law by President Trump Dec. 20 that provides $22.63 billion for NASA includes $35.6 million to start development of the Near Earth Object (NEO) Surveillance Mission. That mission would fly a small space telescope with an infrared camera to discover and track NEOs, helping identify any that pose an impact risk to the Earth.
That funding will come from the agency’s planetary science funding line, which received more than $2.7 billion in the bill. Neither the bill nor the accompanying report specified funding for NASA’s overall planetary defense programs, which include ground-based telescopic searches for NEOs as well as the Double Asteroid Redirection Test (DART) mission under development to the asteroid Didymos. NASA sought $150 million for planetary defense in its original budget proposal, but did not identify any specific funding for the NEO Surveillance Mission.
That was in part because NASA decided only in September to pursue the NEO Surveillance Mission. Thomas Zurbuchen, NASA associate administrator for science, said at a Sept. 23 meeting of the agency’s Planetary Science Advisory Committee that NASA would fund development of the mission as a “directed” one, led by the Jet Propulsion Laboratory, rather than competed through the Discovery program of planetary science missions.
NEO Surveillance Mission is the successor to NEOCam, a similar mission concept that was one of the finalists in the most recent round of the Discovery program. While NASA did not select NEOCam in early 2017 for development, it did provide funding to allow work to continue on its infrared detectors.
Zurbuchen said at the meeting that the reason for going from NEOCam to NEO Surveillance Mission was because the goals of the mission were not strictly scientific. The mission is designed to meet a congressionally mandated goal to identify all NEOs at least 140 meters in diameter, which represent those large enough to do damage on a regional or global scale in the event of an impact.
“The only reason we want every 140-meter object is not because we need it to do all the science,” he said. “It’s because we want to understand whether one of them is on a collision course over time to Earth.”
The mission, which has an estimated cost of $500–600 million and launch date of 2025, has congressional support beyond the funding provided in the appropriations bill. A NASA authorization bill introduced in the Senate in November directs NASA to build and launch by the end of fiscal year 2025 “a space-based infrared survey telescope that is capable of detecting near-Earth objects equal to or greater than 140 meters in diameter.”
The decision to pursue the NEO Surveilliance Mission as a directed mission raised questions in September about the role the NEOCam team would play on it, including its principal investigator (PI), Amy Mainzer, who earlier this year moved from JPL to the University of Arizona. “I expect the former PI of NEOCam to have a really crucial role,” Zurbuchen said in September.
In a Dec. 10 statement, the University of Arizona said that Mainzer would serve as the survey director for the mission. The university would have overall scientific leadership for the mission, including responsibility for building the infrared camera and supporting operations after the spacecraft’s launch. JPL will manage the project, with several companies and universities also partnering on the mission.
“This mission would answer a fundamental question: Are there asteroids or comets out there that can cause harm to the Earth over the next century?” Mainzer said in the university statement. | aerospace | 1 |
https://www.definitions.net/definition/landing | 2023-06-06T03:58:46 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652207.81/warc/CC-MAIN-20230606013819-20230606043819-00738.warc.gz | 0.886928 | 2,350 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__305016005 | en | What does landing mean?
Definitions for landing
This dictionary definitions page includes all the possible meanings, example usage and translations of the word landing.
an intermediate platform in a staircase
landing, landing placenoun
structure providing a place where boats can land people or goods
the act of coming down to the earth (or other surface)
"the plane made a smooth landing"; "his landing on his feet was catlike"
the act of coming to land after a voyage
(Aeronautics) The act or process of bringing an aircraft to land after having been in the air; as, the pilot made a perfect three-point landing. Contrasted with take-off.
coming to earth, as of an airplane or any descending object
an in-between platform or large bottom-most or top-most step of a staircase
a place on a shoreline where a boat lands
Samuel Johnson's Dictionary
The top of stairs.
Etymology: from land.
Let the stairs to the upper rooms be upon a fair, open newel, and a fair landing-place at the top. Francis Bacon.
The landing-place is the uppermost step of a pair of stairs, viz. the floor of the room you ascend upon. Joseph Moxon.
There is a stair-case that strangers are generally carried to see, where the easiness of the ascent, the disposition of the lights, and the convenient landing, are admirably well contrived. Joseph Addison, Remarks on Italy.
What the Romans called vestibulum was no part of the house, but the court and landing-place between it and the street. John Arbuthnot, on Coins.
Landing is the last part of a flight, where a flying animal, aircraft, or spacecraft returns to the ground. When the flying object returns to water, the process is called alighting, although it is commonly called "landing", "touchdown"a or "splashdown" as well. A normal aircraft flight would include several parts of flight including taxi, takeoff, climb, cruise, descent and landing.
of, pertaining to or used for, setting, bringing, or going, on shore
a going or bringing on shore
a place for landing, as from a ship, a carriage. etc
the level part of a staircase, at the top of a flight of stairs, or connecting one flight with another
Landing is the last part of a flight, where a flying animal, aircraft, or spacecraft returns to the ground. When the flying object returns to water, the process is called alighting, although it is commonly called "landing," "touchdown" or "splashdown" as well. A normal aircraft flight would include several parts of flight including taxi, takeoff, climb, cruise, descent and landing.
Military Dictionary and Gazetteer
In fortification, is the portion of the floor of the gallery between the frames that bound the entrance to a return. The landing is in all cases horizontal.
The act and process of to land.
The landing was peaceful and calm which was a real joy.
Submitted by MaryC on March 21, 2020
Surnames Frequency by Census Records
According to the U.S. Census Bureau, Landing is ranked #51176 in terms of the most common surnames in America.
The Landing surname appeared 407 times in the 2010 census and if you were to sample 100,000 people in the United States, approximately 0 would have the surname Landing.
67% or 273 total occurrences were White.
26% or 106 total occurrences were Black.
4.4% or 18 total occurrences were of Hispanic origin.
1.4% or 6 total occurrences were of two or more races.
British National Corpus
Rank popularity for the word 'landing' in Nouns Frequency: #1835
Anagrams for landing »
The numerical value of landing in Chaldean Numerology is: 4
The numerical value of landing in Pythagorean Numerology is: 7
Examples of landing in a Sentence
Even if they never got anything for it, it was cheap at that price. Without malice aforethought I had given them the best show that was ever staged in their territory since the landing of the Pilgrims! It was easily worth fifteen million bucks to watch me put the thing over.
The boats landing daily on the shores of Europe are filled with men and women who need acceptance and assistance.
Number 2, the plane was able to do a belly landing and landed safely in Islip New York.
Flight VS43 ... (has) returned to London Gatwick due to a technical issue with one of the landing gears, the aircraft is preparing to implement a non-standard landing procedure at Gatwick airport.
The Fed could try to procrastinate, but if they do that, inflation will likely come back and then they'll have to slam on the brakes even harder. Procrastination doesn't really lead to a good outcome. That just leads to a harder landing down the road.
Popularity rank by frequency of use
Translations for landing
From our Multilingual Translation Dictionary
- přístaviště, podesta, chodba, přistání, koridorCzech
- Treppenabsatz, Anlegeplatz, LandungGerman
- muelle, descansillo, aterrizaje, rellanoSpanish
- porrastasanne, laskeutuminen, tasanneFinnish
- palier, atterrissageFrench
- laimrigScottish Gaelic
- caposcala, ballatoio, pianerottolo, atterraggio, imbarcadero, ripianoItalian
- 上陸, 踊り場, 着陸, 船着き場Japanese
- слетување, одмориште, спуштање, приземјувањеMacedonian
- steiger, landing, overloop, aanlegplaatsDutch
- aterrissagem, aterragem, pousoPortuguese
- посадка, приземлениеRussian
- призе́млення, поса́дкаUkrainian
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https://www.spotterswiki.com/index.php?title=Hawarden_Airport&oldid=8975 | 2022-10-04T06:17:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337480.10/warc/CC-MAIN-20221004054641-20221004084641-00541.warc.gz | 0.928522 | 337 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__211508042 | en | |Many airlines have modified their schedules as a result of the COVID-19 pandemic. As a result, please consult a flight tracking site such as FlightAware or FlightRadar24 or airline web sites for current flight information.|
Some areas are restricting non-essential activities in order to slow the spread of the coronavirus. Please ensure that spotting is not temporarily prohibited by a local public health order before heading to the airport.
|Continent: Europe||Country: United Kingdom||Region: England|
|Overview map||Google Maps|
Hawarden Airport often known as Chester Airport, is a small airport in Hawarden in north east Wales. It is situated 3.5 nautical miles (6.5 km) west southwest of the city of Chester, which lies across the border in England. The airport is owned and operated by BAE Systems. A long term tenancy agreement has been signed with Airbus UK, giving rights as the sole operator of the site. At the airport there is a large Airbus factory which produces aircraft wings and also a Raytheon aircraft factory.
The aircraft factory located on the airfield is known as the Broughton factory, named after the nearest village. | aerospace | 1 |
https://crowncorp.in/zealtek-enterprises-pvt-ltd/ | 2024-03-01T05:40:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474948.91/warc/CC-MAIN-20240301030138-20240301060138-00171.warc.gz | 0.945307 | 184 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__183764936 | en | Zealtek Enterprises Pvt. Ltd.
Zealtek Enterprises Pvt. Ltd. (ZEPL) is the Electrical and Electronics Division. It is an AS9110C certified Aviation Maintenance and Repair Organization.
ZEPL is based in Goa, and is enriched with operational experience in the repair and maintenance of modules for defence aircraft and ground support equipment since year 2000.
The facility is led by a team of experienced professionals with over three decades of expertise in the defence aviation sector for MRO and design of special test beds.
ZEPL has the following Partnerships with Foreign OEM:
Authorized calibration and maintenance agency for entire fleet of IAI Malat UAVs in service with Indian Army, Airforce, Navy & NTRO.
MoU with M/s. BEEPITRON, Russia for Indigenisation of Avionics, Databus, FDR and FDAAS. | aerospace | 1 |
https://ww2aircraft.net/forum/threads/least-resource-intensive-easy-to-maintain-aircraft-of-ww2.59226/page-7 | 2023-11-29T02:27:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100047.66/warc/CC-MAIN-20231129010302-20231129040302-00045.warc.gz | 0.961608 | 275 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__49224948 | en | Although a simple aircraft, pulleys, cables and bellcranks need to be lubricated, the airframe itself needs to be periodically inspected, especially if one is performing aerobatics. Read about the maintenance of fabric aircraft and what goes into them, lastly we have some wood in the structure, very labor intensive depending on the environment where the aircraft is being operated. Are you getting the picture? I haven't even gotten into the engine! Engine oil - 25 to 50 hour changes. Inspections - 50 to 100 hour. I believe a few of our members have actually turned wrenches on the Moth so I know they'll chime in.
No - even the simplest of aircraft cannot go for "hundreds of hours" without some kind of maintenance!
Agree about your cost message.For fighters in the field give me a FW190 all day long. Cost 1/3 of a P-47 Thunderbolt and could quickly be modified to pure fighter, fighter bomber and long range fighter bomber.
Built for quick maintenance in primitive, rough field conditions and power eggs were basically plug and play - as were weapon systems with quick change wiring harnesses.
I sometimes wondered about maintenence on the British radials that had the exhaust collector as part of the cowling. Did it get in the way of maintenence or spark plug changing? | aerospace | 1 |
https://www.sarajevotimes.com/us-air-force-and-bih-armed-forces-organize-silver-arrow-military-exercise/ | 2021-05-18T04:48:26 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989820.78/warc/CC-MAIN-20210518033148-20210518063148-00508.warc.gz | 0.936975 | 274 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__100288402 | en | With the landing of the US military aircraft C-130 Hercules (Hercules) at Tuzla International Airport, the practical part of the Silver Arrow military exercise began.
Over the next four days, until September 12th, the exercise will be attended by members of the Armed Forces of Bosnia and Herzegovina, the Maryland National Guard and the US Air Force in Europe (USAFE) in coordination with the Tuzla International Airport.
The exercise will be for the first time practicing Joint Terminal Air Controllers (JTAC) tactical controllers within the Armed Forces of Bosnia and Herzegovina.
Members of the CAF logistics will practice loading and unloading procedures from the C-130 aircraft, which will contribute to the improvement of the CAF capabilities.
During their participation in peacekeeping operations, AFB members often use material and technical resources and equipment from partner countries, which is why it is very important that they be trained in their use. The C-130 Hercules medium transport aircraft is used by the armed forces of 60 countries from around the world.
“The training contributes to maintaining and enhancing partner capabilities and to achieving interoperability with the US Armed Forces, which aims to improve regional security,” said Brigadier Emir Kliko, commander of the 5th Infantry Brigade, and the main host of the exercise. | aerospace | 1 |
http://www.jantakareporter.com/world/nasa-locates-impact-site-and-debris-of-chandrayaan-2-vikram-lander-releases-breathtaking-photos/274487/ | 2020-10-28T00:30:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107894890.32/warc/CC-MAIN-20201027225224-20201028015224-00224.warc.gz | 0.951811 | 636 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__216632980 | en | US Space agency NASA has said that its moon mission had been able to locate the impact site and debris of Chandrayaan 2’s Vikram Lander. it also released a couple of breathtaking photos. The photos show the Vikram Lander impact point and associated debris field.
Green dots in the photo above indicate spacecraft debris (confirmed or likely), while blue dots locate disturbed soil, likely where small bits of the spacecraft churned up the regolith. “S” indicates debris identified by Shanmuga Subramanian. “This portion of the Narrow-Angle Camera mosaic was made from images M1328074531L/R and M1328081572L/R acquired Nov. 11,” said a statement from NASA.
The Chandrayaan 2 Vikram lander was aiming for a highland smooth plain about 600 kilometers from the south pole. Unfortunately, the Indian Space Research Organisation (ISRO) lost contact with Vikram Lander shortly before the scheduled touchdown on 7 September this year.
According to NASA, ‘despite the loss, getting that close to the surface was an amazing achievement.’ A statement from the US space agency said, “The Lunar Reconnaissance Orbiter Camera team released the first mosaic (acquired Sept. 17) of the site on Sept. 26 and many people have downloaded the mosaic to search for signs of Vikram. Shanmuga Subramanian contacted the LRO project with a positive identification of debris. After receiving this tip, the LROC team confirmed the identification by comparing before and after images.
“When the images for the first mosaic were acquired the impact point was poorly illuminated and thus not easily identifiable. Two subsequent image sequences were acquired on Oct. 14 and 15, and Nov. 11. The LROC team scoured the surrounding area in these new mosaics and found the impact site (70.8810°S, 22.7840°E, 834 m elevation) and associated debris field. The November mosaic had the best pixel scale (0.7 meter) and lighting conditions (72° incidence angle).”
The debris first located by Shanmuga is about 750 meters northwest of the main crash site and was a single bright pixel identification in that first mosaic (1.3 meter pixels, 84° incidence angle). The November mosaic shows best the impact crater, ray and extensive debris field. The three largest pieces of debris are each about 2×2 pixels and cast a one pixel shadow.
Shanmuga, a Chennai-based techie, told news agency IANS, “It was something challenging as even NASA can’t find out so why can’t we try out? And that’s the thought that led me to search for Vikram lander.” He said that he looked for it on the images from NASA’s Lunar Reconnaissance Orbital (LRO) Camera that the US space agency had released to the public. Shanmuga, who works as a software architect in Chennai, said that he carried out the search in his spare time. | aerospace | 1 |
http://chinaplus.cri.cn/news/china/9/20180902/178384.html | 2019-05-20T17:50:41 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232256082.54/warc/CC-MAIN-20190520162024-20190520184024-00133.warc.gz | 0.948781 | 307 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__20111169 | en | Chinese private rocket to launch in Jiuquan this month
China's carrier rocket designed by a private enterprise, One-Space Technology, is set to be launched in early this month at Jiuquan Satellite Launch Center in Gansu Province. This is the first time for China's national launching center to launch a private rocket, reports Chongqing Morning Post.
OS-X suborbital rocket designed by One-Space Technology roars into the sky at an unknown test base in northwestern China on May 17, 2018. [Photo: VCG]
Earlier in May, One-Space Technology launched a self-designed rocket at a test base in northwestern China. Together, with the upcoming ready-to-launch rocket, the two private rockets are marking the first step of China's civil-military integration into the rocket industry.
Shu Chang, CEO of One-Space Technology, said the two OS-X series suborbital rockets are both named "The Stars of Chongqing Liangjiang", and the manufacture of the two rockets has adopted the latest R&D mode that has specifically assigned critical problems to different research teams.
In addition, the integration of civilian and military contributions will create competition in the rocket industry and significantly cut down on the expense for rocket manufacturing. The rockets are also being used for commercial purposes, so costs are expected to be offset by revenue paid for by private industries.
It's also reported that the designers and engineers of the research teams have mostly been born in the 1990s. | aerospace | 1 |
https://www.flycfc.co/post/klm-777-makes-emergency-return-to-amsterdam | 2023-03-27T05:17:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296946637.95/warc/CC-MAIN-20230327025922-20230327055922-00768.warc.gz | 0.842817 | 162 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__247271636 | en | KLM 777 Makes Emergency Return to Amsterdam
On Feb. 9, a KLM Boeing 777-200 operating as KL591 departed Amsterdam bound for Johannesburg, South Africa (JHN) when a fire broke out in one of the aircraft's galleys. The flight was enroute over Ibiza, Spain when the fire occurred. The crew returned to Amsterdam, where the flight was met by medical staff. No cause has been announced at this time.
Article source: https://www.aviation24.be/airlines/air-france-klm-group/klm-royal-dutch-airlines/boeing-777-returns-to-amsterdam-schiphol-after-galley-fire/ | aerospace | 1 |
https://www.pcimag.com/articles/99815-ppg-aerospace-facilities-earn-northrop-grumman-supplier-awards | 2024-04-20T10:31:36 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817576.41/warc/CC-MAIN-20240420091126-20240420121126-00052.warc.gz | 0.915301 | 251 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__82963582 | en | SYLMAR, CA – Three facilities operated by PPG Industries’ aerospace business have been recognized by Northrop Grumman Corp.’s Aerospace Systems sector with 2013 Platinum Source Preferred supplier awards. They are the Huntsville, AL, transparencies facility; Irvine, CA, coatings manufacturing plant; and Kennesaw, GA, application support center (ASC).
Northrop Grumman grants the awards only to those aerospace systems sector suppliers that achieve distinction in product quality, on-time delivery, customer satisfaction, and robust, lean processes.
This marks the eighth year PPG’s ASC-Atlanta in Kennesaw has received the Platinum Source Preferred supplier award. It supplies Northrop Grumman with PPG defense coatings and sealant products to support modifications, development and production for naval and air force weapons systems. Recognized for the second time, PPG’s Huntsville facility designs and manufactures advanced transparency systems. A first-year honoree, the PPG Irvine facility supplies water-reducible primers and urethane, epoxy and advanced-performance topcoats.
The three PPG operations were among 74 recipients of 2013 Northrop Grumman supplier awards. | aerospace | 1 |
https://helihub.com/2013/03/22/colombian-army-takes-delivery-of-five-s-70i-black-hawks/ | 2021-03-02T05:21:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178363217.42/warc/CC-MAIN-20210302034236-20210302064236-00407.warc.gz | 0.889571 | 903 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__40444607 | en | The Colombian Army has formally inducted five new Sikorsky S-70i multi-mission helicopters into its fleet of BLACK HAWK aircraft. Colombia is the first South American country to buy the S-70i BLACK HAWK helicopter variant from Sikorsky Aircraft, a subsidiary of United Technologies Corp.
“We are honored by the trust the Colombian Armed Forces continue to place in Sikorsky, and in the BLACK HAWK aircraft as the country’s utility helicopter of choice,” said Jennifer Caruso, Sikorsky Vice President of Army and Air Force Programs.
The aircraft were accepted during a Feb. 11 ceremony in Tolemaida attended by Colombian President Juan Manuel Santos and Defense Minister Juan Carlos Pinzon.
Built at Sikorsky’s aircraft manufacturing facility in Mielec, Poland, the five aircraft were custom-equipped in the United States for the Special Forces of the Colombian Army’s Air Assault Division.
A team of Colombian pilots and maintainers flew the five aircraft from Connecticut 4,334 miles (6,975 km) via Central America to the Army Special Operation Aviation Military base in Tolemaida, arriving Jan. 30 following 10 days of flight.
Before departing Connecticut, the Colombian team received extensive training from Sikorsky to become familiar with the S-70i aircraft’s digital cockpit and advanced avionics. The system includes a dual GPS/INS system with digital map that provides accurate navigation and enhanced situational awareness. The team also graduated instructor pilots and maintainers to train others in their unit.
The five S-70i aircraft join a fleet of 96 UH-60L helicopters operated by the Colombian National Police, Colombian Air Force, and Colombian Army —accounting for the world’s fourth-largest BLACK HAWK fleet. Military forces in almost 30 countries operate more than 3,000 BLACK HAWK aircraft for a variety of missions, including troop transport and air assault, cargo lift, search and rescue, and VIP transport.
Sold directly by Sikorsky to international militaries and government agencies, the S-70i helicopter delivers the same power and lift performance as S-70M BLACK HAWK aircraft. The S-70i model can be customized easily by Sikorsky to specific mission needs, to include radar, ballistic protection, medical litters, extended range fuel tanks, an external rescue hoist, and cargo hook among other features.
Sikorsky Aircraft Corp., based in Stratford, Conn., USA, is a world leader in helicopter design, manufacture, and service. United Technologies Corp., based in Hartford, Conn., USA, provides a broad range of high technology products and support services to the aerospace and building systems industries.
- US Army tests UH-60 Load Stability System Litter Attachment from Vita Inclinata
- SAFE wins contract for US Army UH-60 work platforms
- DynCorp Awarded UH-60 Contractor Logistics Support Services Task Order
- Philippines orders 15 Black Hawks
- NY National Guard honours UH-60 crash aircrew
- 02-Feb-21 (tba) Sikorsky UH-60 Lucky Peak, US-Idaho (3F)
- Ace Aeronautics Earns STC for Electro-Optical Sensor Mount
- 31-Dec-20 J-1902 Sikorsky UH-60M Istanbul, Turkey
- CAE win $90M US Army training contract
- Maine Army National Guard works closer with community leaders
- Wisconsin National Guard UH-60 Black Hawk aircrews hold training at Fort McCoy
- 27-Aug-20 ??-????? Sikorsky MH-60M San Clemente Island, US-California (2F)
- PAS MRO awarded $9M contract to overhaul UH-60 tip caps
- Helinet enters firefighting market with UH-60 contract win
- Collins Aerospace promotes Goodrich rescue hoist on S70 Firehawk
- Telephonics flight tests MOSAIC AESA Radar System on MH-60S
- Luma Technologies offers Goggle Ready LED Solutions for UH-60 / S-70 Operators
- Simplex awarded FAA certification for Internal Fire Attack System
- 1st CAB Commander Makes Final Flight
- CPI Aero Secures Additional Orders From Sikorsky | aerospace | 1 |
http://www.alpenglow.org/paragliding/alpine/cd-0527-092-aiguille-du-midi-takeoff2.html | 2018-10-22T21:38:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583515539.93/warc/CC-MAIN-20181022201445-20181022222945-00016.warc.gz | 0.935478 | 84 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__182356270 | en | Aiguille du Midi
In the Alps, where paragliding was born, mountain flying is at a
different stage than in the Northwest. Most Alpine launches are
accessible by lifts and the valleys are civilized. Cross country
flying is much more practical here. Still, a gentle morning
descent can provide a classic flight, as shown in this view above
the Vallee Blanche. | aerospace | 1 |
http://www.sinodefence.com/army/surfacetoairmissile/hongqi61.asp | 2013-05-21T09:04:34 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699812416/warc/CC-MAIN-20130516102332-00049-ip-10-60-113-184.ec2.internal.warc.gz | 0.949228 | 934 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__62328750 | en | HongQi 61A Surface-to-Air Missile System
The HongQi 61 (HQ-61) is short-range, low- to medium-altitude surface-to-air missile (SAM) developed by Shanghai-based 2nd Mechanical-Electronic Bureau (now Shanghai Academy of Spaceflight Technology, SAST). The missile was initially developed as a ship-based air defence missile, with a land-based variant HongQi 61A being developed at a later stage. The HongQi 61A is the first Chinese SAM to be developed specially for the ground forces to provide tactical air defence. The missile only saw very limited service with the PLA.
Because the HongQi 2 SAM was designed to intercept medium- to high-altitude targets, the PLA required a low-/medium-altitude air defence missile in the early 1960s to provide air protection for its ground forces against low-flying aircraft. The missile development was initially carried out by Beijing-based 2nd Space Academy (now China Academy of Defence Technology) in 1965 under the designation HongQi 41. In 1967 the development was taken over by Shanghai-based 2nd Mechanical-Electronic Bureau and the missile renamed HongQi 61. Initially the missile was developed with both land-based and shipborne uses in mind, but a decision was then made that the shipborne (naval) variant should be given higher priority.
The HongQi 61 development had encountered enormous technical difficulties as well as interference of political impact by the ‘Culture Revolution’ during the 1960s/70s. The shipborne variant HongQi 61 was not successful until late 1986. The development of the land-based HongQi 61A began in 1976. The associated ground guidance station, electro-optical director, and fire-control vehicle were developed at the same time. The HongQi 61A passed its certification tests in 1986 and the missile’s design certificate was issued in 1988 prior to production commencing.
The HongQi 61A only saw very limited service. The air defence brigade subordinate to PLA 38th Group Army in the Beijing Military Region fields the HongQi 61A, HongQi 7, and Tor-M1 (SA-15) SAM, and 35mm AAA guns in amalgamation for field air defence roles.
The HongQi 61A missile has four front canards mounted on the middle of the missile body and four larger delta-shape control surfaces at rear. The front canards and the rear control surfaces arrangement are not on the same geometric plane, but on a 45 degree angle. The missile uses radio command and semi active radar homing.
A twin missile launcher is mounted on a YanAn SX2150 flatbed 6X6 truck with an azimuth range of 360°. The truck is equipped with four hydraulically operated stabilisers which are lowered in preparation for the missile launch.
Fire-Control & Surveillance
A typical HongQi 61A battery (company) consists of 4 trucks each with 2 ready-to-launch missiles, mobile generators, command post vehicle, tracking and illuminating radar vehicle, target indicating radar vehicle, and 24 spare missiles. Earlier versions of the target indicating radar was similar to the one used on former Soviet SA-3 Goa system. The C-band radar system had the Chinese designation Type 571 and had two elliptic parabolic net-type reflectors.
Other features include moving target indication and frequency hopping agility. A typical target engagement would take place as follows: The target is first detected by target indication and radar vehicle. After being confirmed as hostile, the target is tracked and illuminated by the tracking and illuminating radar vehicle. When the target is within range one missile is launched. The Type 571 radar has been designed specifically for low-altitude warning and displays both the slant range and azimuth of aircraft targets detected.
No details of the tracking and illuminating radar has been disclosed, although photographic imagery examined shows a dish-type antenna with a TV camera mounted coaxially to the right for use in an ECM environment, or passive operations during clear weather engagements.
Missile dimensions: (length) 3.99m; (diameter) 0.286m; (wingspan) 1.166m
Launch weight: 300kg
Operating altitude: Maximum
Operating range: 2.5~10km
Maximum speed: Mach
Guidance: Radio command + semi-active radar
Single-shot hit probability: N/A
Last update: 25 March 2008 | aerospace | 1 |
https://www.waterstones.com/book/current-progress-in-aerospace-engineering/natalie-spagner/9781632409348 | 2023-01-28T04:40:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499470.19/warc/CC-MAIN-20230128023233-20230128053233-00516.warc.gz | 0.773024 | 88 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__123970405 | en | Current Progress in Aerospace Engineering (Hardback)Natalie Spagner (editor)
Publisher: Clanrye International
Number of pages: 246
Weight: 807 g
Dimensions: 276 x 203 x 16 mm
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Would you like to proceed to the App store to download the Waterstones App? | aerospace | 1 |
https://english.president.gov.tw/NEWS/5489 | 2024-02-23T13:35:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474412.46/warc/CC-MAIN-20240223121413-20240223151413-00312.warc.gz | 0.934215 | 386 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__46227508 | en | While transiting in Houston on her way back to Taiwan following state visits to Paraguay and Belize, President Tsai Ing-wen visited the National Aeronautics and Space Administration's Johnson Space Center in Houston, Texas on the morning of Sunday, August 19 local time (evening of August 19 Taipei time).
After arriving at the Johnson Space Center, President Tsai first proceeded to the Mission Control Center and received a briefing from Flight Director Royce Renfrew. The Mission Control Center is the heart of America's manned spaceflight programs, and the most important part of every US space mission since the Gemini IV mission of 1965, including the manned Apollo moon missions and all 135 space shuttle flights. The flight control team includes many experienced engineers, medical officers, and technicians who remain on duty in shifts around the clock to make sure that space station astronauts can safely and smoothly complete their missions.
Johnson Space Center Deputy Director Vanessa E. Wyche, Flight Director Royce Renfrew, and astronaut E. Michael Fincke accompanied President Tsai and her delegation on a tour of a flight control room to learn about the facilities. They then proceeded to a space station training facility and viewed replicas of the space station as well as the Space X, Starliner, and Soyuz delivery vehicles. The group also toured replicas of the Japanese, American, and Russian space stations before making one final stop at the Orion Spacecraft Mockup. President Tsai and Deputy Director Wyche then exchanged gifts and posed for photos.
Secretary-General to the President Chen Chu (陳菊), National Security Council Secretary-General David T. Lee (李大維), Minister of Foreign Affairs Joseph Wu (吳釗燮), and ROC Representative to the United States Stanley Kao (高碩泰) all accompanied the president on the tour. | aerospace | 1 |
http://sci.esa.int/rosetta/37377-rosetta-status-report-no-42/ | 2017-03-23T04:19:12 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218186774.43/warc/CC-MAIN-20170322212946-00178-ip-10-233-31-227.ec2.internal.warc.gz | 0.967526 | 315 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__54689832 | en | No. 42 - Spacecraft Thermal Characterisation Activities
30 May 2005 13:43Report for period 13-27 May 2005
The spacecraft is in active cruise mode in preparation for Rosetta's next active science phase planned for end June. In the reporting period several thermal characterisation and reconfiguration activities were carried out.
On 18 May a test was executed to verify that the High Gain Antenna motor can be operated for indefinite periods without the overheating problems occurring at shorter Sun distances. The test confirmed that the motor can be operated at least for the duration of a full ground station pass.
A thermal characterisation test was executed on 23 May, to verify that the spacecraft can be pointed with its -Z side to the Sun without overheating the thruster modules. This test also confirmed that no dangerous temperatures are achieved, however thermal stability was not reached within the planned 12 hours.
The Thermal Control Table (TCT) was reconfigured on 24 May to its intermediate state, at a distance of 1.2 AU from the Sun.
No payload operations were carried out, with the exception of SREM, which is active continuously for radiation monitoring.
A total of 6 New Norcia passes each with a duration of about 8 hours commanding were taken over the reporting period (three passes per week).
At the end of the last New Norcia pass in the reporting period (DOY 147) Rosetta was at a distance of 34.7 million kilometres from Earth. The one-way signal travel time was 1 minute and 55.7 seconds. | aerospace | 1 |
http://www.ntsb.gov/aviationquery/brief2.aspx?ev_id=20040209X00172&ntsbno=NYC04LA062&akey=1 | 2014-11-24T03:58:04 | s3://commoncrawl/crawl-data/CC-MAIN-2014-49/segments/1416400380358.68/warc/CC-MAIN-20141119123300-00094-ip-10-235-23-156.ec2.internal.warc.gz | 0.964814 | 500 | CC-MAIN-2014-49 | webtext-fineweb__CC-MAIN-2014-49__0__114941641 | en | On January 30, 2004, about 1235 eastern standard time, a Gates Learjet 35A, N39WA, was substantially damaged while taxiing, after landing at the Akron-Canton Regional Airport (CAK), Akron Ohio. The certificated airline transport pilot and certificated commercial co-pilot were not injured. Visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the flight that originated at the Toledo Express Airport, Toledo, Ohio. The positioning flight was conducted under 14 CFR Part 91. Use your browsers 'back' function to return to synopsisReturn to Query Page
According to the pilot, the taxi from the runway to the ramp area was normal. After making a right 90 degree turn onto the ramp from taxiway "E", the airplane began to slide on top of an ice layer. The brakes were ineffective and the co-pilot shut down the engines; however, due to the downward slope of the ramp area and the wind conditions, the airplane continued to accelerate. The airplane then struck a concrete retaining wall, before it came to rest.
A Federal Aviation Administration (FAA) inspector who examined taxiway "E", and the ramp area about 90 minutes after the accident, noted that conditions on taxiway "E" were 85% dry and sanded; however, the ramp area was covered with a 1-inch thick layer of smooth clear ice.
Examination of the airplane by the same FAA inspector revealed that the airplane's nose landing gear had separated, the left main landing gear collapsed, and the left main gear actuator separated from the spar and had punctured through the keel beam. In addition, the inspector observed a fuel, and a hydraulic fluid leak.
The owner of the fixed base operation (FBO) located on the ramp, said that other airplanes had taxied into and out of the ramp without problem prior to, and after the accident. The owner further stated that sand had been applied to the ramp for the other aircraft, but not the accident airplane. In addition, the winds were lighter at the time the other aircraft were taxiing.
The reported weather at CAK, at 1239, was: wind from 270 degrees at 15 knots; visibility 9 miles in light snow; few clouds at 1900 feet; scattered at 2700 feet; ceiling overcast at 3400 feet; temperature 11 degrees F; dew point 1 degree F; altimeter 29.84 inches/Hg. | aerospace | 1 |
http://www.scribd.com/doc/53055983/NASA-Facts-Space-Shuttle | 2015-05-30T08:54:13 | s3://commoncrawl/crawl-data/CC-MAIN-2015-22/segments/1432207930916.2/warc/CC-MAIN-20150521113210-00313-ip-10-180-206-219.ec2.internal.warc.gz | 0.91988 | 674 | CC-MAIN-2015-22 | webtext-fineweb__CC-MAIN-2015-22__0__22231288 | en | can perform such services as replacing the SpaceTelescope's film packs and lenses.
The Space Telescope is being studied by the
NASA Marshall Space Flight Center, Huntsville,Alabama, and the NASA Goddard Space Flight
Center, Greenbelt, Maryland, while LDEF is a
project of the NASA Langley Research Center,
The Shuttle orbiter is a manned spacecraft, but
,unlike manned spacecraft of the past, it touchesdown on a landing strip. Thus, the Shuttle elimi-nates the expensive recovery at sea which was
necessary for Mercury, Gemini, Apollo, and Skylab.The reusable Shuttle also has a short turnaround
time. It can be refurbished and ready for another
journey into space within two weeks after landing.
The Shuttle can quickly provide a vantage point
in space for observation of interesting but transientastronomical events or of sudden weather, agricul-
tural, or environmental crises on Earth. Informa-
tion from Shuttle observations would contribute
to sound decisions for dealing with such urgent
The Shuttle will also be used to transport into
space a complete scientific laboratory called
Spacelab. Developed by the European Space
Agency (ESA), Spacelab is adapted to operate in
zero gravity (weightlessness). It provides condi-
tions suitable for working, eating, and sleeping in
Spacelab provides facilities for as many as four
laboratory specialists to conduct experiments in
such fields as medicine, manufacturing, astronomy,
and pharmaceuticals. Spacelab remains attached
to the Shuttle orbiter throughout its mission. Upon
return to Earth, Spacelab is removed from the
orbiter and outfitted for its next assignment. It canbe reused about 50 times.Spacelab personnel will be men and women of
many nations who are experts in their fields andare in reasonably good health. They will require
only a few weekG of space flight training.The ESA member nations involved are Belgium,
Denmark, France, Italy, Netherlands, Spain, Switz-
erland, United Kingdom, and the Federal Republic
of Germany (West Germany). Austria is also par-ticipating in Spacelab. Spacelab is an example ofinternational sharing of space costs and of world-wide interest in the Space Shuttle capabilities.
The Space Shuttle will bring within reach proj-ects that not too long ago many considered im-
practical. The Shuttle could carry into orbit the
"building blocks" for constructing large solar
power stations that would convert the unlimited
solar heat and sunlight of space into electricity foran energy hungry world. The components would
be assembled by specialists whom the Shuttle
would transport to, and support in, space.
The Shuttle could also carry into Earth orbit the
Space shuttle rockets from launch pad (tartlat'a ooncepq.
Remote manipulator retrieves orbiting satellite which It will
place In the orbiter's cargo bay for return to Earth (artist's
concept). The manipulator system, which permits astronauts
Inside the orbiter to deploy or retrieve satellites, was devel-oped by Canada at Canadian expense.
ORIGINAL PAGT 171
OF POOR QUALITY | aerospace | 1 |
https://helihub.com/2015/12/03/faa-fly-safe-with-your-drone/ | 2020-06-05T18:30:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348502204.93/warc/CC-MAIN-20200605174158-20200605204158-00263.warc.gz | 0.896595 | 452 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__153008583 | en | You’ve bought that shiny new camera-equipped drone you’ve yearning for. You can’t wait to get into the sky and let loose your inner high-flying aerial photographer, right?
Did you know you’re also going to become a pilot?
When you fly your drone anywhere in the nation’s airspace, you automatically become part of the U.S. aviation system. Under the law, your drone is an aircraft. So while the rules for drones may be different, you have the responsibility to operate safely, just as a Cessna or 747 pilot does.
The FAA has developed this safety checklist that you, as a pilot, should use whenever you send drone into the Wild Blue Yonder. We want you to fly safe, fly smart – and have fun.
- Bell teams with industry leaders to form Team Invictus
- COVID19 – HAC cancels annual convention scheduled for November 2020
- European Rotors event will host an industry hackathon
- Indian Air Force upgrades Mi-17s with Night Vision Goggles
- Airbus helps Hungarian Air Ambulance become a digital organisation
- EASA publishes proposed eVTOL certification methods
- Triumph to supply mechanical controls for US TH-73 trainers
- Compass and ALG ship EC135 from UK to US for Air Methods
- COVID-19 – Airbus Helicopters offers solutions to air ambulance operators in the fight against COVID-19
- COVID-19 – How Airbus is helping frontline operators in the fight against COVID-19
- Helitrans accepts two Airbus H125s under e-delivery process
- Gama Aviation and Atkins retain UK military airworthiness contract
- NTSB calls for mandatory Flight Data Recorders in all turbine helicopters
- Era Group Announces Board Approval of Reverse Stock Split
- Bristow Group Announces Stock Repurchases
- Cornwall Air Ambulance suffers £1.5M income shortfall
- NBAA Requests Extension for GA Pilot Medicals
- Police Aviation News – June 2020 Edition
- First Ukraine Police Airbus H145 commences flight test phase
- Polish Police retire Kania helicopter to museum | aerospace | 1 |
http://photogallery.indiatimes.com/articleshow/18496264.cms | 2014-03-12T15:29:09 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1394021900438/warc/CC-MAIN-20140305121820-00013-ip-10-183-142-35.ec2.internal.warc.gz | 0.983794 | 186 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__156465161 | en | At least five people were killed when a plane carrying supporters to a European soccer match in eastern Ukraine overshot the runway and broke up when it attempted an emergency landing late on Wednesday, officials said.
The twin-engined Antonov turboprop was bringing 45 passengers and crew on a charter flight from the Black Sea coastal city of Odessa to Donetsk - most of them fans looking forward to attending a Champions League clash between the Ukrainian home team Shakhtar and Germany's Borussia Dortmund.
The emergencies ministry, quoted by Interfax news agency, said the aircraft overshot the landing strip at Donetsk airport which an eyewitness said was shrouded in thick fog at the time. It overturned and broke up.
There was no immediate word on why the flight crew had had to make an emergency landing. But a survivor of the crash, quoted by Interfax, said there had been a fire on board which had been brought under control. | aerospace | 1 |
https://www.flightliteracy.com/aircraft-weight-and-balance/ | 2022-12-07T16:53:39 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711200.6/warc/CC-MAIN-20221207153419-20221207183419-00105.warc.gz | 0.88262 | 439 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__183222324 | en | This section begins with the basic principle of aircraft weight and balance control, emphasizing its importance and including examples of documentation furnished by the aircraft manufacturer and by the FAA to ensure the aircraft weight and balance records contain the proper data. Procedures for the preparation and the actual weighing of an aircraft are described, as are the methods of determining the location of the empty weight center of gravity (EWCG) relative to both the datum and the mean aerodynamic chord (MAC). Loading computations for general aviation aircraft are discussed using both loading graphs and tables of weight and moment indexes. Information is included that allows an FAA-certificated mechanic or repairman to determine the weight and center of gravity (CG) changes caused by repairs and alterations or removal and installation of equipment. This includes instructions for conducting adverse-loaded CG checks, also explaining the way to determine the amount and location of ballast needed to bring the CG within allowable limits.
- Weight and Balance Control
- Weight and Balance Theory
- Weighing the Aircraft and Determining the Empty Weight Center of Gravity
- Aircraft Weight and Balance Computations
- Center of Gravity Change After a Repair or Alteration
- Weight and Balance Control— Helicopters, Commuter Category, and Large Aircraft
- Use of Computer for Weight and Balance Computations
The information found in this section is based upon the information found in the Aircraft Weight and Balance Handbook as published by the FAA.
Flight Literacy Recommends
Useful Tools For This Section
ASA’s Color E6B Flight Computer – On the circular side, black is used for the rate arrow and units to be calculated; Red is used for weight and volume; Blue is used for distance, time and temperature scales. On the wind side, colors are used to identify wind variation: blue identifies west (or right wind correction angle) and red identifies east (or left wind correction angle). ASA’s color E6-B is made with solid aluminum construction and features all the functionality pilots have relied on for decades. A venerable favorite, now even better! Vinyl case and instruction booklet included. Measures 9-3/4″ x 5″. | aerospace | 1 |
http://www.flightglobal.com/blogs/aircraft-pictures/2010/02/flight-international-9-15-feb.html | 2013-06-20T05:26:08 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368710313659/warc/CC-MAIN-20130516131833-00044-ip-10-60-113-184.ec2.internal.warc.gz | 0.908936 | 152 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__30052559 | en | This week Flightglobal publication Flight International
reviews last week's Singapore Air Show
. The F-35 and Boeing's attempt to upstage it dominated a show where executives were cautiously upbeat on economic recovery. The cover features Tom Gordon of Billpix's Boeing AH-64 Apache and Lockheed Martin F-16 Falcon of the Singapore air force in a synchronized flypast during the show.
Also featured are:
Blazing a Trail: New weapons in Australia's fight with wildfiresPAK to the Futute: Why Sukhoi is strong export sales demand for Russia's latest stealth fighterBack to Basics: Now even the US pilots' union says elementary flying skills are being dangerously erodedYou can subscribe to Flight International here or here for the digital version. | aerospace | 1 |
http://atwonline.com/regulation/ruili-airlines-receives-caac-operating-license | 2014-03-08T21:15:58 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999664114/warc/CC-MAIN-20140305060744-00042-ip-10-183-142-35.ec2.internal.warc.gz | 0.95827 | 217 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__132078688 | en | Kunming, China-based Ruili Airlines has moved one step closer towards launching operations after being granted an operating license by the Civil Aviation Administration of China (CAAC).
Ruili is wholly-owned by Yunnan Jingcheng Group and has a registered capital of CNY600 million ($96.8 million). It is expected to operate three Boeing 737s initially and plans to expand its fleet to 45 aircraft by 2020.
In August Ruili ordered 18 Boeing 737 series aircraft. The order comprised eight -700s and six -800 aircraft direct from Boeing, plus two -700s and two -800s from airberlin.
Yunnan Jingcheng Group chairman Dong Lecheng said operations are now expected to start in April.
In May 2013, Ruili Airlines became the first privately-run carrier to receive CAAC approval after the regulator opened the door to Chinese startups. Loong Airlines, another privately-run airline, started operations in December, but other new carriers, including Qingdao Airlines, are still working towards their launch dates. | aerospace | 1 |
https://panel.waset.org/author/p-balamuralidhar | 2019-11-18T23:50:17 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496669868.3/warc/CC-MAIN-20191118232526-20191119020526-00051.warc.gz | 0.904847 | 290 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__5016469 | en | Health Monitoring and Failure Detection of Electronic and Structural Components in Small Unmanned Aerial Vehicles
Fully autonomous small Unmanned Aerial Vehicles
(UAVs) are increasingly being used in many commercial applications.
Although a lot of research has been done to develop safe, reliable
and durable UAVs, accidents due to electronic and structural failures
are not uncommon and pose a huge safety risk to the UAV operators
and the public. Hence there is a strong need for an automated health
monitoring system for UAVs with a view to minimizing mission
failures thereby increasing safety. This paper describes our approach
to monitoring the electronic and structural components in a small
UAV without the need for additional sensors to do the monitoring.
Our system monitors data from four sources; sensors, navigation
algorithms, control inputs from the operator and flight controller
outputs. It then does statistical analysis on the data and applies
a rule based engine to detect failures. This information can then
be fed back into the UAV and a decision to continue or abort the
mission can be taken automatically by the UAV and independent of
the operator. Our system has been verified using data obtained from
real flights over the past year from UAVs of various sizes that have
been designed and deployed by us for various applications.
Fault detection, health monitoring, unmanned aerial
vehicles, vibration analysis. | aerospace | 1 |
https://medium.com/war-is-boring/iran-just-unveiled-its-new-long-range-cruise-missile-502f0af17ccc | 2023-05-31T23:11:25 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224647459.8/warc/CC-MAIN-20230531214247-20230601004247-00501.warc.gz | 0.925426 | 969 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__153495103 | en | Iran Just Unveiled Its New Long-Range Cruise Missile
The Soumar is really a Soviet-era copy, but it’s still pretty deadly
by JASSEM AL SALAMI
On March 8, the Iranian defense ministry revealed a new strategic cruise missile—the Soumar.
New for Iran, that is. Named after a city destroyed during the Iran-Iraq War, the Soumar is a reverse-engineered copy of the Soviet-made Kh-55 cruise missile. But it’s one of the longest-range weapons Iran has—and comes with a fairly sophisticated guidance system.
Iranian state television recently aired footage from its unveiling ceremony, which depicted a mobile launcher capable of carrying five Soumar missiles.
So what’s this new-ish missile really capable of? Quite a lot, actually.
The Soumar is in many ways comparable to the Tomahawk. Like the U.S.-built missile, it uses an in-built terrain-matching contour navigation system to fly toward its target while hugging ground features. This gives the missile a means to avoid detection when traveling close to an opponent’s air defenses.
The missile has a maximum range of up to 3,000 kilometers—marking a record for Iranian cruise missiles. If fired from Syria, it could possibly strike targets in southern Italy.
Tehran acquired at least six sample Kh-55s from Ukraine—allegedly through the black market—in 1996 for a price of $4.5 million.
The missile is also capable of carrying nuclear warheads—though Iran doesn’t have any, and doesn’t have the ability to miniaturize nuclear weapons small enough to fit.
Less than one year ago, an Iranian parliament member introduced the missile by the name of “Meshkat” and cited a range of “more than” 2,500 kilometers. This is likely a reference to the Kh-55, which must carry additional conformal fuel tanks to reach its 3,000-kilometer range.
These extra fuel tanks did not appear at the Soumar’s unveiling.
Iran operates several other land-attack cruise missiles. Its Noor missile carries a 230-kilogram warhead at a range of 120 kilometers. The country’s Ya Ali missile carries a 200-kilogram warhead at a longer range—up to 700 kilometers.
But these are not strategic weapons. The Soumar is. Which means it has enough range to knock out an enemy’s higher-level targets—such as command and control centers, military bases and infrastructure.
This makes the Soumar an important step for Iran—although Tehran will likely face serious technical challenges if it tries to use it during a war. For one, to navigate at low altitude, the Soumar would need precise ground-terrain data from its launch site all the way to its target.
It wouldn’t be hard for Iran to feed targeting data into the missile for strikes against Israel—as Iran has a military presence in Iraq and Syria. But acquiring the precise contours to target southern Europe would be extremely challenging.
If Iran modified the Soumar to target shipping, Tehran could pressure the Bab Al Mandab Strait—connecting the Red Sea to the Gulf of Aden—and Suez Canal traffic.
It’s theoretically possible that Iran could install the Soumar on fighter jets—like the Tomahawk derivatives the U.S. designed to fit on F-16s. The AGM-158 JASSM is the current iteration of these American fighter-launched cruise missiles.
Don’t say Tehran … couldn’t. The Iranian air force has already installed land-attack versions of the Noor missile on its F-14, F-4 and Su-24 fighter jets.
And even with a shorter 2,500-kilometer range—without conformal fuel tanks—the Soumar is still deadly. Iran’s obsolete F-14, Su-24 and F-4 jets could fire their missiles toward an unspecified target in a pre-defined area—and do so from thousands of kilometers away.
In any case, the Soumar missile is a technological milestone—even if Tehran never deploys it—or uses it only in the ground-launched, land-attack role. Its TVD-50 compact turbofan engine is reliable and efficient, and Iran might use it to help further develop jet-engine drones and other advanced cruise missiles.
Which is to say that the long-term effect of a piece of military hardware often isn’t how it’s used, but what you learn while developing it. | aerospace | 1 |
https://enginemotormodel.com/vintage_cox_pee_wee_020_model_airplane_engine_red_020_glow_motor.php | 2023-12-07T20:44:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100686.78/warc/CC-MAIN-20231207185656-20231207215656-00608.warc.gz | 0.757704 | 129 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__81499980 | en | Vintage Cox Pee Wee. 020 model airplane engine RED 020 glow motor
100 Model Plane Engine Still in Original Boxes, includes all parts and manual. The item "Vintage Cox Pee Wee. 020 model airplane engine RED 020 glow motor" is in sale since Saturday, September 4, 2021. This item is in the category "Toys & Hobbies\Radio Control & Control Line\RC Model Vehicle Parts & Accs\Engine, Exhaust & Fuel Systems\Motor & Engine Parts & Accs". The seller is "jonnybegood2451" and is located in Huntsville, Alabama. | aerospace | 1 |
https://dailytimes.com.pk/847002/flights-called-off-as-quetta-airports-runway-shut-down/ | 2022-01-17T01:25:51 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300253.51/warc/CC-MAIN-20220117000754-20220117030754-00108.warc.gz | 0.983479 | 142 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__30028398 | en | On Saturday, multiple airlines have called off their flights to Quetta after its main runway was closed for reconstruction, Daily Times reported. All the November 27 (today) flights have been cancelled though a parallel runway to main one was still operational. A Civil Aviation Authority (CAA) spokesman told that a number of airlines are amending their operations keeping in view the new situation as the Quetta Airport. Pakistan International Airlines (PIA), Serene Airline and Air Sial are continuing with their flight operations. AirBlue has suspended its Quetta operations until December 31, 2021. Flydubai has cancelled its Sunday’s flight to Quetta while Air Arabia has also cancelled its November 29 flight. | aerospace | 1 |
https://www.newscientist.com/article/mg16021584-000-unfit-for-duty/?ignored=irrelevant | 2022-10-03T18:00:38 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030337428.0/warc/CC-MAIN-20221003164901-20221003194901-00739.warc.gz | 0.964714 | 138 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__246378470 | en | Senator John Glenn, who is due to fly into orbit this week aboard the space
shuttle Discovery, won’t take part in a key medical experiment planned for the
mission. This will add fuel to criticisms that the 77-year-old astronaut, who
became the first American in space in 1962, is a political passenger rather than
a scientific one.
During the flight, Glenn was to have taken melatonin pills to determine their
effect on his sleep patterns. But it appears he was disqualified from the study
because he didn’t meet its medical criteria. NASA officials won’t reveal why he
didn’t make the grade. | aerospace | 1 |
http://www.google.com/patents/US2053078?dq=patent:+7360079 | 2017-04-28T03:20:38 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122726.55/warc/CC-MAIN-20170423031202-00140-ip-10-145-167-34.ec2.internal.warc.gz | 0.939078 | 3,851 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__107084883 | en | |Publication number||US2053078 A|
|Publication date||Sep 1, 1936|
|Filing date||Apr 12, 1934|
|Priority date||Apr 12, 1934|
|Publication number||US 2053078 A, US 2053078A, US-A-2053078, US2053078 A, US2053078A|
|Inventors||Hathorn Charles E|
|Original Assignee||Curties Aeroplane & Motor Comp|
|Export Citation||BiBTeX, EndNote, RefMan|
|Referenced by (4), Classifications (7)|
|External Links: USPTO, USPTO Assignment, Espacenet|
Sept- 1936- c. E. HA'THORN ,053,078
ENGINE MOUNT Filed A pril l2, 1934 2 Sheets-Sheet l f I INVENTOR.
\ CHARLES ELHATHORH.
Sept. 1, 1936 Q EQHATILIQRN 1 W 2,053,078
ENGINE MOUNT Filed April 12, 19 34 2 Sheets-Sheet 2 INVENTOR. CHARLESBHATHORNL Patented Sept. 1, 1936 -UNITED \STATES PATENT OFF-ICE amen ENGINE HOUN'I' chums, Hathorn, Kenmore, N. Y., asllgnor to Ourtiss Aeroplane .1. Motor Gompany, Inc., a corporation of New York Application April 12, 19:4, No. 720,185
' i (Cl. 24H) This invention relates to aircraft, and is particulariy concerned with improvements in mounting arrangements for engines therein.
Past practicein the mounting of aircraft pow- 5 er plants may be briefly summarized as follows.
whereby a better understanding of the improvements in this invention may be attained.
Engines of the in-line type have been provided with longitudinally spaced mounting lugs on either side of the engine, which lugs are bolted to a longitudinally extending engine bed comprising a pair of laterally spaced stringers which are adequately braced to the airplane structure. By this .mounting, the longitudinally extending stringers 5 embrace a considerable portion of the engine forwardly and rearwardly of the center of gravity thereof, whereby movement of the engine due to its operation is well restrained and such movement or vibration is transmitted to the aircraft body in its more or less simple and original magnitude. However, since the more recent popularticularly torsional vibration of the engine, which acts through the center of gravity, is magnified in its amplitude when transmitted to the rear- 35 wardly located engine mount structure. With engines of increased horse power, the tendency toward vibration increases-particularly the tendency toward torsional vibration. This resultsin a tendency for the engine to wobble on its mount and vibrations are transmitted from the engine to the mount and thence to the fuselage and other parts of the airplanein magnified degree.
A concurrent evil with this type of mounting is tint the engine may wobble rotationally whereby 5 thecrankshaittendstodescribeamoreorles's conical path, which sets up high stresses in the. propeller due-to the tendency for the wobbling shaft to cause the propeller to rotate away from its normal rotational-plane. These stresses are 50 quite conceivably the cause of rapid fatigue and failure in certain of the engine and propeller parts. In the past, attempts have been made to damp these vibrational tendencies by the'interpo- 'sition of resilient cushioning means between the is engine crankcase-and the mounting These have been successful in some degree to reduce the intensity of the vibration, but they have not really cured the diiiiculty, since the plane of ioinder of the engine to the mount has been v spaced a substantial distance from 'the plane 5 -of the engine center oi. gravity.
My inventionprovides means for mounting the engines in the plane of its center of gravity. For instance, in aircraft engines of the radial aircooled type, the engine center of gravity is usual- 10 ly slightly rearward of the common plane of the cylinders. I provide mounting lugs between the engine cylinders in the plane of the center of gravity. and the skeleton mounting structure extends from the aircraft body to these lugs. The
lugs may be formed as an integral part of the engine casing, or may be bolted on to existing types of engines so that the benefits flowing from this invention may he realized without completely changing the crankcase design, which would be an expensive undertaking.
' I also provide cushioning means at the point of ioinder of themounting lugs with the engine mount, so that the engine may oscillate or vibrate torsionally in a plane normal to the crankshaft axis. This, the main source of vibration, is di- 1 rectly damped at the enginemount and wobbling tendencies with their resultant gyroscopic and other peculiar forces are prevented from building up since the engine is mounted in theplane of the center of gravity thereof. The mounting lugs and points of support for the engine are plural in number and are all substantially equidistantly spaced from the center of gravity. Thus, each point of mounting assumes loads substantially equal to the loads assumed at every other mount- 'ing point, regardless of the attitude of the aircraft and regardless of the thrust forces or other forces imposed by the engine. The mounting structure in itself is inherently rigid and braced 40 by virtue of a light. strong triangulated-series of tubes.
Inthecase of some engines, theintake manifold pipes extend from the rear portion of the crankcase tangentially outward to the heads of the several cylinders. should the manifolds in-. terfere withanyoneor more of thetubesofthe enginemountstrueturasuchtubesmaybeim terrupted'and bracedaround the manifold by meansofgussets. shouldthisbedonaasubstantial clearance is allowed between the openinginthemountstructureamithemanifoldpipe in order'that movement oftheengine due to torsional vibration maybe unimpeded by the The mounting lugs on the engine maybe so formed that adjustments may be made longitudinally to compensate for changes in weight of engine accessories. For instance, the normal type of fixed pitch metal propeller weighs con siderably less than propellers of the controllable pitch type. Since the propeller forms a part of the unit power plant and since its weight must be considered in conjunction therewith, the engine may be shifted forwardly and rearwardly by means of the adjusting mechanism so that the mounting plane is always coincident with the joint center of gravity of the engine, the propeller and other accessories rigidly mounted to the engine per se.
Objects of the invention are (a) to provide a mount for an aircraft power plant wherein the mounting plane passes through the center of gravity of the power'plant; (b) toprovide an engine mount wherein the engine. is resiliently free to move torsionally'but is rigidly held in other planes; (0) to provide means for mount- 'ing the engine so that all supporting lugs will assume equal stresses under all load conditions; and (d) to provide an inherently braced mounting structure forming part of the aircraft, to which an engine may be mounted in a plane including the power plant center of gravity.
It is to be understood in the specification and claims that the term power plant refers to the engine with its accessories and propeller, whereas the term engine refers to the engine alone.
For a better understanding of the details of this invention, reference may be made to the claims and to the following description, in which similar numbers indicate similar parts, and in which:
Fig. l is a side elevation of a power plant including an engine of the radial cylinder type, mounted on the forward end of an aircraft fuselage; 1
Fig. 2 is a front elevation of the power plant and its mounting on the aircraft fuselage;
Fig. 3 is a perspective view of a portion of the engine crankcase, with cylinders removed, showing the detailed construction involved in joining the engine to the engine mounting structure; and
Fig. 4 is a side elevation partly in section, showing the details of attachment of the engine mounting lug to the engine mounting structure, including means for adjusting the power plant forwardly and rearwardly on the mount to compensatefor changes in the position of the center of gravity thereof.
At the forward end of the aircraft fuselage II] a series of attachment fittings I I serve to hold an engine mounting structure I2, this structure comprising a plurality of tubes I3 or the like extending forwardly to a plurality of apices I4, It willbe noted that from three consecutive fittings II', three tubes I3 extend forwardly to join at an apex I4. An adjacent group of three fittings II likewise carry three tubes joining at an adjacent apex I4, so that each apex I4 is rigidly supported by three tubes I3 forming a rigid tri angulated structure. The apex I4 comprises a fitting l5 better shown in Figs. 3 and 4, this fitting having a longitudinally drilled opening I6 within which a rubber bushing Il may be slipped. A power plant I8 includes the engine crank case I9 having cylinders Z0 radially extending each pair of adjacent cylinders 20, a. mounting lug 23'is arranged. This lug comprisesa pair of short struts 24 and 25 attached respectively to the forward and rearward portions of the crankcase as at 26 and 21. The struts converge at their upper ends, to be joined by a gusset 28 carrying a pair of bushed, spaced lugs 29 and 30 having aligned bores. The fitting I5 is adapted to be located between the lugs 29 and 30, and a bolt 3I may be inserted through the several aligned bores. Since the spacing between the lugs 29 and 30 is somewhat greater than the length of the fitting I5, the difference is made up by the insertion of a plurality of washers 32 on either end of the fitting I5. Certain of the washers may be shifted from in front of the fitting I5 to in back of the fitting I5 whereby the position of the power plant is slightly shifted forwardly and rearwardly with respect to the fitting I5. This enables adjustment of the position of the power plant longitudinally to compensate for differences in center of gravity location thereof which would be caused by variation in the weight of the propeller 2| or of a greater or lesser num-. ber of accessories 22 on the engine. As previously noted, the engine may be equipped with either a fixed pitch or controllable pitch propeller which would effect a change in the weight of the power plant, thus necessitating a shifting in the washers 32 to bring the center of each fitting I5 coincident with a plane through the center of gravity of the engine. Each of the mounting lugs 23 may be made substantially identical, and each is so organized that a plane through the fittings I5 not only passes through the center of gravity of the engine but is substantially normal to the engine shaft. The engine center of gravity usually lies coincident with or very close to the center of the engine shaft, so that the height of each lug from the casing may ordinarily be substantially the same.
It will thus be seen that a plurality of mounting points are provided, each of which lies'in the plane of the power plant center of gravity, and also, all lie substantially equidistant from the center of gravity. Thus, when the powerv plant is in operation, and when the aircraft is in flight, regardless of the power developed by the engine or regardless of the airplane attitude, the stress imposed'on each power .plant mounting point is equal to the stress on each other mounting point.
It will readily be appreciated that the lugs 23 need not necessarily be separately attached, as shown, to the engine crankcase, but may be formed as an integral part thereof. In engines of the type depicted, intake manifolds 33 extend substantially tangentially from the engine casing I9 to the outer ends of the cylinders 20. It is quite possible that these manifolds might be so located that they would intersect one or more of the tubes I3 of the engine mount I2. To overcome such a difiiculty, it is simply necessary to 'insert gussets 34 at the point where the manifold intersects, the gussets being provided with openings 35 through which-the manifolds 33 may pass. Such openings would be of a diameter greater than the diameter of the manifold, so that slight movement of the engine with respect to .the mounting structure will not cause the manifolds to touch the mount. I
The rubber bushings I 1 permit the engine to oscillate or vibrate in a plane parallel to the plane of the propeller and normal to the plane of the engine shaft, and also serve to absorb sudden torsional stresses between the engine and mount.
The engine is, however, rigidly restrained against forward or rearward movement or wobbling with respect tothe mount by the inter-engagement of the lugs 29 and 30, the fittings l5 and the washers 32. Since all stresses from the engine are transmitted to the mount in the plane of the center of gravity of the power plant, .it is impossible for such stresses to become magnified in their transmission to the aircraft body, whereby a very much smoother engine installation should accrue. Failures of engine mounts should be minimized, since all the stresses in this engine mount are quite determinate, whereas the stresses in engine mounts of prior construction were somewhat indetermicare of all connate. Although designed to take ceivable loads imposed thereon, such mounts have frequently been known to fail, with possible loss of life or damage to the aircraft. Such indeterminate loading accrued from the offset relationship of the engine mounting plane to the power plant center of gravity, making it extremely difiicult to precisely analyze secondary forces imposed on the structure.
weight of the engine, the torsional load, the thrust, and the weight of the engine when the aircraft might be in inverted flight or the like. In the mount of this invention such primary stresses would be the only stresses imposed upon the mount, and would all be clearly determinate. From the standpoint of engine design, too, this invention will simplify the analysis of stresses on the crankcase and the engine mounting lugs.
While I have described my invention in detail in itspresent preferred embodiment, it will be obvious to those skilled in the art, after understanding my invention, that various changes and modifications may be made therein without departing from the spirit or scope thereof. I aim in the appended claims to cover all such modifications and changes.
What is claimed is:
1. In amounting for air aircraft power plant, said power plant including an engine and accessories mounted thereon, a mounting structure, means for mounting said power plant to said structure in a plane passing through the center of gravity of said power plant, and adjustable means in said mounting means for compensating changes in location of thepower plant center of gravity It was simple enough to determine the stress in the structure due to the due to substitution of power plant accessories of varying weight.
2. In a mounting for an aircraft power plant, a mounting structure, bosses carried by said power plant all lying in a plane passing substantially through the power plant center of gravity, and means for attaching said bosses to said structure including adjustable devices for locating said bosses with respect to said structure so that the mounting plane coincides precisely with a planethrough the power plant center of gravity.
- 3. In a mounting for anaircraft power plant, a plurality of substantially coplanar bifurcated mounting bosses on the power plant, the plane of said bosses being normal to the power plant axis, and substantially including the power plant center of gravity, a plurality of substantially coplanar fixed power plant mounting fittings, each adapted to loosely engage within vone said bifurcated boss, and means for locating said fittings in substantially fixed relation to said bosses, said means being adjustable in a direction parallel to the power plant axis.
4. In a mounting for an aircraft power plant subject to changes in center of gravity location through a relatively small range, a first set of coplanar mounting lugs, the plane thereof being substantially at one extreme of the possible range of center of gravity change, a second set of coplanar lugs the plane thereof being substantially at one other extreme of the possible range of center of gravity change, said lugs being carried by the engine, a. plurality of substantially coplanar mounting fittings lying between said sets of lugs, means attaching said fittings to said lugs, and means for shifting said fittings toward one or the other set of lugs.
5. In aircraft, a plurality of substantially coplanar mounting elements together defining the apices of a polygon, said apices together lying in a plane, a power plant having an engine casing, said casing lying within said polygon in such a manner that the power plant center of gravity lies substantially in said said casing each organized for engagement with one said apex, and means for adjusting the several lugs, with said casing, with respectto said apices, in a direction normal to said plane.
plane, mounting lugs on.
|Citing Patent||Filing date||Publication date||Applicant||Title|
|US2965338 *||Apr 3, 1957||Dec 20, 1960||Rolls Royce||Engine mounting|
|US2978208 *||Jul 9, 1956||Apr 4, 1961||Halsmer Joseph L||Twin-engine arrangement|
|US3050275 *||May 28, 1959||Aug 21, 1962||United Aircraft Corp||Steam driven helicopter rotor head|
|US5746391 *||Apr 1, 1996||May 5, 1998||Rolls-Royce Plc||Mounting for coupling a turbofan gas turbine engine to an aircraft structure|
|U.S. Classification||248/556, 244/54|
|International Classification||B64D27/08, B64D27/00|
|Cooperative Classification||B64D2700/62947, B64D27/08| | aerospace | 1 |
https://marcor.ca/product-lines/vht/ | 2022-01-18T10:40:24 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300810.66/warc/CC-MAIN-20220118092443-20220118122443-00358.warc.gz | 0.842267 | 147 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__58349875 | en | A division of Dupli-Color and the Sherwin-Williams family, VHT—which literally stands for Very High Temperature—specializes in paints and coatings for high-temp applications. The original VHT product was developed for NASA for use on space vehicles re-entering Earth’s atmosphere. VHT’s FlameProof paint can withstand temperatures up to 2,000 degrees Fahrenheit. VHT a wide variety of specialty coatings including FlameProof, Nite Shades, Wrinkle Plus, Penetrating Vinyl Dye, Epoxy Paints, Polyurethane Wheel Paints and much more!
***IMPORTANT NOTE: Not all VHT products are available in Canada due to labelling requirements*** | aerospace | 1 |
http://www.proudtobeafilthyliberalscum.com/overhead-geopose-challenge-technology-org.html | 2021-09-24T09:52:23 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057508.83/warc/CC-MAIN-20210924080328-20210924110328-00202.warc.gz | 0.891851 | 234 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__173577087 | en | Overhead satellite tv for pc imagery offers crucial time-sensitive info to be used areas like catastrophe response, navigation, and safety. Most present strategies for utilizing aerial imagery assume pictures are taken from straight overhead, or “near-nadir”. Nevertheless, the primary pictures accessible are sometimes taken from an angle or are “indirect”. Results from these digital camera orientations complicate helpful duties like change detection, vision-aided navigation, and map alignment.
On this problem, your aim is to make satellite tv for pc imagery taken from a major angle extra helpful for time-sensitive functions like catastrophe and emergency response.
The participant will remodel RGB pictures taken from a satellite tv for pc to extra precisely decide every object’s real-world construction or “geocentric pose”. Geocentric pose is an object’s peak above the bottom and its orientation with respect to gravity. Calculating geocentric pose helps with detecting and classifying objects and figuring out object boundaries.
Submissions to this Problem have to be acquired by 11:59 p.m. UTC, July 19, 2021. | aerospace | 1 |
https://www.gsnetx.org/en/events-repository/2018/frontiers_of_flight_.html | 2019-02-22T16:30:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247518497.90/warc/CC-MAIN-20190222155556-20190222181556-00635.warc.gz | 0.860054 | 108 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__199821311 | en | Frontiers of Flight Engineers Week: Family Day
Registration coming soon
School is out and it’s a great day for fun, hands-on, mind-expanding Engineering and STEM activities! Brownies who attend will have the opportunity to complete the requirements for their Fling Flyer badge. All girls who attend will be eligible for the Texas Instruments STEM Seal of Approval patch.
Cost: Museum Admission DETAILS
Open to Families: Yes
For more information, emai [email protected]. | aerospace | 1 |
http://www.nasa.gov/mission_pages/station/research/experiments/1027.html | 2013-05-22T13:50:51 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368701806508/warc/CC-MAIN-20130516105646-00055-ip-10-60-113-184.ec2.internal.warc.gz | 0.883883 | 875 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__7727804 | en | The Technical Education Satellite (TechEdSat) investigation employs a small CubeSat spacecraft that will be deployed from the JEM-Small Satellite Orbital Deployer (J-SSOD) in order to evaluate, demonstrate and validate two new technologies. The first technology to be demonstrated is AAC Microtec?s plug-and-play electronics architecture, while the second demonstrates two different tracking and communication modules that utilize the Iridium and Orbcomm satellite phone networks. The primary goal of this investigation is to provide a rapid development demonstration for simplifying hardware and operations infrastructure for future spacecraft design and development.Principal Investigator(s)
NASA Ames Research Center, Moffett Field, CA, United States
National Aeronautics and Space Administration (NASA)Sponsoring Organization
Technology Demonstration Office (TDO)Research Benefits
Information PendingISS Expedition Duration:
May 2012 - March 2013Expeditions Assigned
31/32,33/34Previous ISS Missions
The Technical Education Satellite (TechEdSat) investigation launched aboard the H-II Transfer Vehicle (HTV) III mission and is to be deployed overboard from the JEM Small Satellite Orbital Deployer (J-SSOD) as capability that plays a key role to enhance the utilization of the ISS and the JEM. The primary goal of the TechEdSat investigation is to employ a small, CubeSat spacecraft to evaluate, demonstrate and validate two new technologies that are critical to the development of small satellites and future experiments.
The first technology to be demonstrated is an AAC Microtec plug-and-play avionics architecture, which has the goal of rapidly developing, reconfigured Nanosatellite technologies based on miniaturized avionics components. In order to evaluate this technology San Jose State University students will develop, build, test and flight qualify a CubeSat for deployment from the International Space Station (ISS). Qualification and development of the CubeSat will be overseen by assigned NASA Ames mentors from the Chief Technology Office. The second goal is to demonstrate the use of two different tracking and communication modules with the small space satellite. These modules include a Quake Global Iridium 9602 transceiver and an ORBCOMM Q1000 modem, which utilize their respective satellite constellations for communication and tracking. These devices are held within in a 1 cube (1U; a 10x10x10 cm volume cube weighing roughly 1.3 kg) integrated hardware package that comprises a complete science experiment system. Both technologies were initially developed with NASA's Innovative Partnerships Programs (IPPs). These components and the results from their flight demonstration support future small spacecraft and satellite development with a goal toward simplifying development and operations infrastructure.
In summary, the objectives of the TechEdSat investigation include:
The benefits from the TechEdSat investigation include a demonstration of rapidly reconfigurable Nanosat technologies for the development of future space craft. In addition, such a demonstration may ultimately reduce costs for Nanosatellite bus development, eliminate the need for physical ground station interfaces for Nanosatellites, and prove that the ISS is a reliable platform for CubeSat deployment.Earth Applications
CubeSat technologies provide an array of small satellites that can be efficiently developed and deployed for a variety of research and technological purposes. By demonstrating the TechEdSat technologies with regards to communication and tracking, CubeSat ground communication systems can be designed more efficiently in order to process and transmit satellite data. Also, the TechEdSat should help demonstrate evolving, quick return capabilities for scientific samples and hardware from the ISS.
TechEdSat is deployed from the JEM Small Satellite Orbital Deployer (J-SSOD) attached to the JEM Remote Manipulator System (JEMRMS). The Space Station Remote Manipulator System (SSRMS) is required for viewing support during deployment from the ISS.Operational Protocols
TechEdSat requires ISS Crew to remove the Remove Before Flight (RBF) pin inside the JEM before the J-SSOD is transferred out through the JEM Airlock. The deployment switches then turn on after the satellite is ejected from the J-SSOD in order to prevent inadvertent satellite appendage deployment within the J-SSOD. The JEMRMS is used to retrieve the J-SSOD from the JEM airlock and moves it to the appropriate and safe deployment orientation. | aerospace | 1 |
https://en.wikipedia.org/wiki/Category:Space_program_of_Japan | 2022-05-22T02:39:02 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543264.49/warc/CC-MAIN-20220522001016-20220522031016-00326.warc.gz | 0.807455 | 153 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__318660258 | en | Category:Space program of Japan
|Wikimedia Commons has media related to Space program of Japan.|
Space activities carried out by JAXA and associated institutions.
This category has the following 12 subcategories, out of 12 total.
- Japanese astronauts (15 P)
- H-II Transfer Vehicles (13 P)
- International Space Station (6 C, 59 P)
- Kibo (ISS module) (7 P)
- Rocket engines of Japan (6 P)
Pages in category "Space program of Japan"
The following 37 pages are in this category, out of 37 total. This list may not reflect recent changes (learn more). | aerospace | 1 |
https://1darts.com/archives/126 | 2022-06-25T07:24:59 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103034877.9/warc/CC-MAIN-20220625065404-20220625095404-00160.warc.gz | 0.923839 | 1,089 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__118148717 | en | In the days following the March disappearance of Malaysia Airlines flight MH370, users of Google Flight Tracker found a few glitches.
The app is now being upgraded to a “high-level” version, and the new app looks more like a Google Maps app than a flight tracking tool.
But some users are not happy about the changes.
Malaysia Airlines flight tracker is now updated with new features.
Here are some of the highlights:A more “high level” version of the app.
Malaya Airlines Flight Tracker is now a “High Level” version.
It is a big upgrade.
The new app is a lot more robust, with a new map, more information, and more helpful tips.
The main difference is that the app is no longer limited to the search bar, and it now supports Google Maps and Apple Maps.
There are a few new features too.
The navigation bar now displays in the top left corner, and a new “flight status” section shows flight status and flight times.
You can also now add your own destinations and times, including airport and airline departure times.
It is now possible to zoom in on a flight, as well as to change the color of the map to match the current theme.
The menu also has a “fly” button, which will open a new window to the right of the search area.
The button now also lets you add a “flight destination” and/or a “time zone” to the fly button, so that you can add a new destination or time zone from the Google Maps application.
The new flight info page has more information about the flight.
For example, the new page shows flight times, departure times, the last known location of the aircraft, the exact flight path, and so on.
The flight info screen also shows the current time.
A better search bar.
Flight Tracker’s search bar now has a lot of useful information.
For instance, you can now filter the results by country, time zone, airline, route, or more.
It also has the ability to sort by the type of flight, such as a “tourist” or “business” flight.
The search bar has also been redesigned.
It now displays information about your location, the time, and even the altitude of the flight you are searching.
There is also a more “modern” look to the app, with the new “travel map” section.
The old “travel” section displays a travel map, but the new map displays a “travel destination” section, which includes a link to the Google Map service.
The travel destination link lets you see the last location of a flight and a list of nearby airports.
The other options on the map include hotels, bars, shopping centers, and other destinations.
The app is also getting a new navigation bar.
The Navigation Bar section in the new version displays information on where you are, how far you are from the nearest airport, and where you have been for the last several days.
The nav bar can be accessed from the search screen.
The “more” section has been updated, too.
It shows more useful information about upcoming flight, upcoming destination, and current altitude.
Here are some more of the new features:A search bar for the Google maps app.
The search bar on the new flight information page has a new look.
The Google Maps search bar is also now a part of the navigation bar, so it can be used for more information.
A navigation bar for Apple Maps now.
Apple Maps is getting an entirely new navigation icon, and its new search bar also displays a new search icon.
The Apple Maps search icon has been replaced with a “More” navigation icon that can be seen in the navigation screen.
You also now have the option to “Show me” the navigation information you are looking for.
The option is only available for the app that you are currently using.
The icon is also much bigger than it used to be.
A “Get directions” section on the Google map app.
You now can get directions for a specific airport.
This includes flights to or from the same airport, as long as you are in the same time zone as the airport.
You will also now be able to search for directions from specific airport to specific airport, or from an airport to a specific city.
You might also be able ask the Google app for directions to specific destinations, or to specific airports.
There is also an option to search by airport name.
A more useful search bar and a navigation bar to let you filter the search results.
In addition to all of the above, the app has also got a new, more robust search bar that lets you sort by keywords, search terms, and flight type.
You do this by clicking the “more search” button in the search section.
The flight information screen has been improved.
There now is a “Get flight status” option, which lets you view the flight status, flight times (if available), and other information about | aerospace | 1 |
https://defencenewsclub.1site.co.in/2016/03/27/brahmos-the-crucial-tactical-trump-of-india/ | 2018-08-16T12:22:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221210735.11/warc/CC-MAIN-20180816113217-20180816133217-00061.warc.gz | 0.927543 | 626 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__34600332 | en | As the flagship defence partnership programme between India and Russia, BRAHMOS has charted a highly successful trajectory in a very short span of time.
The world’s best supersonic cruise missile has proved its versatility as a multi-platform, multi-mission, multi-target weapon capable of knocking down the adversary in the modern-day complex battlefields.
A state-of-the-art high technology weapon flying at a top speed of Mach 2.8 for a distance of 290 kms, BRAHMOS with its high manoeuvrability, quick reaction time and stealth characteristics has rendered a distinct tactical edge to the Indian Armed Forces.
The missile operates on ‘fire and forget’ concept, whereby it adopts varieties of flight paths on its way to the target.
High supersonic speed throughout the flight, low flight range with variety of flight trajectories and moreover, a low radar signature enables the missile to straightaway bang on the target with pinpoint accuracy without being detected by the enemy’s radar systems.
The land-attack and anti-ship variants of the tactical missile have been deployed with the Indian Army and Navy since 2007 and 2005 respectively.
The Indian Air Force has received one squadron of land-attack BRAHMOS even as the missile’s air-to-surface version is getting ready for flight test from the frontline Sukhoi-30 strike fighter in the coming months.
“Once the airborne BRAHMOS is tested successfully, the missile programme is set to create a historic milestone at the global stage” says Sudhir Kumar Mishra, CEO and MD of BrahMos Aerospace.
Besides achieving a rare technological feat in the aerospace domain, the missile is going to render the IAF an unmatched combat potential to deliver a deadly-blow to enemy formations from stand-off ranges without getting closer to them.
The deployment of BRAHMOS on the long-range Sukhoi-30 fighter promises to be an ultimate force multiplier for India. It will also complete the tactical cruise missile triad by being launched from land, sea and air – an exclusive capability not achieved by anyone in the world.
The weapon will also play a critical role in modern day network-centric warfare operations.
While charting all these milestones in a very short time span since its inception in 1998, the BrahMos JV programme has also set out its future roadmap which includes the design and development of more advanced variants of the existing cruise missile system.
One of them is a miniature BRAHMOS, lighter and smaller but smarter than its present version. To be called BRAHMOS-NG, it will be developed for deployment on new-generation military platforms, including warships, submarines and fighter aircraft.
The next technological breakthrough would be the development of a hypersonic BRAHMOS, to be called BRAHMOS-II (K) flying at an ultra-high speed of Mach 5-7.
As the world leader in cruise missile family, BRAHMOS continues its successful journey to the future.
Source: Defense News | aerospace | 1 |
https://www.link.com/press/2018 | 2019-01-18T05:46:14 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583659890.6/warc/CC-MAIN-20190118045835-20190118071835-00332.warc.gz | 0.93405 | 294 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__158219571 | en | L3 Technologies has been selected as the prime contractor for the F-16 STP by the U.S. Air Force. Valued at $350 million, the F-16 STP contract consolidates the previous F-16 MTC, F-16 WTT Advanced Sustainment and F-16 TS programs into a single, unified program.
L3 Link Training & Simulation has introduced the Blue BoxerTMExtended Reality (BBXR) deployable training system as the latest solution in its family of military aviation training platforms. This highly versatile capability is on display in L3’s exhibit, Booth 1449, at I/ITSEC 2018, which runs November 26–30 in Orlando.
On Saturday, October 6, L3 Technologies celebrated the opening of its expanded L3 Arlington Training Center facility in Arlington, Texas. The multi-purpose training center provides world-leading simulation and instruction for both military and commercial pilots and state-of-the-art classroom facilities.
L3 Technologies announced today an expansion plan for its Link Training & Simulation multi-purpose pilot training center facility in Arlington, Texas. Under this plan, L3 will add approximately 40,000 square feet, more than doubling the size of the high bay site at L3 Link’s headquarters. The training center provides simulation and instruction tools for both military and commercial pilots, and the expansion project is expected to be completed in the summer of 2018. | aerospace | 1 |
https://db0nus869y26v.cloudfront.net/en/Irtysh_(rocket) | 2023-10-01T20:11:55 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510924.74/warc/CC-MAIN-20231001173415-20231001203415-00867.warc.gz | 0.917205 | 2,391 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__98039910 | en | |Function||Orbital Launch Vehicle|
|Manufacturer||JSC SRC Progress|
|Country of origin||Russia|
|Project cost||61.2 ₽ billion|
|Height||61.9 m (203 ft) (uncrewed)|
65.9 m (216 ft) (crewed)
|Diameter||4.1 m (13 ft)|
|Mass||530,000 kg (1,170,000 lb)|
|Payload to LEO|
|Mass||18,000 kg (uncrewed)|
15,500 kg (crewed)
|Payload to GTO|
|Mass||5,000 kg (11,000 lb)|
|Comparable||Zenit-2, Proton-M, Falcon 9, Falcon Heavy, Atlas V 541, Ariane 5 ES, H-IIB, Long March 5|
|Launch sites||Baikonur Baiterek|
|First flight||2025 (planned)|
|Height||37.14 m (121.9 ft)|
|Diameter||4.1 m (13 ft)|
|Empty mass||27,700 kg (61,100 lb)|
|Propellant mass||363,000 kg (800,000 lb)|
|Maximum thrust||7,257 kN (1,631,000 lbf)|
|Specific impulse||309 seconds (3.03 km/s)|
|Height||7.77 m (25.5 ft)|
|Diameter||4.1 m (13 ft)|
|Empty mass||5,900 kg (13,000 lb)|
|Propellant mass||59,000 kg (130,000 lb)|
|Powered by||2 × RD-0124MS|
|Maximum thrust||294.3 kN (66,200 lbf)|
|Specific impulse||359 seconds (3.52 km/s)|
|Third stage – Blok DM-03 (optional)|
|Height||6.28 m (20.6 ft)|
|Diameter||3.7 m (12 ft)|
|Propellant mass||18,700 kg (41,200 lb)|
|Maximum thrust||49.03 kN (11,020 lbf)|
|Specific impulse||353 seconds (3.46 km/s)|
Irtysh (Russian: Иртыш), also named Soyuz-5 (Russian: Союз-5), formerly codenamed Fenix in Russian and Sunkar (Kazakh: Сұңқар, lit. 'falcon') in Kazakh, is a planned Russian rocket that is being developed by JSC SRC Progress within the "Project Feniks" (Russian: Феникс, lit. 'phoenix'). Initially it will replace the capability of Zenit-2 and Proton Medium, and in the future will serve as the base of a super heavy-lift launch vehicle rocket (Yenisei) to match the Energia/Buran capabilities. As of August 2023[update], Irtysh is expected to launch from the Baikonur Baiterek, the ex Zenit-2 launch site, in a partnership with the government of Kazakhstan, with a planned debut in December 2025.
The current proposal is led by JSC SRC Progress, with support by Khrunichev and Makeyev, additionally, RSC Energia would handle the launch site, and supply the Blok DM-03, while Roscosmos would finance the development through the Project Fenicks under the 2016–2025 Russian space master plan. KazCosmos would also be a partner since the initial launch pad would be at Baikonur Cosmodrome Site 45 in Kazakhstan, within the framework of the Baiterek bi-national joint venture, and International Launch Services (ILS) would commercialize its services for the international market.
The initial application of the launch vehicle would be to cover the under 5 t (5.5 tons) to GTO commercial launch segment. With the loss of the Zenit-3SLB due to Russian conflicts with Ukraine, both the decision not to develop Angara A3 and launch Angara A5 from Vostochny, the Baiterek project was without a launch vehicle. The 2016 announcement of the Proton Medium and Light meant that ILS could enter the medium GTO launch market, but since the Kazakh government desired to deprecate the use of highly toxic hypergolic propellants used by Proton, they would need a replacement.
For this commercial application, JSC SRC Progress proposed the Soyuz-5 in early 2016. It would start with this commercial application with the prospect of also enabling a super heavy launcher with a 80 t (88 tons) payload capability to low Earth orbit. The Kazakh side agreed on the general terms, but the investment share was left to decide. As part of the 2016 arrangements, the Kazakh government would get ownership of one of the Proton launch pads, and participate in the operations of Proton-Medium and Proton-Light. Then, they would get to participate in the Irtysh launchers since its expected debut in 2024. As of August 2023 further delays in the construction of the launch site and in the development of the rocket pushed the date of the maiden flight to December 2025.
Four test launches are planned before the development is considered complete.
Development of the Irtysh is expected to face delays, as the necessary modification of the launch pad at Site 45 for launching the Irtysh has been delayed,
starting only in late 2021.
Western Sanctions following the Russian Invasion of Ukraine further slowed operations. In July 2022, Dmitry Rogozin, then CEO of Roscosmos, admitted that construction would be postponed by six months to one year.
In March 2023, it became public that the Baiterek Kazakh-Russian joint venture in charge of the site had seized the facility after filing a claim of about 2 billion rubles (30.3 million US-Dollar) to TsENKI, a Roscosmos subsidiary in charge of handling ground-based infrastructure, as Roscosmos had failed its obligation to conduct an environmental impact assessment of Site 45, causing additional delays.
Soyuz-5, as proposed in 2016, leverages existing propulsion and tooling, while enabling a platform that would replace the lost capabilities of the Zenit family, replace the Proton Light/Medium, and could serve as the boosters of a new super heavy rocket. It will initially be a two-stage rocket, but could be enhanced with an optional Blok DM-03 for geostationary missions. It would be compatible with most of the Zenit's ground infrastructure, and even use the Site 45 at Baikonur.
Its tanks would be 4.1 m (13 ft) in diameter, which would enable the re use of Proton tooling. Since they would be wider than Zenit, (3.9 m (13 ft)) it would enable a higher propellant load for the same height. While this diameter enables a heavier rocket and is already compatible with train transport to Baikonur, it would prevent that cheap method for Vostochny Cosmodrome. It would use the relatively environmental friendly RP-1/LOX propellant, which would be an improvement over the highly toxic hypergolics of Proton. This has been a requirement from the Kazakh government for new projects.
The first stage would be powered by an RD-171MV, very similar to the RD-171M used in Zenit 2 and 3. With a height of 37.14 m (121.9 ft) it would be higher than Zenit's first stage (32.94 m (108.1 ft)) and wider, and thus it could carry 363 t (400 tons) of propellant versus 290 t (320 tons). Its base would still feature a 3.68 m (12.1 ft) aft section for compatibility with Zenit's pad and support infrastructure.
Its second stage would measure 7.77 m (25.5 ft) by 4.1 m (13 ft) in diameter, with a dry mass of 5.9 t (6.5 tons) and an RG-1/LOX load of 59 t (65 tons). It would be powered by two RD-0124MS engines, each having four nozzles arranged in a semicircle. So, two engines would feature eight total nozzles close to the rocket perimeter, forming a circle. This arrangement would minimize the stage length, while keeping the engines' excellent specific impulse.
With a gross mass of 484 t (534 tons) against Zenit 430 t (470 tons), and the improved efficiency of its second stage, it could launch 16 t (18 tons) to a 200 km circular orbit with an inclination of 51.6° to the Equator from Baikonur. This is a significant improvement over Zenit, which could only place roughly 12 t (13 tons) to the same orbit.
For geostationary launch missions, it could optionally be equipped with a Blok DM-03 third stage. Since it would use the same propellant and is already used on the Zenit-3SL and Angara A5, it would be a low risk option. The expected performance of 4.5 t (5.0 tons) to GTO and 2.3 t (2.5 tons) to GSO, it would improve over Zenit-3SLB 3.6 t (4.0 tons) and 1.59 t (1.75 tons).
Main article: Yenisei (rocket)
The Irtysh first stage could be used as the boosters (and even core) of the super heavy rocket Yenisei capable of launching 73 t (80 tons) to low Earth orbit from Baikonur or Vostochny. Improving the performance to 120 t (130 tons) and even 160 t (180 tons) was considered possible with this architecture. While the current 2016-2025 plan for deep space exploration calls for the use of the heavy Angara 5V, it would just enable 36 t (40 tons), requiring up to four launches for a single Moon mission, and would also require the use of expensive hydrogen as fuel. The Yenisei would simplify the mission while using readily available Irtysh first stages. | aerospace | 1 |
https://www.kxan36news.com/important-for-mars-missions-for-the-first-time-researchers-record-the-sounds-of-a-dust-devil-on-mars | 2023-10-01T12:56:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510888.64/warc/CC-MAIN-20231001105617-20231001135617-00129.warc.gz | 0.943924 | 711 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__120184990 | en | For the first time, researchers have recorded the sounds of a tornado on Mars. From this they derive properties of the dust devils. They’re extremely beneficial for Mars missions for a reason.
It is just a dull rumble that lasts for several seconds – but for planetary researchers these noises are of considerable importance: Using the microphone on board the Mars rover “Perseverance”, an international team of scientists has succeeded for the first time in recording the sound of a so-called dust devil to record another planet.
It is a tornado filled with dust. From the noises picked up and other measurement data from the rover, the height of the dust devil could be determined at 118 meters and its diameter at 25 meters, the team reports in the journal “Nature Communications”.
“Dust devils are common on the surface of Mars, particularly in the Jezero crater, where the Perseverance rover landed,” explain Naomi Murdoch of the University of Toulouse in France and her colleagues. The US space agency Nasa’s vehicle landed in the Jezero crater on February 18, 2021. Since then, the researchers have observed almost 100 dust devils there. “These whirlwinds are a consequence of atmospheric turbulence and are an important mechanism for stirring up and redistributing dust on the surface,” the researchers say.
For the first time, “Perseverance” has a microphone on board, integrated into a camera. However, the microphone does not record the ambient noise continuously, but only for three minutes a day. On September 27, 2021, the researchers were doubly lucky: A dust devil walked directly over the rover – and the microphone was switched on at that time. In this way, the team was able to combine the sound of the dust devil with camera images and other measurement data, especially air pressure.
“First there was a decrease in air pressure, then the noises of the dust devil rang out,” reports team leader Roger Wiens from Purdue University in the USA. “Then there was a brief moment of silence – we were in the eye of the small hurricane. We could then hear the wind again and then the air pressure rose again.” The data shows a wind speed of 40 kilometers per hour. This is about the same speed as comparable atmospheric phenomena on Earth.
However, the air pressure on the Red Planet is only about one percent of that on Earth, so the wind is correspondingly less powerful. “So it’s not a strong wind, but it’s obviously enough to stir up dust and carry it away,” says Wiens. Due to the low air pressure, such winds do not pose any danger to Mars probes or future astronauts. On the contrary, dust devils are even advantageous: They blow off the dust that has accumulated over time from solar cells and thus extend the life of Mars probes, for example.
The teams on the Opportunity and Spirit rover were able to observe a slow deterioration in the energy supply – and then a sudden improvement again. “Then a dust devil cleaned the solar cells,” explains Wiens. In the case of the Mars probe “InSight”, however, no such effect can be observed – there are hardly any dust devils at the landing site of the probe in the Elysium plain. The researchers are now hoping for further acoustic recordings of dust devils in order to gain further insights into the atmosphere and the dust. | aerospace | 1 |
https://en.academic.ru/dic.nsf/enwiki/11580635/LTV_A-7_Corsair_II | 2020-10-30T08:38:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107909746.93/warc/CC-MAIN-20201030063319-20201030093319-00717.warc.gz | 0.930063 | 11,543 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__52330957 | en | - LTV A-7 Corsair II
A-7 Corsair II U.S. Navy A-7E from Attack Squadron 46 (VA-46) Role Attack aircraft Manufacturer Ling-Temco-Vought First flight 26 September 1965 Introduction February 1967 Retired 1991 (USAF, USN); 1993 (ANG)
1999 (Portuguese Air Force)
Status Active (Hellenic Air Force) Primary users United States Navy (historical)
United States Air Force (historical)
Portuguese Air Force (historical)
Hellenic Air Force
Number built 1,569 Unit cost US$2.86 million Developed from Vought F-8 Crusader Variants Vought YA-7F
The Ling-Temco-Vought A-7 Corsair II is a carrier-based subsonic light attack aircraft introduced to replace the United States Navy's Douglas A-4 Skyhawk, initially entering service during the Vietnam War. The Corsair II was later adopted by the United States Air Force, to include the Air National Guard, to replace the Douglas A-1 Skyraider, North American F-100 Super Sabre and Republic F-105 Thunderchief. The aircraft was also exported to Greece in the 1970s, and Portugal and Thailand in the late 1980s. The A-7 airframe design was based on the successful supersonic Vought F-8 Crusader. It was one of the first combat aircraft to feature a head-up display (HUD), an inertial navigation system (INS), and a turbofan engine.
- 1 Design and development
- 2 Operational history
- 3 Variants
- 4 Operators
- 5 Aircraft on display
- 6 Specifications (A-7E)
- 7 See also
- 8 References
- 9 External links
Design and development
In 1962, the United States Navy began preliminary work on VAX (Heavier-than-air, Attack, Experimental), a replacement for the A-4 Skyhawk with greater range and payload. A particular emphasis was placed on accurate delivery of weapons to reduce the cost per target. The requirements were finalized in 1963, announcing the VAL (Heavier-than-air, Attack, Light) competition. The USAF philosophy was to employ only supersonic fighter-bombers such as the F-105 Thunderchief and F-100 Super Sabre. However, the Navy felt that a subsonic design could carry the more payload the farthest distance, due to the lower fuel burn rate from avoiding supersonic flight.
To minimize costs, all proposals had to be based on existing designs. Vought, Douglas Aircraft, Grumman and North American Aviation responded. The Vought proposal was based on the successful F-8 Crusader fighter, having a similar configuration, but shorter and more stubby, with a rounded nose. It was selected as the winner on 11 February 1964, and on 19 March the company received a contract for the initial batch of aircraft, designated A-7. In 1965, the aircraft received the popular name Corsair II, after Vought's highly successful F4U Corsair of World War II. (There was also a Vought O2U Corsair biplane scout and observation aircraft in 1920s.)
Compared to the F-8 fighter, the A-7 had a shorter, broader fuselage. The wing had a longer span, and the unique variable incidence wing of the F-8 was omitted. To achieve the required range, the A-7 was powered by a Pratt & Whitney TF30-P-6 turbofan producing 11,345 lbf (50.5 kN) of thrust, the same innovative combat turbofan produced for the F-111 and early F-14 Tomcats, but without the afterburner needed for supersonic speeds. Turbofans achieve greater efficiency by moving a larger mass of air at a lower velocity.
The aircraft was fitted with an AN/APQ-116 radar, later followed by the AN/APQ-126, which was integrated into the ILAAS digital navigation system. The radar also fed a digital weapons computer which made possible accurate delivery of bombs from a greater stand-off distance, greatly improving survivability compared with faster platforms such as the F-4 Phantom II. It was the first U.S. aircraft to have a modern head-up display, (made by Marconi-Elliott), now a standard instrument, which displayed information such as dive angle, airspeed, altitude, drift and aiming reticle. The integrated navigation system allowed for another innovation – the projected map display system (PMDS) which accurately showed aircraft position on two different map scales.
The A-7 had a fast and smooth development. The YA-7A made its first flight on 27 September 1965, and began to enter Navy squadron service late in 1966. The first Navy A-7 squadrons reached operational status on 1 February 1967, and began combat operations over Vietnam in December of that year.
The A-7's integrated weapons computer provided highly accurate bombing with CEP of 60 ft (20 m) regardless of pilot experience. When Vought technical representatives were available to "tweak" the inertial systems, the CEP was often less than five meters for experienced fleet aviators. The inertial navigation system required a mere 2.5 minutes on the ground for partial (coarse) alignment, a big improvement over 13 minutes required in F-4 Phantom II. For newly manufactured E models, the A-7 required only 11.5 man hours of maintenance per mission resulting in quick turnaround and high number of combat-ready aircraft. However, after several years of exposure to the harsh marine conditions aboard aircraft carriers, the maintenance hours per sortie were often twice this amount.
The A-7 offered a plethora of leading-edge avionics compared to contemporary aircraft. This included data link capabilities that, among other features, provided fully "hands-off" carrier landing capability when used in conjunction with its approach power compensator (APC) or auto throttle. Other notable and highly advanced equipment was a projected map display located just below the radar scope. The map display was slaved to the inertial navigation system and provided a high-resolution map image of the aircraft's position superimposed over TPC/JNC charts. Moreover, when slaved to the all-axis auto pilot, the inertial navigation system could fly the aircraft "hands off" to up to nine individual way points. Typical inertial drift was minimal for newly manufactured models and the inertial measurement system accepted fly over, radar, and TACAN updates.
Secretary of Defense Robert McNamara prodded the Air Force to adopt not only the hugely successful F-4, but also the Navy's A-7 Corsair as a low-cost follow-on to F-105s until the troubled F-111 came online, and as a close-air support replacement for A-1 Skyraider. On 5 November 1965, the USAF announced that it would purchase a version of the A-7, designated the A-7D, for Tactical Air Command. The Air Force ordered the A-7D with a fixed high speed refueling receptacle behind the pilot optimized for the KC-135's flying boom rather than the folding long probe of the Navy aircraft. The most important difference from the preceding Navy versions was the adoption of the Allison TF41-A-1 turbofan, a license-built version of British Rolls-Royce Spey. With 14,500 lbf (64.5 kN) of thrust, the engine offered a considerable boost in performance. The M61 Vulcan cannon was selected in place of the twin single-barrel 20 mm cannon. In addition, avionics were upgraded. The YA-7D prototype with TF30 flew on 6 April 1968, with the first TF41 aircraft taking to the air on 26 September 1968. The aircraft were later updated to carry the Pave Penny laser spot tracker to add the capability to drop guided bombs. A total of 459 were built and assigned to tactical fighter wings of the Tactical Air Command (TAC).
The Navy was so impressed with the performance gain of USAF A-7D that they ordered their own version with the TF41 engine and M61 cannon, the A-7E, to go along with the new continuous solution weapon systems and sophisticated avionics that was developed in the A-7C model that was highly advanced for that era. The first prototype flew on 25 November 1968. A-7Es were built in 1970s with outstanding mission success in the fleet. In 1979 the first around-the-clock night-attack FLIR-capable aircraft were delivered to VA-81 at NAS Cecil Field, Florida and VA-22 at NAS Lemoore, California. These aircraft were fitted with a non-jettisonable FLIR pod on the right inboard wingstation which broadcast temperature discriminating images through the HUD. During the 1980s, when defense budgets finally allowed, funding for various system upgrades and engineering change proposal mods were incorporated to increase reliability, safety and mission effectiveness. Several squadrons of Navy A-7Es received night attack capability in early 1980s.
Production of Corsairs continued through 1984, yielding a total of 1,569 aircraft built. The A-7 Corsair has the distinction of being the only United States single seat jet fighter-bomber of the 1960s that was designed, built, and deployed directly into the Vietnam War.
In 1986, 231 A-7Es were equipped to carry the Low-Altitude Night Attack (LANA) pod, which projected amplified light image on the HUD and, in conjunction with radar, provided terrain following down to 460 mph (740 km/h) at 200 ft (60 m). A total of 529 examples were modified (not counting 67 A-7Cs).
The ANG A-7D/K Replacement Inertial Measurement System (RIMS) in late 1980s resulted in one of the first aircraft to employ a Ring Laser Gyro (RLG) and a more modern Tactical Mission Computer. Two protypes of the supersonic YA-7F deep strike version was tested at Edwards AFB, before being canceled in 1990.
Initial operational basing/homeporting for U.S. Navy A-7 squadrons was at NAS Cecil Field, Florida for Atlantic Fleet units and NAS Lemoore, California for Pacific Fleet units. This was in keeping with the role of these bases in already hosting the A-4 Skyhawk attack squadrons that would eventually transition to the A-7. From 1967 - 1971 a total of 27 Navy squadrons took delivery of four different A-7A/B/C/E models. The Vought plant in Dallas, TX employed up to 35,000 workers turned out one aircraft a day for several years to support the Navy carrier-based needs for Vietnam and SE Asia and commitments to NATO in Europe. In 1974, when the USS Midway (CV 41) became the first Forward Deployed Naval Force (FDNF) aircraft carrier to be homeported in Yokosuka, Japan, two A-7B squadrons assigned to Carrier Air Wing FIVE (CVW-5) were concurrently homeported at NAF Atsugi, Japan. In 1978, these squadrons (VA-93 and VA-56) finally transitioned to the much more advanced A-7E model. Six Naval Reserve squadrons would also eventually transition to the A-7, operating from NAS Cecil Field, Florida; NAS Atlanta/Dobbins ARB, Georgia; NAS New Orleans, Louisiana; NAS Alameda, California and NAS Point Mugu, California. An additional active duty squadron stood up in the 1980s, Tactical Electronic Warfare Squadron 34 (VAQ-34) at NAS Point Mugu, which would operate twin-seat TA-7C and EA-7L aircraft with both a pilot and a Naval Flight Officer in an adversary electronic warfare role.
Initial USAF basing of the A-7D was at Edwards AFB, California and Eglin AFB, Florida in 1968 for prototype testing. Initial lead-in pilot training squadrons were established at Luke AFB, Arizona, and Nellis AFB, Nevada in 1969. The first operational USAF basing was at Myrtle Beach AFB, South Carolina (354 TFW) in 1970, with subsequent basing at Davis-Monthan AFB, Arizona (355 TFW) in 1971 and England AFB, Louisiana (23 TFW) in 1972. The Luke-based A-7Ds were reassigned to Davis-Monthan in 1971 along with the lead-in pilot training mission. A fourth operational A-7D wing was assigned to Korat Royal Thai Air Force Base, Thailand (388 TFW) in early 1973 derived from deployed Myrtle Beach aircraft.
Pilots of the early A-7s lauded the aircraft for general ease of flying (with the exceptions of poor stability on cross-wind landings and miserable stopping performance on wet runways with an inoperative anti-skid braking system) and excellent forward visibility but noted a lack of engine thrust. This was addressed with A-7B and more thoroughly with A-7D/E. The turbofan engine provided a dramatic increase in fuel efficiency compared with earlier turbojets – the A-7D was said to have specific fuel consumption one sixth that of an F-100 Super Sabre at equivalent thrust. An A-7D carrying 12 x 500 lb (227 kg) bombs at 480 mph (775 km/h) at 33,000 ft (10,000 m) used only 3,350 lb (1,500 kg) of fuel per hour. Typical fuel consumption at mission retrograde during aircraft carrier recovery was approximately 30 pounds per minute compared to 100+ pounds per minute for the Phantom F-4J/N series. The A-7 Corsair II was tagged with the nickname "SLUF" ("Short Little Ugly Fucker") by pilots.
In Vietnam, the hot, humid air robbed even the upgraded A-7D and A-7E of power. Takeoff rolls were lengthy, and fully armed aircraft struggled to reach 800 km/h. For A-7A aircraft, high density altitude and maximum weight runway takeoffs often necessitated a "low transition", where the aircraft was intentionally held in "ground effect" a few feet off the runway during gear retraction, and as much as a 10-mile (16 km) departure at treetop altitude before reaching a safe flap retraction speed. (Note: the A-7A wing flap systems were either fully extended or fully retracted. The A-7A flap handle did not have the microswitch feature of later models that permitted the flaps to be slowly raised by several degrees per tap of the flap handle as airspeed slowly increased during max-weight takeoffs.)
Carrier catapult launches at maximum weight under these performance-robbing conditions were not significantly better and were characterized by the aircraft decelerating by as much as 20 knots (37 km/h) immediately after launch. As a result, A-7A units operated their aircraft four thousand pounds below the max-rated takeoff weight for the A-7E.
The first U.S. Navy A-7As were deployed to Vietnam in 1967 with VA-147 Argonauts aboard USS Ranger. The aircraft made their first combat sortie on 4 December 1967. In the following months, VA-147 flew around 1,400 sorties losing only one aircraft. In January 1968, USS Ranger participated in the incident surrounding the capture of USS Pueblo in the Sea of Japan by North Korea. The Navy's improved A-7B model arrived in Vietnam in early 1969, with the definitive A-7E following in 1971. The U.S. Navy's first A-7 loss occurred on 22 December 1967, less than three weeks after entering combat.
In late spring of 1971, VA-86 Sidewinders and VA-82 Marauders were forced to transition to the A-7C due to unexpected problems with the A-7E's TF-41 engines. The Sidewinders and Marauders then deployed from Jun 1972 to Mar 1973 aboard USS America (CV-66) for a ten-month combat cruise. On that deployment, VA-82 played a role in the attack that destroyed the Thanh Hoa Bridge, a vital link in the North Vietnamese Army supply lines and a target that seemed indestructible during the Vietnam War.
Four A-7Cs from VA-82 successfully delivered 8,000 lbs of high explosives with two planes carrying two 2,000 lb (910 kg) Walleyes, while two other carried also 2,000 lbs in Mk 84 GP bombs. In a simultaneous attack, the center piling on the bridge's west side was hit and broke the span in half. After this, the Thanh Hoa bridge was considered permanently destroyed and removed from the target list. Approximately 98 USN A-7 Corsairs were lost during the war.
USAF A-7Ds entered combat over Indochina in October 1972 with the deployed Tactical Air Command 354th TFW from Myrtle Beach AFB, South Carolina and attacked targets as far as 800 km from its deployed base at Korat, extensively utilizing mid-air refueling. The A-7Ds were quickly assigned the "Sandy mission" of providing air cover for Combat Search and Rescue missions of downed pilots. Taking over for A-1 Skyraiders (and adopting their call sign of "Sandy"), the A-7's higher speed was somewhat detrimental for escorting the helicopters but the aircraft's high endurance and durability were an asset and it performed admirably. On 18 November 1972, Major Colin A. Clarke led a successful CSAR mission near Thanh Hoa to rescue a downed F-105 Wild Weasel crew. The mission lasted a total of 8.8 hours during which Clarke and his wingman took a number of hits from 0.51 cal (12.7 mm) anti-aircraft fire. For his actions in coordinating the rescue, Clarke was awarded the Air Force Cross, the USAF's second-highest decoration for valor, and his A-7D (AF Serial No. 70-0970) was eventually placed on display on 31 January 1992 at the National Museum of the United States Air Force at Wright-Patterson AFB, Ohio.
In March 1973, the 354th TFW transferred a squadron of A-7Ds to the 388th TFW, the host wing at Korat RTAFB at the time, which re-established the 3d Tactical Fighter Squadron and created a permanent USAF A-7D presence in Southeast Asia. A-7Ds from both wings stationed at Korat engaged in combat operations over Vietnam until mid-January 1973; in Laos until 22 February 1973, and in Cambodia until 15 July 1973 when an A-7D of the deployed 353d TFS/354th TFW carried out the last air support mission in support of Khmer National Armed Forces against the Khmer Rouge. In March 1974, the 354th TFW transferred several more aircraft to the 3d TFS prior to its return to Myrtle Beach.
The USAF A-7D flew a total of 12,928 combat sorties during the war with only six losses – the lowest of any U.S. fighter in the theater. The aircraft was second only to Boeing B-52 Stratofortress in the amount of ordnance dropped on Hanoi and dropped more bombs per sortie with greater accuracy than any other U.S. attack aircraft.
During the war in Southeast Asia, U.S. Navy A-7 Corsairs were painted gloss gray/white in color while USAF A-7s were normally painted in full jungle camouflage paint schemes. The U.S. Navy did experiment with camouflage paint schemes for some of their aircraft during the war, but during landing operations, the flight deck crews found their duties complicated, due to the inherent changing of the weather conditions aboard a moving ship and the color coded uniforms of the flight deck crew; with the added dangers involved to an already cluttered flight deck, it was determined to keep naval aircraft readily visible for the sake of safety.
On 15 May 1975, A-7E aircraft aboard the USS Coral Sea, in conjunction with A-7D aircraft assigned to the 3d TFS at Korat RTAFB, provided air cover in what is considered the last battle of the Vietnam war, the recovery of the SS Mayagüez after it was hijacked by Khmer Rouge gunboats. By the time Operation Mayaguez was over, three USAF CH-53 helicopters had been shot down, 2 Airmen, 11 Marines and two Navy Corpsmen had been killed in action and a further 3 Marines were missing in action.
With the pullout of the USAF from its Thailand bases in late 1975, the A-7Ds stationed at Korat initially went to Clark AB, Philippines. The 3d TFS transitioned from its Corsairs to the McDonnell Douglas F-4E Phantom II and remained at Clark. The A-7Ds were returned to the United States where they were reassigned to several Air National Guard squadrons, remaining in service until the late 1980s.
Grenada and Lebanon
Navy A-7s also provided air support during the U.S. mission in Lebanon in 1983. Along with an Grumman A-6 Intruder, one A-7 was shot down by Syrian surface-to-air missiles (SAM) on 4 December 1983. One of the A-6 pilots, LT Mark Lange, was killed; his Bombadier Navigator, LT Robert Goodman, ejected and was captured by the Syrians. The A-7 pilot ejected and was rescued.
On 24 March 1986, during the Gulf of Sidra dispute with Libya, Libyan air defense operators fired SA-5 missiles at two Fighter Squadron 102 (VF-102) F-14s from USS America that were orbiting in international air space on a Combat Air Patrol (CAP) station. A-7s operating from Saratoga responded by firing the first AGM-88 HARM missiles used in combat. On the next day, A-6s attacked Libyan warships approaching the US Fleet, while A-7s again launched HARM missiles against Libyan SAM sites.
In April 1986, Navy Sixth Fleet A-7Es from VA-72 and VA-46 aboard USS America (CV-66) also participated in Operation El Dorado Canyon, the retaliatory attack on Libya, using HARM and Shrike anti-radar missiles to protect the naval strike force from SAMs.
Operation in late 1980s
During the Iran–Iraq War of the 1980s, continued Iranian and Iraqi attacks on shipping in the Persian Gulf were becoming so frequent that by 1987 the Kuwaitis requested U.S. assistance. To maintain freedom of navigation within that body of water, Operation Earnest Will was initiated. At the outset, 11 Kuwaiti tankers were “re-flagged", the Middle East Force escorting the first ships through the Strait of Hormuz into the Persian Gulf to Kuwait, and then returning outbound, beginning on 22 July 1987.
During escort duty while steaming 55 miles (89 km) northeast of Qatar on 14 April 1988, lookouts on board guided missile frigate USS Samuel B. Roberts spotted three mines ahead. Going to general quarters, the ship soon struck a fourth mine that exploded and blew a 21-foot (6.4 m) hole in her port side near frame 276, injuring 10 sailors, and inflicting "considerable damage to the hull, deckhouse and foundation structures, essentially breaking the ship’s back." However, damage control efforts made by the crew were successful and the ship was saved. Over the next 10 days, coalition mine countermeasures vessels located eight additional mines, examination of which left little doubt as to their Iranian origins.
Operation Praying Mantis was designed as a "measured response" to this incident, as well as to repeated Iranian shipping harassment and provocations; A-7Es from VA-22 and VA-94, along with A-6E Intruders from VA-95 participated in sinking the Iranian Frigate Sahand, which had fired missiles at two American A-6Es.
The Ohio Air National Guard's 180th Tactical Fighter Group (180 TFG) was deployed on rotation in Panama when hostilities began in late December 1989 and participated in Operation Just Cause. They were among the ANG units that routinely rotated to Howard Air Force Base to provide a presence in Panama Cornet Cove deployment exercises.
Operation Desert Shield/Storm
While USAF A-7s stayed home in favor of A-10s, the US Navy deployed two of their last A-7E squadrons to Operation Desert Shield in August 1990 aboard USS John F. Kennedy (CV 67), the only carrier of six deployed to Desert Storm to operate the A-7. VA-46 and VA-72 made the last combat sorties of the A-7 in Operation Desert Storm flying from the Red Sea to targets throughout Iraq. The A-7 was used both day and night to attack a wide range of heavily defended deep interdiction targets in Iraq as well as "kill boxes" (geographically defined kill zones) in Kuwait, employing a variety of weapons including precision-guided munitions (PGMs), such as the TV-guided Walleye glide bomb, unguided general purpose bombs, and High Speed Anti-Radiation missiles (HARM). The A-7 was also used as a tanker in numerous in-flight refueling missions.
Use in F-117 development
The 4450th Tactical Group stationed at Nellis AFB, Nevada had the distinction of being the last active USAF unit to operate the A-7 Corsair II. The mission of the 4450th TG was the operational development of the F-117 Nighthawk, and the unit needed a surrogate aircraft for pilot training and practice. A-7Ds and A-7Ks were obtained from various active duty and air national guard squadrons and were assigned initially to the "(P)" or "Provisional" unit of the 4450th Tactical Group, redesignated the 4451st Tactical Squadron in January 1983.
The A-7s were used as a deception and training aircraft by the group between 1981 and 1989. It was selected because it demanded about the correct amount of pilot workload expected in the F-117A, was single seat, and many of the F-117A pilots had F-4 or F-111 backgrounds. A-7s were used for pilot training before any F-117As had been delivered to bring all pilots to a common flight training base line. Later, the A-7s were used to chase F-117A tests and other weapon tests at the Nellis Range.
A-7 flight operations began in June 1981 concurrent with the very first YF-117A flights. The A-7s wore a unique "LV" tailcode (for Las Vegas) and had a dark purple/black paint motif. The A-7s were based officially at Nellis Air Force Base and were maintained by the 4450th Maintenance Squadron.
In addition to providing an excuse for the 4450th's existence and activities, the A-7s were also used to maintain pilot currency, particularly in the early stages when very few production F-117As were available. The pilots learned to fly chase on F-117A test and training flights, perform practice covert deployments, and practice any other purpose that could not be accomplished using F-117As, given the tight restrictions imposed on all F-117A operations.
Some A-7s operated from the Tonopah Test Range Airport, about 30 miles (48 km) southeast of Tonopah, Nevada where the F-117s were being operationally tested. As a deception operation, care was taken to ensure that F-117As were never left parked outside aircraft hangars during daylight hours. However, A-7s were deliberately and routinely left outside hangars for the benefit of any orbiting Soviet spy satellites. Soviet intelligence agencies examining spy satellite imagery of the base would undoubtedly notice the A-7s parked on the Tonopah flight line, and would not be particularly interested. The intention of this deception was to convince the Soviets that Tonopah operated nothing more exciting than some A-7 Corsairs.
There were approximately 20 A-7D aircraft used in developing the F-117, including several two-seat A-7K trainers. In January 1989, just three months after the USAF admitted the F-117A existed, the A-7s were retired to AMARC and were replaced by AT-38B Talons as training aircraft and the 4451st TS was deactivated.
Training and retirement
Pilots quipped that the Corsair "is not very fast, but it sure is slow." For dissimilar air combat training (DACT), and aerial demonstrations by the Blue Angels, the Navy would choose the more nimble Douglas A-4 Skyhawk as a subsonic maneuvering platform, as some considered the A-7 to be inadequate in air combat, even though it was highly maneuverable and was more fitting as a highly successful attack aircraft with a stable bombing platform. The Marine Corps would also pass on the Corsair, opting instead for the V/STOL vertical landing AV-8 Harrier as their light attack aircraft to replace their A-4F/M Skyhawks.
Naval Reserve and Air National Guard units, however, were often forced to operate the A-7E and D models in rather challenging air-to-air duels with USAF F-15 Eagles and USN Grumman F-14 Tomcats. Several A-7 units adopted a technique pioneered by the Puerto Rico Air National Guard: if an F-15 approaches gun range, depart the A-7 from controlled flight and deploy as much chaff and flares as possible. Departing an A-7 from controlled flight resulted in very high and simultaneous roll, yaw and pitch rates. It also caused a near instantaneous airspeed loss of 100 to 150 knots (280 km/h) that made successful gun-tracking by an opponent nearly impossible. Deploying chaff and flares during such an event spewed these devices in all directions as the range between the two aircraft rapidly diminished and consequently posed a chaff/flare collision threat to the attacking aircraft, as documented by the Puerto Rico ANG's former 156th Fighter Wing, then flying the A-7, and the Louisiana Air National Guard's 159th Fighter Wing flying the F-15.
Beginning in 1974, active duty U.S. Air Force wings began transferring A-7Ds to Air National Guard (ANG) units. The Air Force had planned to end procurement of the A-7D in 1974 as a result of the development of the Fairchild-Republic A-10 Thunderbolt II, which was programmed to replace the Corsair as the Air Force's close air support aircraft. However, Congressional decisions added additional funding to the DOD FY 1975 and FY 1976 budgets for the procurement of additional A-7Ds, primarily to keep the LTV production line in Dallas open and the workers employed in the wake of post-Vietnam DOD procurement reductions. As a result of these unplanned acquisitions, the Air Force assigned these new 1975 and 1976 built aircraft, along with new twin seat A-7Ks trainers in 1979 directly to the Air National Guard. In March 1976, A-10 production aircraft began arriving at active-duty units (355th TFW; 354th TFW) in 1977 and began replacing the Corsairs of active duty squadrons. The A-7Ds were subsequently transferred to Air National Guard units.
On 12 January 1981, in the 1981 Luis Muñoz Marín International Airport attack, 10 A-7Ds of the 198th Tactical Fighter Squadron, Puerto Rico Air National Guard were destroyed in a terrorist attack by the Boricua Popular Army at Muniz Air National Guard Base in the largest attack ever on American military station since the Vietnam War. This terrorist attack was largely unreported due to the Iran hostage crisis at the time.
By 1981, with the exception of the A-7Ds used in the F-117A program, the last active-duty Corsairs were reassigned to ANG squadrons by the 23d Tactical Fighter Wing at England Air Force Base, Louisiana. Many active duty pilots missed the performance and sophistication of the Corsair. The A-7Ds used by the 4450th Tactical Group in Nevada were either retired or sent to ANG units in 1989.
F-16s began replacing the Air National Guard Corsairs beginning in the late 1980s and the last were retired in 1993 by the ANG units at Rickenbacker ANGB, (Ohio); Des Moines International Airport/ANGB, (Iowa); Tulsa International Airport/ANGB, (Oklahoma); and Springfield-Beckley Municipal Airport/ANGB, (Ohio).
U.S. Navy A-7 Corsairs began being phased out of the fleet during the mid-1980s with the arrival of the McDonnell Douglas F/A-18 Hornet. The last Navy A-7s were retired by the last fleet operational squadrons (VA-46 and VA-72) in May 1991 shortly after their return from Operation Desert Storm.
Some of these surplus aircraft were passed to Greece, Thailand and Portugal; however by the end of 1998, with the exception of some airframes used as static displays, all US A-7s were disposed of by the AMARC at Davis-Monthan AFB, Arizona.
The Hellenic Air Force purchased new A-7H aircraft in moderate numbers. The last two squadrons that used the aircraft were the 335th and 336th. The A-7 remains still in limited operational use by the latter, as the type is gradually being retired, to be replaced by newly purchased F-16s.
The Portuguese Air Force selected the A-7P (modified A-7A/B models) and flew them extensively from 1981 onward. The reliability and exceptional range allowing unrefueled routine flights to the Madeira Archipelago and Lajes AB in the Azores Archipelago.
The sale of A-7s to Pakistan was not approved due to U.S. opposition to its nuclear program.
- First production version. Early USN Corsair IIs had two 20 mm Colt Mk 12 cannons with 250 rounds per gun. Maximum ordnance, carried primarily on the wing pylons, was theoretically 15,000 lb (6,804 kg), but was limited by maximum takeoff weight, so the full weapon load could only be carried with greatly reduced internal fuel; Equipped with AN/APN-153 navigational radar, AN/APQ-115 terrain following radar, and a separate AN/APQ-99 attack radar; 199 built.
- Uprated TF30-P-8 engine with 12,190 lbf (54.2 kN) of thrust. In 1971, surviving A-7Bs were further upgraded to TF30-P-408 with 13,390 lbf (59.6 kN) of thrust; AN/APQ-115 terrain following radar in earlier A-7A is replaced by AN/APQ-116 terrain following radar; 196 built.
- First 67 production A-7E with TF30-P-408 engines.
- Two-seat trainer version for U.S. Navy, 24 converted from A-7B, 36 from A-7C. In 1984, 49 airframes, including the 8 EA-7Ls, were re-engined with the TF41-A-402 and upgraded to A-7E standard.
- Version built for the USAF, with one Allison TF41-A-1 turbofan, and a single 20 mm M61 Vulcan gatling cannon; AN/APN-153 navigational radar in earlier models is replaced by AN/APN-185 navigational radar, AN/APQ-116 terrain following radar in earlier A-7B/C is replaced by AN/APQ-126 terrain following radar; 459 built.
- Naval carrier-capable equivalent of the A-7D; AN/APN-185 navigational radar in earlier A-7D is replaced by AN/APN-190 navigational radar, AN/APQ-126 terrain following radar in earlier A-7D is replaced by AN/APQ-128 terrain following radar; 529 built.
- YA-7F Strikefighter (A-7D Plus)
- Stretched, supersonic version of A-7 powered by an F100, optimized for interdiction role, but cancelled after two prototypes were built.
- Proposed version for Switzerland, none built.
- Modified A-7E for Greece without air-refuelling capability, 60 built.
- Two-seat trainer version for Greece.
- 8 TA-7C modified into electronic aggressor aircraft used by VAQ-34, upgraded to A-7E standard while retaining twin seats in 1984.
- Two-seat trainer version for Air National Guard, 30 built.
- Ex-US Navy A-7A rebuilt for Portugal, 44 refurbished with TF30-P-408 engines and an avionics fit similar to the A-7E.
- Two-seat trainer version for Portugal; six converted from ex-US Navy A-7A.
- Two-seat prototypes built by Ling-Temco-Vought as a private venture.
Aircraft on display
- An A-7P is on display with the Portuguese Air Force (FAP) Museum
- An A-7P is on display at the Polish Aviation Museum, Krakow
- An A-7D is on display at the National Museum of the U.S. Air Force, Wright-Patterson AFB, Dayton, Ohio. The aircraft (AF Ser. No. 70-0970) was flown by Major Colin Clark on a nine-hour rescue mission in Southeast Asia, for which he received the Air Force Cross.
- An A-7D is on display near Headquarters, 12th Air Force (12 AF) at Davis-Monthan AFB, Arizona.
- An A-7D and YA-7F are on display at the Hill Aerospace Museum at Hill AFB, Utah.
- An A-7D on display at the Aerospace Museum of California in Sacramento, California on the former McClellan Air Force Base.
- An A-7D is used for Aircraft Maintenance Technician training at Tulsa Technology Center in Tulsa, OK. It is fired up every month or so to show the Powerplant students how the engine performs in the aircraft. Tulsa Tech also utilizes the TF-41 jet engine in its indoor turbine test cell.
- An A-7D on display at the Evergreen Air & Space Museum in McMinville, Oregon.
- An A-7D is on display at the 185th Air Refueling Wing in Sioux City, Iowa, an Iowa Air National Guard base.
- An A-7D is on display on the NW Beaver Drive overlook at Camp Dodge in Johnston, Iowa, an Iowa Army National Guard base.
- An A-7D (No. 73-0996, "Speedwell", from the 140th Wing, Colorado Air National Guard is on display at the Wings Over the Rockies Air and Space Museum at the former Lowry AFB in Denver, Colorado
- An A-7E in the markings of VA-174 is on display at the War Eagles Air Museum, located at the Doña Ana County Airport, Santa Teresa, New Mexico.
- An A-7E in the markings of VA-46 on loan from the National Museum of Naval Aviation is on display at NAS Jacksonville, Florida.
- An A-7E on loan from the National Museum of Naval Aviation is on display aboard the USS Midway (CV-41) Museum in San Diego, California.
- An A-7E on loan from the National Museum of Naval Aviation is on display at NAS Lemoore, California.
- An A-7E on loan from the National Museum of Naval Aviation is on display at NAS Fallon, Nevada.
- A TA-A7C, Navy Bureau number 154-407 Corsair II located at the National Atomic Museum adjacent to Kirtland AFB in Albuquerque, New Mexico.
- An A-7E in the markings of VA-147 is on display at the USS KIDD Veterans Memorial in Baton Rouge, Louisiana.
- An A-7E in the markings of VA-72 is on display at the National Museum of Naval Aviation at NAS Pensacola, Florida.
- An A-7 on loan from the National Museum of Naval Aviation at NAS Pensacola, Florida is located on the east side of the Interstate 75, just south of Lake City, Florida near Mile Marker 275.
- An A-7E on loan from the National Museum of Naval Aviation is on display in the Tillamook Air Museum, a World War II Navy blimp hangar in Oregon.
- Another A-7 is on display in Hickory, North Carolina, at the Hickory Regional Airport's new Hickory Aviation Museum as of May 2007, operated by the Sabre Society of North Carolina (also based there). The society has a small but very nice collection of aircraft, most donated by the National Museum of Naval Aviation in Pensacola.
- An A-7 cross section is on display in a mock aircraft carrier hangar at the Museum of Science and Industry in Chicago, Illinois.
- An A-7 is on display at the USS Kidd Memorial in Baton Rouge, LA
- An A-7D is on display at the Virginia Aviation Museum in Richmond, Virginia, on loan from the National Museum of the United States Air Force.
- An A-7, AF Ser. No. 68-0290, is on loan from the National Museum of the United States Air Force and is located on the corner of East Jackson Street and South Maple Street in Cullom, Illinois.
- An A-7 with Gulf War markings is on static display at the Rimini Aviation Museum in Italy, on the coast of the Adriatic Sea.
- Two A-7s are on static display at New Century AirCenter, New Century, Kansas, which was formerly Naval Air Station Olathe, near Kansas City. One is a two-seat version.
- There are several A-7s in both Navy and Air Force markings on display at the Pima Air Museum adjacent to Davis-Monthan Air Force Base in Tucson, Arizona.
- An A-7E is on display on the flight deck of the USS Yorktown (CV-10), at the Patriot's Point Naval and Maritime Museum in Mount Pleasant, SC.
- A-7A 152681, with markings from service with VA-125 is on display since 1993 at the Prairie Aviation Museum in Bloomington, IL.
- An A-7 is in the collection of the Oakland Aviation Museum in Oakland, California.
- A-7B BuNo 154362 on display in VA-304 markings at the east gate of the former Naval Air Station Alameda, California was taken down July 2010 for restoration and is scheduled to be back on display in late 2011.
- A-7D, AF Ser. No. 70-1019, formerly of the 354th Tactical Fighter Wing is on static display at the former Myrtle Beach AFB, South Carolina as part of the City of Myrtle Beach "Warrior Park".
- A-7D, AF Ser. No. 69-6200 is on display at the Wings of Eagles Museum at the Elmira-Corning Regional Airport, in Horseheads, NY.
- A-7E(2) BuNo 159971 is on display at the Carolinas Aviation Museum at Douglas International Airport in Charlotte, North Carolina; the aircraft last flew off the USS John F. Kennedy during Operation Desert Storm. This aircraft was recovered from NAS Memphis in 1996.
- A-7E BuNo 159303 is on display at Edwardsville Township Community Park, Edwardsville, Illinois.
- An A-7 Corsair II is on display at Camp Blanding in Florida.
- An A-7D Corsair II is on display at Memorial Park in Blue Island, IL.
- Crew: 1
- Length: 46 ft 1.5 in (14.06 m)
- Wingspan: 38 ft 9 in (11.81 m)
- Height: 16 ft 0.75 in (4.90 m)
- Wing area: 375 ft² (34.8 m²)
- Airfoil: NACA 65A007 root and tip
- Empty weight: 19,490 lb (8,840 kg)
- Max takeoff weight: 42,000 lb (19,050 kg)
- Powerplant: 1 × Allison TF41-A-2 turbofan, 14,500 lbf (64.5 kN)
- Maximum speed: 600 knots (698 mph, 1,123 km/h) at sea level
- Combat radius: 621 nmi (700 mi, 1,127 km)
- Ferry range: 2,485 nmi (2,860 mi, 4,600 km) with external fuel tanks
- Wing loading: 77.4 lb/ft² (379 kg/m²)
- Thrust/weight: 0.50
- Guns: 1× 20 mm (0.787 in) M61 Vulcan 6-barreled gatling cannon with 1,030 rounds
- Hardpoints: 6× under-wing and 2× fuselage pylon stations (for mounting AIM-9 Sidewinder AAMs only) with a capacity of 15,000 lb (6,800 kg) and provisions to carry combinations of:
- Rockets: 4× LAU-10 rocket pods (each with 4× 127 mm Mk 32 Zuni rockets)
- Up to 4× B28 nuclear bomb/B57 nuclear bomb/B61 nuclear bombs
- Other: up to 4 × 300/330/370 US gallon drop tanks[nb 1]
- Texas Instruments AN/APQ-126 terrain following radar
- Related development
- F-8 Crusader
- Vought YA-7F
- Aircraft of comparable role, configuration and era
- Related lists
- ^ Pylon stations No. 1,3,6 & 8 are wet plumbed. Used for ferry flight/extended range/loitering time. Often carried a hose and drogue type Buddy Store in addition to drop tanks for use as a tanker aircraft.
- ^ "Avionics: HUDAVAC." flightglobal.com.' Retrieved: 13 October 2010.
- ^ Dorr 1987, p.61.
- ^ NAVAIR 01-45AAE-1, pp. 8–48, through 8-148.
- ^ NAVAIR 01-45AAE-1, pp. 11–1 through 11-93.
- ^ Brown, David F. SLUF A-7 Corsair II. Hong Kong: Concord Publications Co., 1997. ISBN 978-962-361-723-9.
- ^ NAVAIR 01-45AAA-1, pp. 1–68.
- ^ NAVAIR 01-45AAE-1, pp. 1–66.
- ^ NAVAIR 01-45AAA-1, pp. 1–233.
- ^ NAVAIR 01-45AAE-1, pp. 1–177.
- ^ Hobson 2001
- ^ Wetterhahn, Ralph. The Last Battle: The Mayaguez Incident and the End of the Vietnam War. New York: Plume, 2002. ISBN 0-45228-333-7.
- ^ a b Dorr 1987, p.63.
- ^ a b Mersky 2003, p.150.
- ^ Higham 1978
- ^ "Around the Nation: 8 Military Jets Destroyed At Air Base in Puerto Rico." The New York Times, 12 January 1981. Retrieved: 13 October 2010.
- ^ Gunston, Bill. Modern Fighting Aircraft. New York: Random House, 1984. ISBN 0-517-44115-2.
- ^ Schürmann, Roman. Helvetische Jäger: Dramen und Skandale am Militärhimmel (in German). Zürich: Rotpunktverlag, 2009. ISBN 978-3-85869-406-5.
- ^ "A-7d Corsair II." tulsatech.edu. Retrieved: 13 November 2010.
- ^ "Image of A-7 by roadside." DataImages. Retrieved: 13 November 2010.
- ^ "A-7E Corsair II." Oakland Aviation Museum. Retrieved: 13 November 2010.
- ^ "A-7D Corsair II." Wings of Eagles Museum . Retrieved: 13 November 2010.
- ^ "LTV 1956 A-7E2 Corsair II, Serial #159971." carolinasaviation.org. Retrieved: 9 May 2010.
- ^ "A-7E Corsair II." coastcomp.com. Retrieved: 13 November 2010.
- ^ Donald 1997, p. 899.
- ^ Frawley, Gerald. "Vought A-7 Corsair II". The International Directory of Military Aircraft, 2002/2003. Fishwick, Act: Aerospace Publications, 2002. ISBN 1-875671-55-2.
- ^ Wilson 2000, p. 141.
- "A Corsair by any other name: The Story of Sandy, SLUF and the Little Hummers". Air International, Vol. 22, No.3, March 1982, pp. 121–125, 143–146. ISSN 0306-5634.
- "A Corsair by any other name: Sandy, SLUF and the Little Hummers: Part Two". Air International, Vol. 22, No. 4, April 1982, pp. 169–176, 202–203.
- Donald, David, ed. "Vought A-7 Corsair II". The Complete Encyclopedia of World Aircraft. New York: Barnes & Noble Books, 1997. ISBN 0-7607-0592-5.
- Donald, David and Jon Lake, eds. Encyclopedia of World Military Aircraft. London: AIRtime Publishing, 1996. ISBN 1-880588-24-2.
- Dorr, Robert F. "A Plus for the Corsair". Air International, Vol. 33, No. 2, August 1987, pp. 61–65, 84—87, 93. Bromley, UK: Fine Scroll. ISSN 0306-5634.
- Eden, Paul (editor). The Encyclopedia of Modern Military Aircraft. London: Amber Books, 2004. ISBN 1-904687-84-9.
- Higham, Robin and Carol Williams. Flying Combat Aircraft of USAAF-USAF (Volume 2). Andrews AFB, Maryland, USA: Air Force Historical Foundation, 1978. ISBN 0-8138-0375-6.
- Hobson, Chris. Vietnam Air Losses, USAF/USN/USMC, Fixed-Wing Aircraft Losses in Southeast Asia, 1961-1973. North Branch, Minnesota, USA: Specialty Press, 2001. ISBN 1-85780-115-6.
- Mersky, Peter B. "A-7 Corsair II in US Navy Service". International Air Power Review, Volume 10, Autumn/Fall 2003. Norwalk Ct, USA: AIRtime Publishing. ISSN 1473-9917. ISBN 1-880588-58-7.
- NAVAIR 01-45AAA-1, A-7A/B Flight Manual. Washington, D.C., USA: US Navy, 15 August 1973.
- NAVAIR 01-45AAE-1, A-7C/E Flight Manual. Washington, D.C., USA: US Navy, 1 March 1973.
- Swanborough, Gordon and Peter M. Bowers. United States Military Aircraft Since 1909. Washington, D.C., USA: Smithsonian Books, 1989. ISBN 0-87474-880-1.
- Swanborough, Gordon and Peter M. Bowers. United States Navy Aircraft Since 1911. Annapolis, Maryland, USA: Naval Institute Press, 1990. ISBN 0-87021-792-5.
- Wilson, Stewart. Combat Aircraft since 1945. Fyshwick, Australia: Aerospace Publications, 2000. ISBN 1-875671-50-1.
- 355th Tactical Fighter Wing A-7D Corsair II Era
- Ling-Temco-Vought A-7 Corsair II on Joebaugher.com
- A-7 page on Globalsecurity.org
- Wings of Eagles
Aircraft produced by Vought/LTV Aerospace Fighters Scout and Attack aircraft Experimental/Unbuilt
XC-142 • XS2U • XWU
Names United States tri-service attack aircraft designations post–1962 Main sequence Non-sequential designations V/STOL sequence See also: EA-18G Lists relating to aviation General Military Accidents/incidents Records
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Look at other dictionaries:
LTV A-7 Corsair II — A 7 Corsair II Un A 7E del Escuadrón de Ataque 46 (VA 46) de la Armada estadounidense. Tipo Avión de ataque Fabricante … Wikipedia Español
LTV A-7 Corsair II — A 7 Corsair II A 7E из состава 12 й штурмовой эскадрильи ВМС США … Википедия
LTV XC-142 — XC 142 Role Experimental VTOL transport Manufacturer Ling Temco Vought (LTV) Fir … Wikipedia
LTV XC-142 — XC 142 Ling Temco Vought XC 142A … Википедия
A-7 Corsair II — Vought A 7 Corsair II Pour les articles homonymes, voir A 7. LTV A 7E Corsair II … Wikipédia en Français
A7 Corsair II — Vought A 7 Corsair II Pour les articles homonymes, voir A 7. LTV A 7E Corsair II … Wikipédia en Français
Vought a-7 corsair ii — Pour les articles homonymes, voir A 7. LTV A 7E Corsair II … Wikipédia en Français
Vought A-7 Corsair II — Pour les articles homonymes, voir A 7. LTV A 7E Corsair II … Wikipédia en Français
List of A-7 Corsair II operators — The following is a list of units using the LTV A 7 Corsair II attack aircraft.OperatorsGREGreece still operates the Corsair II s, in the form of the A 7H s, TA 7H s, A 7E s and TA 7C s variants, and uses these aircraft in the traditional tactical … Wikipedia
A-7 Corsair II — Saltar a navegación, búsqueda LTV A 7 Corsair II Obtenido de A 7 Corsair II … Wikipedia Español | aerospace | 1 |
https://www.microwavejournal.com/articles/40283-pasternack-introduces-new-vita-67-multi-port-connector-blocks | 2023-10-04T17:20:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511386.54/warc/CC-MAIN-20231004152134-20231004182134-00853.warc.gz | 0.914647 | 289 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__77735440 | en | Pasternack has announced the release of its new VITA 67 multi-port connector blocks that connect multiple antennas, transmitters or receivers in a limited space or demanding environment. They provide a reliable and efficient solution for military, aerospace and defense applications.
The VITA 67 multi-port connector blocks feature a unique SV connector retention mechanism that, compared to similar designs, offers easier assembly and disassembly of the daughter card module. Additionally, they are designed for side-by-side implementation with VITA 46 hardware and are compatible with coaxial cables that are 0.086 in. diameter and smaller, providing exceptional RF performance in any mating condition.
By using established and reliable SMPM interfaces, the new VITA 67 multi-port connector blocks provide significant advantages in terms of compatibility, reliability and cost-effectiveness.
The VITA 67 multi-port connector blocks feature rugged construction. They are IP67-rated for protection against harsh environments and have high shock and vibration resistance for reliable operation in challenging conditions.
“Our VITA 67 multi-port connector blocks meet the most rigorous requirements of the military, aerospace and defense industries. They are the ideal solution for connecting multiple components in a system,” said Steven Pong, product line manager.
Pasternack’s new VITA 67 multi-port connector blocks are in stock and available for same-day shipping. | aerospace | 1 |
https://www.breitflyte.com/post/lot-polish-airlines-launches-new-routes-between-wroc%C5%82aw-and-seoul-and-from-rzesz%C3%B3w-to-milan | 2023-12-07T17:07:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100677.45/warc/CC-MAIN-20231207153748-20231207183748-00847.warc.gz | 0.936897 | 471 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__81301747 | en | LOT Polish Airlines Launches New Routes Between Wrocław and Seoul and From Rzeszów to Milan
LOT Polish Airlines launched two new routes, with service between Wrocław and Seoul, as well as between Rzeszów and Milan. The first direct flight between Wrocław and Seoul took place on Friday, November 3rd, followed by Rzeszów-Milan service on November 4th.
On Monday (November 6, 2023), LOT Polish Airlines announced the launch of two new nonstop routes. On Friday, November 3rd the carrier’s inaugural flight between Copernicus Airport Wrocław and Seoul-Incheon took flight, followed by new service from Rzeszów-Jasionka Airport and Milan-Malpensa airport on Saturday, November 4, 2023. For winter 2023/24 flights between Wrocław and Seoul will operate once weekly of Fridays with a Boeing 787-8 Dreamliner. Flights will depart Wrocław at 16:25, while the return flight will depart Seoul at 08:50. For summer 2024, flights will depart Wrocław at 18:05, and the return flights will depart Seoul at 9:05 (all times local).
In Monday’s announcement, LOT Polish Airlines’ CEO, Michał Fijoł, said,
“Wrocław is a major economic and academic centre, which translates into close Polish-Korean cooperation - more than half of the nearly six hundred Korean companies are based in Lower Silesia. Here, not only factories are being built, but also R&D branches of some of the biggest companies. The direct connection between Wrocław and Seoul is a next step in the expanding business partnership. I am excited to be offering direct flights from the capital of Lower Silesia to Seoul. I strongly believe that this connection will enjoy great interest among our passengers.”
Flights between Rzeszów and Milan Malpensa will operate once weekly on Saturdays through March 23, 2024. The flights will depart Rzeszów at 16:50, with the return flight departing Milan on the same day at 19:45.
Source: LOT Polish Airlines | aerospace | 1 |
https://www.militaryaerospace.com/commercial-aerospace/article/14231911/qatar-airways-boeing-777-freighter | 2024-04-14T14:58:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00362.warc.gz | 0.935776 | 247 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__74214013 | en | EVERETT, Wash., - Qatar Airways Cargo took delivery of three Boeing 777 Freighters as the airline continues to build its cargo division with the world's largest and most capable twin-engine freighter. The milestone also marks the 200th 777 Freighter to be delivered.
The triple delivery comes as air freight is playing a role amid the COVID-19 pandemic – including transporting newly approved vaccines – and is projected to increase more than 4% over the next two decades.
With the arrival of the trio of 777 Freighters, Qatar Airways Cargo now operates 24 of this airplane model along with two 747-8 Freighters. As one of the leading air cargo carriers in the world, Qatar's dedicated freighter fleet serves more than 60 freighter destinations worldwide via its world-class Doha hub and also delivers freight on the belly-hold deck of passenger aircraft to an extensive network.
The 777 Freighter can fly 4,970 nautical miles (9,200 kms) and carry a payload of 224,900 pounds (102,010 kg). The airplane's long range translates into significant savings for operators like Qatar Airways Cargo as fewer stops reduce landing fees, congestion, cargo handling costs and delivery times. | aerospace | 1 |
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