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https://simpleflying.com/boeing-new-ceo-starts/
| 2021-12-09T07:52:01 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363689.56/warc/CC-MAIN-20211209061259-20211209091259-00633.warc.gz
| 0.978874 | 719 |
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David Calhoun has officially stepped into Dennis Muilenberg’s shoes today, as he takes the reins of CEO at beleaguered aircraft manufacturer Boeing. The new CEO might be a fresh face, but his job is filled with old troubles, as he’s tasked with driving the company out of the problems that plagued it over the past 12 months.
First day nerves for the new Boeing CEO?
David Calhoun officially starts today as the new CEO of Boeing. As the company’s fourth CEO in less than five years, it’s hoped he has what it takes to turn things around for the beleaguered aircraft manufacturer.
His CV is impressive. Prior to Boeing, Calhoun (listed on Wikipedia as Dave) has been head of no less than 18 different companies. He has been CEO of Nielsen Holdings, Chairman of Caterpillar and chair of Gates Industrial. Most recently, he was an executive at Blackstone Group. Now, he’s in the cockpit of Boeing and preparing to fly the company out of danger. Hopefully.
Calhoun is no stranger to aviation, however. He has served on the board of Boeing for a decade so has a solid overview of the issues the company faces. He also worked a stint at General Electric’s aviation unit, a job he took just before the September 11th attacks that rocked the aviation industry. His previous CEO, Steve Schwarzman, told NBC he was a great choice for the job, saying,
“Putting in place a world-class leader like Dave at the helm of Boeing is good for the company and important to the country. His experience driving growth across Blackstone’s diverse portfolio speaks to his unusual capabilities as a CEO, which will serve him well in this complex situation.”
A tough to-do list
As Calhoun steps into his new role, he is already faced with one of the most intimidating to-do lists any CEO has ever had in front of them.
Firstly, there’s the grounding of the 737 MAX. Overcoming the twin crashes of the Boeing built aircraft has been tough for the planemaker, and it’s still not out of the woods yet. With the regulator still to agree the aircraft is safe to fly, it’s up to Calhoun to provide confidence not just to the FAA but also to airlines and passengers regarding the plane.
Alongside this, the production of the 737 MAX is currently halted. Calhoun will need to prioritize a restart of this, as soon as the FAA gives the nod to the aircraft. All the time that the plane is not being built, Boeing is losing money, as are its suppliers.
With a strong focus on improving transparency at the company, Calhoun pushed for the release of previously redacted internal messages last week. This in itself has left a major mess to clear up, as employees have been found to have said the MAX was ‘built by monkeys’ and alluded to covering up issues in front of the FAA.
Numerous other problems require the attention of the new CEO, from issues with the quality of Dreamliner production to pickle fork cracks on older NG aircraft. Overall, Mr. Calhoun has many bridges to build in terms of the planemaker’s reputation, and needs to strive to improve the underlying culture in the Boeing workforce.
It’s an unenviable task that Calhoun has in front of him. What do you think his priorities should be? Let us know in the comments.
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aerospace
| 1 |
https://www.uavtrainingaustralia.com.au/drone-careers-ex-military/
| 2023-12-07T00:18:19 |
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| 0.940442 | 1,137 |
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en
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Leaving the Australian Defence Force is a big decision. There are lots of things you’ll need to adjust to, including finding a new career you’ll love.
There are lots of options out there – your training probably provided qualifications you can use to continue your ADF career in the civilian world. If you’ve got the skills (or if you’re prepared to learn something new), the drone industry is one of Australia’s fastest-growing sectors.
Drones are being put to use in hundreds of creative ways. As a drone pilot, you’ll have the opportunity to fly a huge variety of mission types and play a role in situations such as emergency response operations.
If you’re getting ready to explore life beyond the ADF then we’re going to have a look at some of the options available to you!
Transferable Skills as a Drone Pilot
Drones originally started life as a military technology. They’re widely used by the ADF, but they have also become a huge industry in the civilian world. Civilian drones are used extensively for surveying, mapping, inspections, agriculture, filming and a variety of emergency response applications.
For those who worked with drones in the ADF, the transferable skills you learned could be the kickstart your civilian career needs. Companies that use drone services are always in need of skilled pilots. Civilian drones are a major expense for most companies, and skilled pilots are a surefire way to protect the investment and get more from the technology.
While you’ll need to earn civilian qualifications to become a drone pilot, previous experience is a huge leg-up in the industry.
If you don’t have any previous experience with drone platforms then there’s nothing stopping you from making the career switch. Earning your civilian qualifications is simple, and that’s all you really need to get started as a drone pilot.
Emergency Response Capabilities
Drones are widely used in emergency response situations. Because they can be launched rapidly and retrieve a wide range of useful data, drones are the ideal platform for managing floods, fires, earthquakes and disaster relief.
Emergency response drones are used to:
- Locate missing people
- Assess affected areas
- Help ground teams plan missions
- Deliver supplies to trapped communities and people
- Provide support, even in smoky or dark conditions
- Provide lighting to help rescuers and survivors
With modern connectivity, emergency response drones can feed information to anywhere in the world. That’s particularly useful for missions that involve remote response and international support.
Search and Rescue Capabilities
Finding people in remote places is a challenge for rescue teams. Extreme terrain such as forests and mountains can obscure rescue efforts and make it difficult to obtain accurate location data. Worse, flying helicopter missions in these locations poses a serious risk to rescue teams.
Drones are the ideal platform for assessing large areas quickly. They can also be equipped with infrared sensors that make it much easier to locate missing persons. Combined with high fidelity camera systems, GPS and laser range finders, drones can quickly and efficiently locate anyone that’s in trouble.
Remote communities and emergency situations often require medical services. Accessing these areas has historically been a challenge, but long-range drone technology is changing that.
Companies are investing in systems that will use drones to deliver patient-critical healthcare products such as defibrillators and blood. Using drones cuts down on the need for ground or air-based transport, improves response times in critical situations, and reduces environmental impact.
What Qualifications do I Need to Become a Civilian Drone Pilot?
Civilian drone pilots are subject to the standards set out by the Civil Aviation Safety Authority (CASA). If you’re interested in becoming a drone pilot, you’ll need to earn your Remote Pilots Licence (RePL).
The easiest way to earn an RePL is to work with a drone training organisation like UAV Training. Our programs cover flight theory and hands-on training with a variety of industry-standard drone platforms. Upon successful completion of your training, we can issue your RePL, which allows you to work as a pilot for a business that offers drone services.
While we covered a few of the major drone capabilities above, earning an RePL is your gateway into many more industries, including:
- Mining and prospecting
- Construction and engineering
- Infrastructure maintenance
- Surveying and mapping
- Emergency response
These roles are expanding as drone technology matures. As ex-military personnel, having transferable skills makes you an attractive candidate for any of these jobs, so an RePL is a great way to build a sustainable career.
Transfer Your Skills and Start Your Drone Career with UAV Training Australia!
There are thousands of career options for anyone leaving the ADF. If you’re looking for a change, or if you’d like to put your existing skills to good use, a career in the drone industry is a fantastic starting point!
Getting ready for a career as a civilian drone pilot means working with UAV Training Australia. UAV Training provides accredited courses that allow you to earn qualifications as a drone pilot. Our drone licence program delivers a mix of theoretical coursework and hands-on flight training that will prepare you for any role you’re interested in.
You can explore our drone training courses online, or chat to a consultant if you need help selecting the right program!BACK TO BLOG
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aerospace
| 1 |
https://www.saintex.unibe.ch/mermoz/science/
| 2023-02-04T00:17:20 |
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MERMOZ will be the first space-borne experiment designed to measure linear and circular spectro-polarimetric data of the Earth's surface and atmosphere. The main goal of the project is to identify alternative biosignatures than those traditionally used in Earth/space remote sensing sciences. To this end, MERMOZ will monitor the Earth's surface with full-Stokes spectro-polarimetry to build a library of benchmark data that characterises inhabited and uninhabited environments on our home planet. This includes deserts, rainforests, plains, oceans, ice shelves, polar regions, as well as water clouds and aerosols. Our team will use these benchmark data to inform future (exo-)planetary spectro-polarimetric characterisation with large-aperture telescopes and space missions, which will seek to exploit life's distinctive homochirality in and beyond the Solar System.
This is an important endeavour because life's homochirality is considered the most reliable biomarker. The key of the MERMOZ project is to use laboratory measurements to interpret larger-scale, remote observations of the Earth to detect biotic sources in the integrated, remote observations. The critical question that MERMOZ will address is whether we can identify and characterise Earth's life homochirality using remote sensing. The novel aspect of MERMOZ is to use the circular polarisation of light reflected off the Earth as a means to discriminate between biotic and abiotic spectral signatures from pigments at large scales, which has never been done before. MERMOZ will thus investigate an alternative and complementary pathway to search for biosignatures remotely, which has so far mostly focused on the detection of specific gas molecular features produced by life in planetary atmospheres. The portfolio of applications is broad and includes the search for homochirality in the plumes and on the surfaces of the Solar System's icy moons, which could be conducted within a decade from now.
First airborne campaign
In September 2019, following the first outdoor measurements campaigns, we embarked the FlyPol instrument aboard a privately-owned Enstrom 280C piston helicopter based in Môtiers (NE) airfield. This last-minute opportunity window was limited to a 20 min-long flight during one afternoon, on Tuesday September 17th, 2019. The picture below shows the helicopter on its airfield base in Môtiers and illustrates the setting up of FlyPol and its control box.
The flight path is shown in the image below:
The results of this flight campaign are being prepared for publication and will be made available in the first half of 2021.
2021 Flight campaign
We plan in Spring 2021 a significantly larger flight campaign in Switzerland that will investigate spectro-polarimetric remote sensing of alpine lakes, forests and glaciers with the goal of unambiguously characterise life's homochiral properties.
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aerospace
| 1 |
https://www.flightpedia.org/flights-from-shigatse-to-chengdu.html
| 2019-04-25T02:38:17 |
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| 0.698476 | 231 |
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Cheap flights from Shigatse to Chengdu
Find cheap Shigatse China to Chengdu China flights with our free search service. Compare all available fares for direct or connection flights from Shigatse to Chengdu.
|Flight||Departure Date||Arrival Date||Price||Duration||Number Stops||Updated|
The average distance from Shigatse to Chengdu is 1430 kilometers (equals to 888 miles or 772 nautical miles). Your flight will departure from Shigatse, China and arrive on Chengdu, China.
Around 2 flights are flying daily from Shigatse to Chengdu. Some major airlines between this route are Tibet Airlines, ...
|TV9817||Shigatse (RKZ)||Chengdu (CTU)||4:15 p.m.||6:05 p.m.||319|
|TV9844||Shigatse (RKZ)||Chengdu (CTU)||10:30 a.m.||12:40 p.m.||319|
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aerospace
| 1 |
https://sulhazan.com/question/how-much-do-nigeria-airforce-officers-earn-as-salary
| 2019-09-20T05:29:01 |
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| 0.953139 | 796 |
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|
Nigerian Air force Salary Structure (Per Month)
Have you ever wonder how Nigerian Air Force (NAF) pay their officers and how their Salary Structure look like? some people would say they earn well while some will say the opposite but we will be helping you with the official Nigerian Air force official Salary Structure for 2017.
Before you find yourself here on this page i know you must have searched for this information on the net and your effort was almost a waste of time because this information is so exclusive that you can’t easily find it online . Let’s start this discussion by introducing you to The Nigerian Air Force (NAF) and what their job is.
The Nigerian Air Force (NAF) is the air arm of the Nigerian Armed Forces. It is one of the largest and well organized in Africa, consisting of about 10,000 personnel and aircraft including 12 Chinese Chengdu F-7s, and 11 Dassault-Dornier Alpha Jets, armed helicopters, and military transport aircraft. Back in the days , Nigeria used to rely on the United Kingdom for air defence. In time past , there was a peacekeeping operations in Congo and Tanganyika, at this time the Nigerian Army had no air transport of its own. In 1962, Nigerian government began to recruit cadets for pilot training in various foreign countries, with the first ten being taught by the Egyptian Air Force.
The Nigerian Air Force came into play on 18 April 1964 with the passage of the Air Force Act 1964 by the National Assembly. Their task is to defend the Federal Republic by air, the training of personnel started and they were trained in the air as well as on the ground . That is that for that for the introduction, now let’s to straight to business by revealing the correct Nigerian Air force Salary Structure (Official).
Some people has argued that Nigeria Army pays the highest salary while other said Nigerian Navy pays more , be it as it may be, that is not our concern on this post . The salary of any Nigerian Air force personnel depends on his or her rank . Their salary varies from the highest rank to the lowest rank. Meanwhile , they are also given allowances which add to their monthly salaries.
Mind you, note that the new salaries of the Nigerian Air Force is based on the Consolidate Armed Forces Salary Structure (CONAFSS) which is also in line with all other arms of the Nigerian Military. The once at the top of the rank earn more than the once at the grass root , the commissioned officers who are graduates with B.sc and other university degrees earn more than the rest of them.
After digging on Nigerian Airforce salary structure , this is what our finding is .
- Trainee earns N10,237 monthly
- Aircraftman woman is paid N53,892 monthly
- Lance Corporal is paid N55,832 monthly
- Corporal collects N58,634 monthly
- Sergeant collects N69,261 monthly
- Flight Sergeant earns N87,119 monthly salary
- Warrant Officer is paid N101,974 monthly salary
- Master Warrant Officer collects N165,697 monthly
- Cadet (Trainee) is paid N44,564 monthly salary
- Air Warrant Officer salary is N171,793 monthly
- Pilot Officer salary is N187,159 monthly
- Flying Officer salary is N218,400 monthly
- Flight Lieutenant earns N232,484 as monthly salary
- Squadron Leader is paid N248,004 monthly
- Wing Comdr earns N342,586 monthly salary
- Group Captain earns N352,631 monthly
- Air Commodore earns N677,895 as monthly salary
- Air Vice-Marshal is paid N1,376,343 as monthly salary
- Air Marshal is paid N1,486,451 as monthly salary
- Air Chief Marshal earns N1,724,283 monthly
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aerospace
| 1 |
https://www.summachar.in/24008-take-2-of-commercial-supersonic-jet-concorde-2020-07-14/
| 2021-04-22T18:12:19 |
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| 0.951859 | 976 |
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en
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A decade went by after world’s first commercial supersonic jets like Tupolev Tu-144 and then Concorde took off. Now aviation companies like Boom technology, are planning their grand comeback with successor, Overture by 2021. So what is the history of supersonic travel and when can we expect to experience travel faster than sound again?
Crux of the Matter
About Supersonic Concorde 1.0
Supersonic jets can travel faster than the speed of sound (1km in 2.9s) and were initially built for military and research purposes. The Concorde was one of the first supersonic passenger-carrying commercial airplanes, also known as the supersonic transport (SST).
A joint effort of aircraft manufacturers from Great Britain and France, the revolutionary jet made its first transatlantic crossing on September 26, 1973, and inaugurated it’s first passenger service on January 21, 1976.
What Was So Impressive About It?
It had a maximum speed that was 2x the speed of sound, with the seating for 92 to 128 passengers. The built-up was equipped with four Rolls-Royce afterburner engines, that are used on fighter jets, each of which generated 38,000 pounds of thrust.
Revamped brake systems allowed the plane to land smoothly, even while being at a high speed. Then the plane’s triangular delta wings, allowed it to navigate at different angles while climbing up to 278 degrees in the air. That’s why it was coated in a highly-reflective white paint that could radiate heat.
Why Was The Project Scrapped Off?
The supersonic aircraft’s noise and operating expense limited its plans for a long term service. The original programme cost of £70 million met huge delays, with it eventually costing approx. £1.3 billion.
Then a tragedy happened on July 25, 2000.
A Concorde en route from Paris to New York City suffered engine failure after takeoff and burst into flames. All 109 persons died on board and human casualty happened on the ground as well.
If we can fly twice as fast, the world becomes twice as small, turning far off lands into familiar neighbours.Mission Statement, Boom Technology
Boom Technology has finally announced about the full-fledged testing of Concorde’s successor, Overture within this year. A 1:3 scale prototype called XB-1 will be rolled out on October 7, with test flights beginning in 2021. They have already completed landing gear tests. The ambitious company has raised $141mn to build the supersonic jet 2.0, using cutting edge technology.
If Successful, Then What?
If the XB-1 is a success, then the next target would be the launch of Boom Overture which would be a Mach 2.2 jet. ( 2.2x speed of sound i.e 2716.56 kmph) With 55-passenger seating having 500 viable routes, it is proposed to be introduced in 2025–2027. Reports suggest that Richard Branson and Japan Airlines have already made their respective investments, pre-ordering 30 aircrafts.
Hypersonic Military Arsenal?
China already paraded launchers last year, for land-attack DF-17 and anti-ship DF-100 hypersonic missiles.
Meanwhile, Russia is busy deploying nuclear-capable hypersonic Kinzhal air-launched missiles along with Avangard glide vehicles released by RS-28 intercontinental-range missiles.
As a counter move, Pentagon has fast-tracked its own hypersonic development in response: Between 2023 and 2028, it plans to deploy many hypersonic weapons with the Air Force, Army and Navy. Additionally, it will fulfil its “Prompt Global Strike” capability, that can wipe out critical adversary strategic weapons and systems anywhere on the planet within hours.
- A sonic boom is the sound associated with the shock waves created whenever an object travels through the air faster than the speed of sound. Sonic booms generate enormous amounts of sound energy, sounding similar to an explosion or a thunderclap to the human ear.
- Ernst Mach was an Austrian physicist and philosopher, noted for his contributions to physics such as the study of shock waves. The ratio of one’s speed to that of sound is named the Mach number in his honor.
- The sound barrier or sonic barrier is the sudden increase in aerodynamic drag and other undesirable effects experienced by an aircraft or other object when it approaches the speed of sound. When aircraft first began to be able to reach close to the speed of sound, these effects were seen as constituting a barrier making faster speeds very difficult or impossible.
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aerospace
| 1 |
http://www.airspacemag.com/snapshot/145942775.html?start=46&page=4&c=y
| 2013-06-20T09:36:22 |
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| 0.955155 | 115 |
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|
webtext-fineweb__CC-MAIN-2013-20__0__347984
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en
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Astronauts Train in Maine
NASA's Jack Fischer, astronaut class of 2009, is waiting for his chance to fly into space. But before anyone can get strapped to a rocket and sent into the near-vacuum of space, an astronaut has to prove he or she can survive down here on the ground. Fischer recently tweeted this photo from his wilderness training in Maine, where astronaut candidates learn to work together and trust each other, much like they'll have to later 200 miles high performing spacewalks in low-Earth orbit.
Photo: NASA / Jack Fischer
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aerospace
| 1 |
https://www.baesystems.com/en/digital/insights/space-insights
| 2023-09-25T16:43:16 |
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| 0.86869 | 118 |
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Hear from our team of experts innovating in space for advantage on Earth
Our BAE Systems Digital Intelligence space team has a history of space innovation. Following our acquisition of In-Space Missions, we are now accelerating the pace of our space technology development. Keep up with our news and insights here.
Subscribe today to receive insights straight to your inbox
Meet Mike O’Callaghan. As space programme lead at the UK’s Defence Science and Technology Laboratory he’s spearheading efforts to strengthen defence space capabilities and support the burgeoning space industry.
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aerospace
| 1 |
http://www.ainonline.com/aviation-news/business-aviation/2017-08-10/honeywell-launches-proximity-sensors-aircraft
| 2017-08-22T23:32:06 |
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| 0.941973 | 360 |
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Honeywell has launched a new series of self-diagnosing sensors designed to improve the performance of aircraft systems and reduce maintenance costs by helping to eliminate false readings. Its integral health monitoring (IHM) proximity sensors, which detect when a sensor has been damaged or otherwise affected, can be integrated into an aircraft’s thrust reverser actuation system, flight controls, doors and landing gear, among others.
“Aircraft operators who receive a sensor reading often cannot be sure if they have a system issue that needs to be addressed or if the sensor itself is malfunctioning,” said Graham Robinson, the president of Honeywell’s Sensing and Internet of Things business. “Leveraging Honeywell’s technical expertise in the aerospace industry, we created a circuit that can detect whether a sensor reading is correct or the result of damage or some other problem with the sensor itself.”
According to Honeywell, the proximity sensors are configurable, non-contact devices designed to sense the presence or absence of a target in aircraft applications such as determining when a thrust reverser is not fully closed. The sensors can detect most internal failures and display a fault output to a pilot or maintenance technician, it said. For example, if a pilot receives a landing gear warning light during approach, the IHM proximity sensors would indicate if the error message was caused by the sensor itself rather than by an issue with the landing gear.
Honeywell has also introduced linear variable differential transformers (LVDT), which are used in engine mechanisms, pilot controls and nosewheel steering applications. Theyprovide aircraft with continuous position monitoring. The LVDT sensors are already being incorporated into Honeywell-manufactured aircraft systems and can support other component and system manufacturers.
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aerospace
| 1 |
https://www.alessandrotordo.com/
| 2021-06-14T17:24:53 |
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| 0.936486 | 145 |
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An aircraft production company is an entity or company involved in all the facets of technology, designing, constructing, analyzing, producing, and keeping aircraft, boats, capsules, engines, neodymium magnets space vehicles, or even spacecraft. Aircraft is usually a high tech market. It entails a lot of cash, both financial and human resources, as well as a… Continue reading Aircraft Manufacturing?
Sheet metal manufacturing is one of the most vital procedures that take place in the manufacturing world. By manufacturing steel and other materials to construction ships and even cars, sheet metal is used for nearly everything. But it requires a skilled group of sheet metal employees to earn something as striking as a plane. This… Continue reading Sheet Metal Manufacturing
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aerospace
| 1 |
https://www.tripadvisor.co.nz/Airline_Review-d8729203-Reviews-or2420-Malindo-Air
| 2019-05-24T03:04:27 |
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| 0.964832 | 348 |
CC-MAIN-2019-22
|
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I would say Malindo Air is the best low cost flight operator. Compared to others, Malindo offers a very spacious seat that comes with personal entertainment system. Moreover, it's the only operator that gives up to 30kg luggage free! You should choose Malindo Air if you're going…
We weren't sure what to expect from this low cost airline. We were impressed - good leg room,checked in luggage allowance, food, in-flight entertainment, good service and a flight that left and arrived on-time.
I have booked the flights for DAC-KUL, KUL-DPS, DPS-KUL-DAC. Budget airline with comfortable leg space and good amenities. One thing to improve is food: For my total 4 flights I got the same food, no variations!. Service was satisfactory. Recommended for budget travelers.
we took this flight as a transit flight to ho chin minh city to kulalampur on 24/4/2017 from colombo.the flight had only 67 passangers which can take almost 200.it took up at the exact time.the service in the lobby was great.meals were good as the flight is running at 0025…
fly with malindo airline its one good moment in my life. because its very entertaining and very comfortable. the Flight attendant helpful. I'm recommended to flight with Malindo airline.
"Dont go with another airline"
"Take advantage of the 48 hour prior web check in"
"don't waste your money flying business.."
"Book early to get a better price."
"Keep an eye on the Malindo website for their regular business class promotions!"
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aerospace
| 1 |
https://www.express.co.uk/travel/articles/1062483/gatwick-airport-drone-latest-news-update-flights-suspended
| 2019-03-19T05:58:45 |
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| 0.97501 | 654 |
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|
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Gatwick Airport has suspended flights again following further drone sightings. Yesterday the airport was closed for the majority of the day which resulted in flight diversions and thousands of stranded passengers. Despite the army being called in, the person behind the drone has not been located. Due to the risk of the drone hitting aircraft, the airport has chosen to close the airport again with suggestions it could remain closed until 9pm, according to Air Traffic Control.
Gatwick Airport has now re-opened, according to the BBC. "The measures we have in place at the airport have given us the reassurance we are safe to open," said a spokeswoman. A flight to Guernsey has safely left the airport.
We have currently suspended airfield operations as a precaution due to a suspected drone sighting
A Gatwick spokeswoman told the BBC: "We have currently suspended airfield operations as a precaution due to a suspected drone sighting."
The sighting occurred earlier this evening just after 5pm.
Gatwick Airport has updated their current advice on Twitter: "Gatwick is investigating reports of a drone sighting. As a precaution we have suspended airfield operations. More to follow."
Flights are currently diverting to Luton, Stansted, Southend and Bournemouth, according to BBC Sussex.
Many complained about the second disruption. One Twitter user wrote: "My wife and our two children are sitting in a plane on the tarmac at Gatwick at the moment, as the runway has just been closed. A scared eight-year-old and six year old."
Another said: "This has gone too far. The military shall be taking control of the situation because you have not been able to handle it in almost 48h."
Gatwick Airport has closed again
According to Flight Radar, a flight tracking website, the last outbound flight left 40 minutes ago with all inbound flights on hold.
The airport was previously closed for almost 36 hours following the first drone sighting, cancelling 657 flights.
Thousands of passengers were left stranded at the airport waiting to fly for the Christmas holidays while others attempted to fly from other airports.
At least 100 of the 753 flights scheduled to fly today to be cancelled due to a knock-on effect.
Earlier today, Sussex Police said in a statement: "We are doing everything we can to find those responsible for this deliberate and serious act and we have active lines of enquiry."
Gatwick Airport closed: Thousands of passengers have had their flights cancelled or delayed
When will Gatwick Airport re-open?
It is not yet clear when the airport will re-open or if it will re-open tonight
Can I claim compensation if my flight is affected?
Passengers cannot claim compensation as it is an “extraordinary circumstance,” not covered by EU compensation law.
Should I travel to the airport?
Passengers due to fly later today should check if their flight is still due to depart by getting in touch with the airline.
Why has a drone shut down the airport?
Fears that the drone could damage a plane if it collides with the aircraft means the airport is forced to ground all flights.
|
aerospace
| 1 |
https://www.nsnpartshub.com/nsn/part-types/
| 2024-02-29T14:59:44 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474843.87/warc/CC-MAIN-20240229134901-20240229164901-00541.warc.gz
| 0.883337 | 231 |
CC-MAIN-2024-10
|
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|
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|
At NSN Parts Hub, we simplify the purchasing process for our clients in the aerospace, marine, and commercial industries. We readily provide NSN parts types. With an unmatched supply-chain, we source NSN parts like Logo Light, Casting Bleed Air Elbow, Overtemp Switch 350 Degrees, Cap Power Boost Mas, Elt Kannad 406 As Tnc from trusted manufacturers and verified PMAs. Owned and operated by ASAP Semiconductor LLC, you can count on Buy Aviation Parts as your go-to parts purchasing platform. We supply over 3 billion new and obsolete parts with civil and defense applications. With quality and responsiveness at the helm of our operations, you can rely on ASAP to fulfill AOG and mission-critical requirements.
Are you ready to submit a quote?
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|
aerospace
| 1 |
https://www.momondo.co.uk/flights/united-kingdom/guam
| 2021-09-27T19:14:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058467.95/warc/CC-MAIN-20210927181724-20210927211724-00229.warc.gz
| 0.894637 | 260 |
CC-MAIN-2021-39
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|
en
|
|Fastest flight time||29h 40m||The fastest flight from United Kingdom to Guam takes 29h 40m|
|Direct flights||None||There are no direct flights from United Kingdom to Guam. Popular non-direct routes for this connection are Newcastle upon Tyne Airport - Tamuning Guam Intl Airport, London Heathrow Airport - Tamuning Guam Intl Airport and Edinburgh Turnhouse Airport - Tamuning Guam Intl Airport.|
Korean Air and Philippine Airlines are the most popular carriers operating from United Kingdom to Guam
Manchester - Tamuning Guam Intl
Fly from Manchester to Tamuning Guam Intl for the best United Kingdom - Guam flight prices
To ease the stress of booking flights, some of our airline partners flying from United Kingdom to Guam are responding to the global pandemic. The following airlines may have a flexible cancellation policy to help accommodate travellers: Korean Air and Philippine Airlines.
Philippine Airlines has additional safety measures in place to accommodate travellers. Airlines flying from United Kingdom to Guam are working to protect travellers. Some of these new policies include temperature checks, pre-flight testing, disinfection of key touchpoints, as well as mask requirements when onboard. Some airlines have even implemented socially-distanced seating for a limited time. Policies will vary by airline.
|
aerospace
| 1 |
https://www.teslarati.com/spacex-launch-mystery-payload-november/
| 2024-03-02T06:00:35 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475757.50/warc/CC-MAIN-20240302052634-20240302082634-00613.warc.gz
| 0.956418 | 737 |
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|
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|
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|
According to FCC documentation and information from industry insiders, SpaceX is planning to conduct its 17th launch of 2017 on November 10th. Scheduled to lift off from SpaceX’s Florida-based LC-39A launch pad 12 days after the current date for Koreasat 5A, the now-routine ~14 day mission cadence is not the topic of interest this time around.
Rather, the mystery surrounding this newly-revealed launch exists because not a soul in the spaceflight fan community appears to know what the payload is – (code)named ZUMA – or who ZUMA is being launched for. This secrecy would would be far from unusual if the mission was being flown for the National Reconnaissance Office or another military agency, but there is no evidence to suggest that Falcon 9 will be carrying a government payload.
Further, the limited information currently available is somewhat contradictory, making this launch and payload even more intriguing. A veil of secrecy as thick as this surrounding a commercial satellite or satellites is extraordinarily unusual. There simply is no immediately obvious explanation for why a commercial entity would require this level anonymity for a satellite launch.
What we know
Based on two recently unearthed FCC launch and landing permits, SpaceX Mission 1390 will launch from LC-39A no earlier than November 10th, followed by first stage recovery at the nearby Landing Zone-1 (LZ-1) at Cape Canaveral Air Force Station.
Courtesy of a Reddit user with friends inside SpaceX and a member of the NASASpaceflight forums, we also know that payload is codenamed ZUMA (or Zuma) and its launch is exceptionally time-sensitive for unknown reasons. The Reddit user also provided info that would completely negate any possibility that the payload is being launched for a government entity, as government agencies would not be concerned about revenue generation. A launch date of November 15th was also provided, reportedly pushed back a few days by a “slight slip in testing”.
Based on the above information, several preliminary conclusions can be drawn. First stage recovery on land indicates that the payload will be heading to an orbit well below the geostationary (transfer) orbits sought by established communications satellite operators. The launch could be for one of several prospective Low Earth Orbit (LEO) constellation companies, with OneWeb, Telesat, and Boeing the obvious first choices. However, it seems unrealistic to argue that a handful of experimental LEO communications satellites could possibly provide a company “lots of potential future revenue” or that those initial experimental satellites would be “extremely critical”. While the intense competition among the prospective LEO operators would rationalize some degree of ZUMA’s secrecy, it defies belief that potential LEO constellation competitors would willingly pay SpaceX for launches when that revenue might directly fund SpaceX’s own competing constellation, Starlink. Another obvious option would be SpaceX’s own experimental communications satellites, but such a move would not be in the best interests of a launch provider while launches for their own paying customers’ are slipping into 2018 due to a lack of launch capacity.
All things considered, the information posted on Reddit is far from official and should not be treated as conclusive. Still, reliable sources from NASASpaceflight.com have corroborated at least the name, ZUMA, and added that the Falcon 9 it will launch aboard is expected to be new. Assuming SpaceX itself is willing or able to reveal their identity, it looks like we will simply have to wait to find out who the mysterious customer is and what exactly warranted this unusual level of secrecy.
|
aerospace
| 1 |
https://gizmodo.com/space-igloos-lava-tubes-and-hobbit-holes-here-are-our-1733626783
| 2023-05-29T19:57:13 |
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| 0.910894 | 1,324 |
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|
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|
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|
The discovery of liquid water on Mars is great news for would-be settlers, but we’ll need more than H2O if we actually want to live there. The only cost-effective way for humans to colonize the Red Planet is for us to start building infrastructure out of local materials. I’m talking rovers made of Martian metals and greenhouses built on Martian cement. A series of fascinating new designs are helping NASA imagine what that locally-sourced space colony could look like.
Earlier this year, NASA and America Makes challenged Mars enthusiasts to design 3D printed habitats for future astronauts. After a four-month submission period, 30 design competition finalists were selected and displayed at the New York Maker Faire this past weekend. There, teams were judged based on their architectural concept and design approach, in addition to the habitability, functionality and constructibility of the concept using 3D printing. The top two design teams took home a $25,000 and $15,000 prize, respectively.
Let’s have a look at some of the wonderfully weird habitats creative, space-addled minds have dreamt up.
The Space Igloo of Your Dreams
If you can’t beat the cold — and trust me, on Mars you really can’t — you might as well embrace it. The first place prize went to Team Space Exploration Architecture and Clouds Architecture Office for “Ice House,” a space igloo that takes the edge off the bitter Martian winters with gently sloping glacial facades. The team envisions human colonists extracting ice from the regolith near Mars’ north pole to construct a “pressurized radiation shell” that encloses a habitat and gardens.
Not totally clear on how you go outside, but hey, Martian north pole? You probably won’t want to.
Go Modular or Go Home
Space habs are vulnerable in a big way. If a single piece of shrapnel pierced the hull of the ISS, the atmosphere would quickly fizzle off into space. If we’re going to put humans on Mars, we want to make sure there’s enough redundancy built into their infrastructure that one leaky roof doesn’t bring on the apocalypse.
That’s the philosophy behind “Gamma,” the second place design built by acclaimed architectural firm Foster + Partners. As Gizmodo’s Jamie Condliffe describes in detail, this scheme involves deploying a set of modular, inflatable habs to the Martian surface to scout a suitable location before humans arrive. Once the habs are in place, a “multi-robot regolith additive manufacturing” system will begin construction of an outer hab shield made of Martian regolith — a sort of high-tech termite mound.
As Mark Watney’s fictional survival saga reminds us, there are going to be lots of unforeseen difficulties on Mars. A design that acknowledges this reality gives us a better chance of beating the odds.
Waste Not, Want Not
“Recycle everything” will surely become one of the Ten Martian Commandments. But team LavaHive, a collaboration between the ESA’s European Astronaut Centre and the LIQUIFER Systems Group, takes the environmentalist mantra to a new level by cleverly incorporating spacecraft components into its design. (Not like you’ll need those spaceships for running back to Earth or anything, hah!)
Image Credit: René Waclavicek / LIQUIFER Systems Group
Once an Entry, Descent and Landing system deploys construction rovers to the surface, its back shell pops off and becomes the roof for an inflatable habitat. Next, the team proposes using a novel “lava casting” method — melting basaltic rocks into hot lava and molding them into walls and floors and such — to build connecting corridors between the main habitat and various subsections. With greater structural strength and density than traditional sintered materials, basaltic lava could offer better radiation shielding, atmospheric containment, and protection from those deadly Martian dust storms. It’s also the ultimate reusable material.
Let the Robots Build It
Machines are a wonderful perk of living in a technological society. But in space, they’re literally going to be our lifeline. Embracing the fact that we’ll need robots to do just about everything, team MASS puts them to work. Large, earth-moving robots to excavate the Martian regolith. Swarms of smaller, legged robots to laser sinter rocks into structural components, explore the surrounding region, and build the hab from the ground up. Robots, robots, everywhere — let’s just hope they don’t turn against us.
The anthill-like dome depicted above is only the tip of this Martian habitat: To avoid exposure to surface radiation, colonists will sleep and spend their downtime in a cavernous below ground structure, nesting away the cold Martian winters like the happy space hobbits they are.
A little biomimicry could go a long way toward making Mars feel Earth-like. “Mollusca L5,” designed by LeeLabs, draws inspiration from shell-building creatures on Earth, which, like Martian settlers, are just trying to keep their soft squishy parts safe. In this concept, inflatable habitats for living and growing crops are protected by a vaulted, shell-like structure composed of high strength glass panels refined from Martian minerals.
It isn’t clear whether the entire enclosure, or just its sub-components, would contain an atmosphere. But one way or another, the “shell” creates a sense of protected open space outside the hab — a sort of Martian backyard, if you will. If you squint, you can even see room for a jogging track around the outer perimeter.
Despite its recent case of Mars-mania, NASA recognizes that a human colony on the Red Planet is a distant dream — and as such, all outlandish ideas are still on the table. But the philosophy that unites these concepts — of using and reusing the resources at hand — is one that we’re going to have to embrace if our crazy life-in-space dream is ever to be realized.
Follow the author @themadstone
|
aerospace
| 1 |
https://www.airportia.com/flights/wn193/panama_city_beach/indianapolis/
| 2022-08-16T13:55:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882572304.13/warc/CC-MAIN-20220816120802-20220816150802-00578.warc.gz
| 0.838426 | 466 |
CC-MAIN-2022-33
|
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|
en
|
Southwest Airlines Flight WN193 connects Panama City, United States to Indianapolis, United States, taking off from Panama City International Airport ECP and landing at Indianapolis International Airport IND.
How long is the WN193 flight from Panama City to Indianapolis?
The average flight time from Panama City to Indianapolis is 1 hour and 35 minutes. The flight distance is 1043 km / 648 miles and the average flight speed is 658 km/h / 409 mph.
What is the average delay of flight WN193?
The average delay of flight WN193 is 87 minutes and the flight is on-time 75% of the times.
Which terminal is the flight WN193 arriving at?
Flight WN193 arrives at Indianapolis International Airport (IND) Terminal B.
When was the latest WN193 flight?
The latest flight took off on Saturday, April 2nd, 2022 with the flight status being Landed on 19:57.
How else can the flight WN193 be referenced as?
This Southwest Airlines flight can also be referenced as SWA193, WN0193, WN 193, SWA 193.
See our WN193 Flight Tracker above for more details.
There are flights connecting Panama City ECP to Indianapolis IND.
|
aerospace
| 1 |
http://www.airbus.com/newsevents/all-news/news-browse/260/
| 2015-01-27T06:47:44 |
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| 0.946123 | 617 |
CC-MAIN-2015-06
|
webtext-fineweb__CC-MAIN-2015-06__0__164019088
|
en
|
Airbus and with its subcontractor Industrieanlagen Betriebsgesellschaft (IABG), a company specialized in industrial and aerospace testing facilities, are currently making preparations for the most extensive fatigue tests worldwide on a commercial aircraft. For this purpose, five sections of t
Browse through our complete collection of press releases, headline news, feature stories or news in brief
Airbus has passed a significant landmark in August after receiving its 5,000 th aircraft order. The news comes just over 30 years after Airbus received its first ever order from Air France for the A300B2 type aircraft ? the first commercial aircraft manufactured by Airbus.
Cebu Pacific, the Philippines? second largest carrier, has signed a contract for the purchase of twelve Airbus A319s and will additionally lease two Airbus A320s to totally replace its existing fleet of DC-9 and B757 aircraft. The A319s are scheduled for delivery from September 2005 until 200
The State Concern of Civil Aviation Azerbaijan Hava Yollari (AZAL) has signed a contract with Airbus for three Airbus A319s and one Airbus Corporate Jetliner (ACJ). The Baku based company thus becomes a new Airbus airline customer as well as - on behalf of the Republic of Azerbaijan a ne
South African Airways (SAA) today took delivery of its first Airbus A319 twin-engined jetliner, to launch the modernisation of its domestic and regional fleet with new cost-efficient, state-of-the-art aircraft.
SAA has ordered 11 A319s and 15 of its slightly larger si
America West has placed a new order for ten A320s and seven A319s. This firms up a commitment announced by the airline in May 2004. America West will lease an additional four A320 Family aircraft from various lessors. One more A320 Family aircraft will be either purchased or leased ? a decisi
A fleet of Airbus A300 freighter aircraft has started to fly horses to Athens, Greece, to participate in the various equestrian competitions during the Olympic and Paralympic Games this year. A300B4 freighters, operated by MNG Airlines, will transport the horses from the airports in Luton, UK
Virgin Atlantic Airways has committed to take delivery of another 13 new Airbus A340-600s and taken options on 13 more, in its largest ever aircraft deal.
Deliveries to the airline will start in the first half of 2006. The A340-600, like the smaller capacity A340-500,
Airbus confirms that the Turkish national carrier Turkish Airlines has signed a Memorandum of Understanding for the purchase of 36 Airbus single aisle and wide body aircraft, further strengthening Airbus? presence in Central Eastern Europe. The purchase agreement is expected to be signed shor
Airbus rewarded its top ten suppliers at the Farnborough airshow during the Airbus Supplier Support Award Ceremony, for their full commitment and continued product quality improvement.
Airbus? top ten suppliers receiving an award for best performance are Airbus
|
aerospace
| 1 |
https://www.metoffice.gov.uk/research/people/stuart-newman
| 2023-09-29T14:05:22 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510516.56/warc/CC-MAIN-20230929122500-20230929152500-00352.warc.gz
| 0.921561 | 424 |
CC-MAIN-2023-40
|
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|
en
|
Dr Stuart Newman
Stuart is researching improvements to the way satellite observations from space are used in the Met Office's daily weather forecasts.
Areas of expertise
- Fundamental radiative transfer and spectroscopy
- Modelling thermal emission from Earth's surface
- Maintaining and developing systems for use of satellite data in numerical weather prediction
Stuart is a Senior Scientist working on the assimilation of satellite observations into the Met Office's weather prediction model. In order to generate a forecast the model needs to be initialised with the best available information about the atmospheric state, and satellite data today make an important contribution to this.
The Met Office is currently upgrading its data assimilation systems, to be used on next generation supercomputers. Stuart is developing and testing this new capability for satellite sounding instruments.
Stuart is also a member of an international team which has developed a reference quality model for ocean emissivity and backscatter.
Stuart joined the Met Research Flight at Farnborough in 1999. Prior to his career at the Met Office, Stuart completed a PhD at the University of Bristol in the field of spectroscopy and atmospheric chemistry. After the Met Office relocated to Exeter in 2003, Stuart spent ten years working in Observations Based Research and was a lead scientist in several international aircraft field campaigns. Since joining the satellite radiance assimilation group, Stuart has worked on schemes for improving the assimilation of microwave satellite data into the Met Office's global weather model.
- Stuart and Fiona Smith shared the International TOVS Study Conference XVI prize for best poster in May 2008 for their work on identifying water vapour model biases from satellite observations.
- In January 2009 Stuart received, jointly with Jonathan P. Taylor, the L. G. Groves Memorial Prize for Observations for their contributions to research from the JAIVEx campaign.
- Stuart received a prize for best oral presentation at the 18th International TOVS Study Conference in March 2012 for remote sensing studies following the Eyjafjallajökull volcanic eruption.
|
aerospace
| 1 |
http://www.anius.aero/our-locations/lzzi-2/
| 2024-02-22T00:15:50 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473598.4/warc/CC-MAIN-20240221234056-20240222024056-00569.warc.gz
| 0.858875 | 218 |
CC-MAIN-2024-10
|
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|
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|
Airport Žilina is a public international airport. It serves the region of northwest Slovakia with approximately 1,2 mil. inhabitants. Žilina region is the third largest region in Slovakia and is home to a number of international companies. The region is mountainous and houses great appeal to tourism including the Orava castle, Slovak Betlehem, Museum of Orava Village among others.
The airport is used for the air transport of Slovak and foreign companies, flights of private aeroplanes, flight training and sport flying, air ambulance flights, special flight works and activity of the Slovak Air Force. The airport is home also to the University of Žilina Department of Air Transport Flight Training as well as a local aeroclub.
|Public / Domestic / International
|06/24, 1150×30 m
|VFR, NVFR, IFR
|up to 4 per request
|Mo-Fr / 0800-1600 LT
|outside of opening hours after prior consultation
|+421 915 109 888
|
aerospace
| 1 |
https://new-mexico.news/nm-helps-develop-the-last-frontier/
| 2022-08-11T17:29:15 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571483.70/warc/CC-MAIN-20220811164257-20220811194257-00000.warc.gz
| 0.936436 | 1,697 |
CC-MAIN-2022-33
|
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|
en
|
Copyright © 2021
When Russia blew up one of its aging satellites with an anti-satellite missile on November 15, it sent shock waves around the world, highlighting the international dangers posed by today’s chaotic global race for space supremacy.
Thousands of new debris are now racing through low-earth orbit, increasing the risk of collision that current satellites are already exposed to by space debris and that future spaceships will have to navigate in for years to come.
The incident underscored the need for the U.S. and its allies to work together to establish common global standards for space operations, said Col. Eric Felt, director of the spacecraft division of the Air Force Research Laboratory at Kirtland Air Force Base. It also demonstrated the vital need for the US to strengthen its leadership role to defend national interests as governments and corporations around the world compete for supremacy in the burgeoning commercial space industry of the 21st century.
“Russia’s anti-satellite testing has been incredibly irresponsible and created a huge amount of debris in low-earth orbit that threatens sustainable space operations,” Felt told the Journal. “It showed that the US must lead the way in setting frameworks and norms for the responsible use of space and that there is a need to develop effective technologies to contain space debris.”
Felt co-authored a new report, released Nov. 18, that included analysis by the US military, government leaders and industry leaders on the critical role of space in daily life, with comprehensive recommendations on actions the US is taking to protect it must advance national interests. The document contains collective contributions from more than 230 experts.
It is the third annual State of the Space Industrial Base report since industry leaders first came together in 2019 to discuss global efforts to harness the economic potential of space and the threats posed by rival nations, particularly China and Russia .
New Mexico played a key role in preparing and disseminating the reports. New Space NM, an industry alliance, hosted two conferences in spring 2020 and summer 2021 to collect participant contributions for last year’s and this year’s reports. It also hosted open online conferences with report authors in the Fall of 2020 and December 13, attended by Felt and other top military and industry leaders.
US Air Force Col. Eric J Felt (Source: Kirtland Air Force Base)
It now helps monitor progress in the adoption of recommendations by public and private entities, said Casey DeRaad, New Space CEO.
“We have been following the recommendations over the past two years and helping plan the next steps in what needs to be done,” DeRaad told the Journal. “To this end, New Space works with other organizations.”
Critical role of space
This year’s report doubles last year’s key recommendation for an intergovernmental approach to the industrial development of the space industry with a presidential task force to implement it. It is said that the country’s space industry is currently “tactically strong, but strategically weak” and warns that the current rate of innovation and investment is at “an all-time high”, but that the dynamics will not be sustainable without a strategic orientation through a national “north star” may be. Vision as a guideline and energetic public-private partnerships to move it forward.
Space is “the key to winning the future,” the report said.
“More needs to be done to highlight space as a national priority and make it part of the national strategy,” the report said. “… A new public discourse is required to shape space as an economic sector, the main source of industry and jobs in the 21st century.”
The economies of the United States and the world are already fundamentally dependent on space technology and operations to maintain basic social functions, keep industries and governments running at all levels, and properly maintain and manage military defense in the modern world.
Thousands of satellites placed in orbit over the past 50 years now provide the basic infrastructure to manage life on Earth. And tens of thousands more will be launched in the coming years as technology advances radically lowers costs and increases satellite capacity to meet human needs.
“Space resources underpin almost every sector of our society,” the report said. “They synchronize our power grid. They synchronize, coordinate and secure our financial institutions. They connect our cities and rural areas and provide long-distance communication for television, radio, telephony and broadband internet. They provide weather, traffic and logistics data to enable urban planning, agriculture, public health and transport. “
They also warn in advance of extreme weather events and other dangers.
And now, with technology developing at a rapid pace, the government and private sector are laying the foundations to conquer the final frontier from earth to moon and beyond.
Further growth ahead
The Space Foundation estimates that the space economy has grown 55% over the past decade, reaching $ 447 billion in 2020. Governments and various financial institutions plan that it will grow to between $ 1 trillion and $ 3 trillion in the next 20 to 30 years.
“More than 100 lunar missions and 40,000 satellites are expected to be launched over the next ten years,” the report said.
These investments will form a transformative bridge that will enable humanity to develop major mineral exploration and mining operations on the moon and on asteroids. It will open space for low gravity and vacuum manufacturing with artificial intelligence, autonomous control and robotics for 3D printing in space of things like biotechnological products that require special conditions like retina, heart and other organs.
It could transform space into an immense energy producing frontier, supplying vital minerals needed for the development of renewable technologies on Earth, while also harnessing solar energy in space to continuously power not only spacecraft but also photovoltaic electricity to shine on the earth. In fact, the AFRL’s Space Vehicles Directorate in Albuquerque is well advanced in its efforts to put the first experimental solar platform into near-Earth orbit in the next few years.
Space resources will also help address some of humankind’s most pressing problems such as climate change. According to the report, improved route planning with GPS already reduces global transport emissions by 15 to 21%. It recommends that US and international leaders incorporate space development as a central tool in all future efforts to combat climate change.
To harness the immense economic potential of space, the government must make space development a national priority and highlight it as “critical infrastructure” in all future policies. This means developing a nationwide consensus to build and protect the cislunar zone, which encompasses the entire space between the earth and the moon, as a “space highway”, with the same focus and resources as in the development of the continental railroad, the interstate highway system and that of the country’s aviation and maritime infrastructure.
And that requires strong public-private partnerships, said Col. Felt.
“In order to develop space, we have to set up the logistics for it,” Felt told the Journal.
The government needs to budget a lot more money for space development, with most of it going to private industry to do the heavy lifting by unlocking innovation, ingenuity and agility from the private sector, the report said.
Maintaining US leadership in space is vital, not only to the country’s future economic and social development, but also to protecting national security at all levels as China and Russia seek to overtake the US for the first time to dominate emerging global space industry. And a North Star national vision and strategy is urgently needed as these countries work to gain a “first mover advantage” by staking competing claims to space resources on the Moon and elsewhere that can help them to control future development in the cislunar sphere, Brig said. General John Olson of the US Space Force.
A nationwide approach will bring tremendous returns to government and quality of life for all, Olson said during an online conference on November 30th that unveiled the report.
“We need this national vision as we build and expand US leadership in space,” said Olson. “Now is the moment. We are all forced to act. This is absolutely the right time. “
|
aerospace
| 1 |
https://www.aviationjobsearch.com/job/b1-mechanic-19/10281509?s=featured
| 2019-06-19T01:11:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627998879.63/warc/CC-MAIN-20190619003600-20190619025600-00250.warc.gz
| 0.947888 | 473 |
CC-MAIN-2019-26
|
webtext-fineweb__CC-MAIN-2019-26__0__40294827
|
en
|
Cardiff Aviation (CAL) are an independent MRO based in South Wales.
CAL have a brand new management team who are forward thinking and whose objective is to develop a great working environment where individuals at all levels are respected and where productivity is derived from working smarter not by working harder. Our goal is to become the first choice independent MRO in Europe for first tier European operators. CAL have the following approvals, all 737 series, A320 family, 757 and 767 series aircraft at our modern facility at St. Athan in South Wales.
We base our culture on honesty, integrity and in treating company members as adults. Our job, as management, is to provide an environment for individuals to exceed. We believe in developing our talent so encourage and provide career paths with industry, professional and vocational qualifications for all our company members. Cardiff Aviation have its own Part 147 training company at the South Wales facility who provide professional ab initio, regulatory and type training.
As a self-motivated, B1 Mechanic, you will be using your experience within the Aircraft Engineering environment for all maintenance activities, including scheduled and unscheduled maintenance in response to our customers’ requirements as directed by your supervisor.
You will undertake work as directed by your supervisor whilst meeting both the Part 145 maintenance requirements; in accordance with the base or line maintenance processes and procedures; and the customer’s Service Level agreements. Putting safety and quality first, you will ensure adherence to Health & Safety procedures whilst carrying out aircraft maintenance within the limits of your company approvals. Whilst upholding the highest level of engineering standards and practices, you will have the opportunity to demonstrate your experience and skills in delivering defect rectification & investigation, repair, overhaul and modifications. You will uphold our values & culture.
• Time served aircraft apprenticeship or equivalent with experience in aircraft maintenance
· Must have the right to work in the UK
· Must be able to use recognised aircraft documentation, have a broad skill-set in aircraft systems including rigging, component replacement, modification embodiment and good structural knowledge including repairs. Be able to demonstrate aircraft system(s) knowledge.
· Excellent interpersonal skills, good communicator both written & verbal and have a very high level of housekeeping standards.
This role comes with a competitive salary and range of flexible benefits, including private healthcare.
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aerospace
| 1 |
http://www.dvorak.org/blog/2013/06/06/using-technology-to-deliver-crappy-pizza/
| 2017-03-30T08:41:51 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218193288.61/warc/CC-MAIN-20170322212953-00323-ip-10-233-31-227.ec2.internal.warc.gz
| 0.96134 | 238 |
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webtext-fineweb__CC-MAIN-2017-13__0__250822150
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en
|
Domino’s is testing the feasibility of delivering hot pizza direct to your door via octocopter drones.
Branded the DomiCopter, the current prototype can deliver two, large pizzas in about ten minutes within a four mile radius of the store. While future versions could hypothetically use GPS coordinates to deliver the pie, the existing model is piloted from the ground by someone experienced in drone flight. No flying permits are needed to operate the drone up to 126 meters off the ground, as detailed by NBC News recently; only permission of the landowner is required. Other tools that can be used with the drone include on-board GPS, air pressure sensors and an electronic compass.
“If anything, it went quicker than a pizza boy,” T + Biscuits founder Tom Hatton said when asked about the feasibility of using the DomiCopter drone. “We were amazed at how easy it was going to be.” Hatton was referencing the time required to navigate roads as well as stop at red lights.
It’s official, I will now join the Luddites, where are the meetings held again?
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aerospace
| 1 |
https://dragonsdrones.com/2017/03/13/news-triton-to-deploy-to-guam-in-2018/
| 2018-03-24T00:25:21 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257649508.48/warc/CC-MAIN-20180323235620-20180324015620-00349.warc.gz
| 0.945087 | 339 |
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en
|
The first deployment of Northrop Grumman’s MQ-4C Triton maritime patrol unmanned aerial vehicle (UAV) will be to the Andersen Air Force Base (AFB) in Guam in 2018, a year later than previously announced by the US Navy (USN). It will occur as part of an early operational capability deployment.
The aircraft to be deployed will be the low-rate initial production (LRIP) Tritons ordered under a USD255.3 million contract awarded after the system passed Milestone C approval in September 2016. LRIP 2 is yet to be awarded but it is likely to be for three aircraft, according to Naval Air Systems Command (NAVAIR) solicitation of 2015.
The aircraft is a maritime version of the Global Hawk UAV with an altered wing to make it more able to change altitude and a new suite of sensors for the over-water role. However, basic architecture remains the same.
The Royal Australian Air Force (RAAF) is in line to take on seven of the aircraft and Northrop Grumman’s Triton representative in Australia, Gregory Black, said “there is technical services case between the countries to keep [Australia] informed”.
Black said the Triton’s role remained as a “coastal and maritime surveillance platform” and was coy about how the platform might be used, with sensor changes, for land surveillance as the Global Hawk is.
“The aircraft is constructed with the future in mind and would be possible for an overland role,” he said.
Source: IHS Jane’s 360
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aerospace
| 1 |
https://www.flightglobal.com/news/articles/phantom-eye-to-fly-missile-defence-payload-386809/
| 2016-07-30T19:10:36 |
s3://commoncrawl/crawl-data/CC-MAIN-2016-30/segments/1469258937291.98/warc/CC-MAIN-20160723072857-00149-ip-10-185-27-174.ec2.internal.warc.gz
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Boeing's high-altitude Phantom Eye technology demonstrator has secured its first customer, the US Missile Defense Agency (MDA).
In-depth analysis and reports on key industry themes and developments
Insight and opinion from our global team of consultants and journalists
Webinars and special networking events
Free email updates based on your sector preference
Exclusive air show coverage
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aerospace
| 1 |
https://shop.mightyeighth.org/air-force-messenger-bag/
| 2021-06-19T09:12:43 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487647232.60/warc/CC-MAIN-20210619081502-20210619111502-00412.warc.gz
| 0.945623 | 177 |
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webtext-fineweb__CC-MAIN-2021-25__0__205076384
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en
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U.S. Air Force Messenger Bag
This olive drab messenger bag features the roundel of the U.S. Air Force. Roundels have been used as identifiers on military aircraft since World War I as a way of distinguishing between friendly and enemy forces.
The United States has modified its roundel many times since its first use in 1918. However, the pictured roundel has been the official insignia since 1947; the same year the U.S. Air Force was established.
•Shoulder Strap - 2" Wide - When Fully Extended 52" Long
•Two Front Pockets
•Two Side Pockets
•Front Flap W/Hook and Loop Closure
•Antique Brass Hardware
Dimensions: 15" x 11" x 6"
This product hasn't received any reviews yet. Be the first to review this product!
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aerospace
| 1 |
https://www.blueskynews.aero/contributors/Keep-the-Sky-from-Falling-Ashley-Bowen-Cook.html
| 2024-04-22T16:37:00 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818312.80/warc/CC-MAIN-20240422144517-20240422174517-00137.warc.gz
| 0.925868 | 564 |
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|
Valerie Wise with the Eisenhower National Airport introduced our recent Wichita Aero Club speaker, but the presenter had a message broader than commercial aviation. It applies to business and general aviation as well. And it isn’t good.
Aviation Workforce Alliance Executive Director David Olive addressed the critical shortage of not just pilots but also qualified aircraft technicians, those holding airframe and powerplant ratings, A&Ps. We don’t have enough workers in the pipeline to fill demand. The shortage is felt today and will become increasingly acute. It affects everything from passenger safety to jobs and the economy.
Aviation Workforce Alliance Executive Director David Olive | Photo: Visual Media Group.
In Kansas, not finding enough pilots to fill the demand could result in the state losing one third of its commercial airline service, Olive said. We can’t let that happen.
Numbers tell the story
The Federal Aviation Administration reports there were more than 827,000 civil pilots in 1987, but only 633,000 in 2018. What’s led to the pilot shortage? The list is long. A forced retirement at age 65 for US commercial pilots. Explosive growth in other parts of the world, particularly East Asia. Foreign carriers lure away qualified pilots. International students pack flight schools. (Olive said 90% of students at one flight school he visited recently were from China.)
Valerie Wise, air service development and marketing manager, Wichita Airport Authority | Photo: Visual Media Group.
The military has issues, too, as it struggles to recruit and retain pilots. Last year the US Government Accountability Office reported a 25% shortfall of crucial fighter pilots for the Air Force, Navy and Marine Corps. This shortage translates to the traditional military-to-airline pipeline. There are fewer pilots entering it. Plus, incentives are weakened. Low wages at some regional airlines, the starting place for most airline pilots, can result in a pay cut for pilots leaving the military. “Salaries have gone up,” Olive said, “but it’s not been enough.”
Valerie Wise and Dave Franson laugh after receipt of small gifts from Wichita Aero Club speaker David Olive | Photo: Visual Media Group.
Let’s reverse these trends
No silver bullet exists, but there are things we can and should do to address this crucial issue. Here are some Olive mentioned:
In early March, Boeing established a $3 million endowment for scholarships at Embry-Riddle Aeronautical University for students pursuing pilot’s licenses and aviation maintenance certificates. It’s going to take this kind of support to reverse our current course.
Let’s resolve to fix this.
|© BlueSky Business Aviation News Ltd 2008-2019
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aerospace
| 1 |
https://www.countdown.capital/portfolio
| 2021-11-30T05:34:27 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358953.29/warc/CC-MAIN-20211130050047-20211130080047-00445.warc.gz
| 0.744242 | 225 |
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OUR TRAILBLAZING THINKERS AND BUILDERS
Groundbreaking fabrication capability for micro-scale mechanical devices with the ultimate goal of realizing atomically precise manufacturing
Building hardware and software to enable autonomous, precision airdrop package deliveries from commercial airplanes
Autonomous component factories that help space and defense manufacturers produce rockets, satellites & jets cheaper & faster
Reimagining urban and regional transportation with a focus on sustainability
Enabling photorealistic, immersive experiences for real estate and interior design e-commerce
Robotics, artificial intelligence, and aviation. Coming Soon.
Creating intelligent lighting systems to digitize living spaces. Coming Soon.
Developing the world's first industrial operations cybersecurity platform
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aerospace
| 1 |
https://www.crazycoolness.com/item/nasa-space-shuttle-enterprise-metal-earth-model-kit/
| 2024-04-23T07:47:29 |
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| 0.938255 | 192 |
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|
NASA Space Shuttle Enterprise Metal Earth Model Kit
Assemble your own Space Shuttle with ease with the NASA Space Shuttle Enterprise Metal Earth Model Kit. Use the easy-to-follow instructions included with the sheet to pop out the pieces, bend the tabs, and connect them at the attachment points! When assembled measures about 3 9/10-inches wide x 2 7/10-inches long x 1 9/10-inches tall. The First Space Shuttle built was the Enterprise. It was built by Rockwell International to be used by NASA for test flights in the atmosphere. The Enterprise had been designed so it could be refitted and used for orbital flight. However, this plan proved too expensive and so it was decided to simply build a new shuttle called Challenger. The Enterprise now resides in the Intrepid Museum in New York City. Ages 14 and up.
Sold by: Entertainment Earth
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aerospace
| 1 |
https://www.weather.com/news/science/space/space-station-delivery-chocolate-20130917
| 2014-03-09T13:43:08 |
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| 0.854359 | 1,377 |
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en
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- Earth’s Last Defense
- The Ways a Black Hole Could Kill You
- Asteroid Breaks-up on Camera
- Two Asteroids in Two Days?
- 'Smart Shirt' the Next Spacesuit?
- Who Owns the Moon?
- Name Your Own Crater on Mars
- Northern Lights Seen in Unusual Places
- Wind From Black Holes Stronger Than Believed
- NASA Launch New Satellite
- Measuring the Earth's Precipitation
- NASA Finds Hundreds of New Planets
- Walk Aboard the Shuttle
- NASA Shows the Real North Korea
- Water Discovered in Nearby Planet's Atmosphere
- Could This Be a Sun Killer?
- Rainforest Space Mystery Solved!
- Do We Live in a Black Hole?
- Intergalactic Cannonball
- When Will Alien Life Be Found?
- The Photos That Inspired GRAVITY
- Internet on the Moon is Faster Than at Home
- Meet NASA's Giant Rocket Transporter
- Mars Jelly Donut Mystery. SOLVED!
- Stargaze the Northern Lights in an Igloo?
- Sun Revolves Around the Earth?
- Amazing Finds on Google Earth
- Water Flowing on Mars RIGHT NOW?
- Mining the Moon
- What Earth Looks Like from Mars!
- Craziest Weather in the Universe
- Where is the Coldest Place in the Universe?
- 60 Years of Climate in 15 Sec
- Could We Live Off of the Moon?
- Worst Weather in the Universe
- Picking the Right Telescope
- Are Black Holes a Great Mistake?
- Is the Sun Taking a BREAK?!
- Do We Really Belong in Space?
- They Found WHAT on the Moon?
- New Object 'Appeared' on Mars
- New Images of Fatal Launch
- The End of the Greatest Telescope?
- The Sun as Art
- Just Imagine...Another Earth
- Have We Found the Answers to UFO's?
- Water From an Alien Stone?
- WHY Was Beyonce DISSED By NASA!?
- Sun Changes, Baffles Scientists
- Best Space Moments of 2013
- Strange Object in Night Sky
- What's THAT on the Moon?
- Earthrise: 45 Years Later
- EARTH: From 'Outside My Window'
- They Want to Put WHAT on the Moon?
- A New Way to Explore Earth
- What HAPPENED to Mars?
- The World Through an Astronaut's Eyes
- MUCH Greater Asteroid Threat
- Olympic Torch Rockets to Space
- Comet Outlives Predictions
- Crater Turns Out to Be a Supervolcano
- Is This View Worth $75,000?
- Life In Our Solar System?
- SPACE SUNSETS
- About to Catch a Comet!
- New Views of Amazing Landmarks
- Could This Destroy Earth?
- The Future of Our Sun
- What is That Over the Sun?
- Could It Destroy Everything?
- Beer in Space!
- Europe Eyes Mars with New Rover
- How We Could Survive on the Red Planet
- Astronauts Training WHERE?
- Space Disaster Possible?
- Rare Meteor For Sale
- Volcano in Space?
- Coming: Forecast for the Sun?
- Comet of the Century!
- Three New Additions to ISS
- Proof of Water on Mars?
- Trouble on the Space Station
- No Life on Mars!
- Telescope Captures Astounding Image
- The Sun...Sleeping?
- You've Never Seen It Like This
- A Habitable Alien Planet?
- Is Our Sun Burning Out?
- Is Asteroid Mining Legal?
- How Can You Drown in Space?
- Earth With a Pulse?
- How To Capture an Asteroid
- A Star is Born!
- Government Confirms Area 51
- Star Trek Tech a Reality?
- Milestone for Space Travel
- Stunning Stars
- Hurricanes From SPACE
CAPE CANAVERAL, Fla. -- A Virginia company makes its debut this week as a space station delivery service, and the lone American aboard the orbiting lab is counting on a fresh stash of chocolate.
In an interview Monday with The Associated Press, NASA astronaut Karen Nyberg said she can't wait for this weekend's arrival of a new cargo ship named Cygnus. It will be the first shipment by Orbital Sciences Corp. to the International Space Station.
"You know that there's something packed away in that vehicle, something special for you ... We're human beings and we get very excited about the packages from home and some of the treats that we might get," said Nyberg.
Orbital Sciences is scheduled to launch an unmanned Antares rocket containing Cygnus on Wednesday morning from NASA's Wallops Flight Facility on Virginia's eastern shore. It's where NASA launched a moon spacecraft 1 1/2 weeks ago.
NASA is paying Orbital Sciences and the California-based SpaceX company to keep the space station well stocked in the shuttle-less era.
Orbital Sciences conducted a practice Antares launch in April with a mock payload. This will be its first space station run, coming more than a year after the initial SpaceX delivery.
Because this is considered a test flight, the Cygnus will carry up mostly food and other nonessential items. That suits Nyberg and her two male crewmates - an Italian and a Russian. They have been in orbit since the end of May, with two more months to go. Three more residents arrive later next week.
Nyberg's husband - NASA astronaut Douglas Hurley - put together the care package that's already stowed on the Cygnus capsule. They have one child, 3-year-old Jack.
"It would be really nice to have some fresh home-baked goods, but the fresh part doesn't work very well when it takes a couple days to get here," Nyberg said. "So anything chocolate usually does it for me."
Given a Wednesday launch, the Cygnus should arrive at the space station on Sunday. Unlike the SpaceX Earth-returning Dragon, it will be filled with trash and, once cut loose, burn up during descent.
Russia, Europe and Japan also send up supplies.
MORE ON WEATHER.COM: Images From the International Space Station
Backdropped by Earth's horizon and the blackness of space, the International Space Station is seen from the Space Shuttle Discovery as the two spacecraft begin their relative separation on Sept. 8, 2009. (NASA via Wikimedia)
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aerospace
| 1 |
https://content.time.com/time/subscriber/article/0,33009,894745-1,00.html
| 2023-12-06T05:09:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100583.13/warc/CC-MAIN-20231206031946-20231206061946-00453.warc.gz
| 0.968139 | 639 |
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|
Three weeks ago, headlines announced that the U.S. had detected a mysterious "dark" satellite wheeling overhead on a regular orbit. There was nervous speculation that it might be a surveillance satellite launched by the Russians, and it brought the uneasy sensation that the U.S. did not know what was going on over its own head. But last week the Department of Defense proudly announced that the satellite had been identified. It was a space derelict, the remains of an Air Force Discoverer satellite that had gone astray. The dark satellite was the first object to demonstrate the effectiveness of the U.S.'s new watch on space. And the three-week time lag in identification was proof that the system still lacks full coordination and that some bugs still have to be ironed out.
First Sighting. The most important component of the space watch went into operation about six months ago with the construction of "Dark Fence," a kind of radar trip wire stretching across the width of the U.S. Designed by the Naval Research Laboratory to keep track of satellites whose radios are silent, it is a notable improvement on other radars, which have difficulty finding a small satellite unless they know where to look. Big, 50-kw. transmitters were established at Gila River, near Phoenix, Ariz, and Jordan Lake, Ala., spraying radio waves upward in the shape of open fans. Some 250 miles on either side, receiving stations pick up signals that bounce off any object passing through the fans. By a kind of triangulation, the operators can make rough estimates of the object's speed, distance and course.
On Jan. 31 Dark Fence detected two passes of what seemed to be an unknown space object. After detecting several passes during the following days, Captain W. E. Berg, commanding officer of Dark Fence, decided that something was circling overhead on a roughly polar orbit. He raced to the Pentagon and in person reported the menacing stranger to Chief of Naval Operations Arleigh Burke. Within minutes the news was communicated to President Eisenhower and marked top secret.
In the confusion, there was a delay before anyone took the step necessary to positively identify the strange satellite: informing the Air Force's newly established surveillance center in Bedford, Mass. It is the surveillance center's job to take all observations on satellites from all friendly observing centers, both optical and electronic, feed them into computers to produce figures that will identify each satellite, describe its orbit and predict its behavior. Says one top official, explaining the cold facts of the space age: "The only way of knowing that a new satellite has appeared is by keeping track of the old ones."
It took two weeks for Dark Fence's scientists to check back through their taped observations, and to discover that the mysterious satellite had first showed up on Aug. 15. The Air Force surveillance center also checked its records to provide a list of everything else that was circling in the sky, and its computers worked out a detailed description of the new object's behavior. The evidence from both Air Force and Navy pointed to Discoverer V, fired from Vandenberg Air Force Base, Calif, on Aug. 13.
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aerospace
| 1 |
https://www.internationalairportreview.com/core_topic/atcatm/
| 2021-08-05T17:50:23 |
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Conor Mullan, Associate Member Representative on the Civil Air Navigation Services Organization’s (CANSO) Executive Committee and Managing Director of Think Research, discusses the progress that CANSO members have made on remote and digital towers in the last 10 years, what direction the concept might take from here and how members…
List view / Grid view
According to Definitions in Article 2(1) and (10) of Regulation (EC) No 549/2004 of the European Parliament and of the Council of 10 March 2004 laying down the framework for the creation of the single European sky, air traffic control (ATC) means a service provided for the purpose of preventing collisions, and expediting and maintaining an orderly flow of air traffic; whilst air traffic management (ATM) means the aggregation of the airborne and ground-based functions required to ensure the safe and efficient movement of aircraft during all phases of operations.
Both are two vital sectors within the aviation industry – all management of arriving and departing aircraft is of course essential for the safety of both passengers and staff.
Furthermore, ATC/ATM has the potential to assist in increasing an airport’s capacity, therefore enhancing revenue generation and traffic growth. By processing flights more efficiently, an airport could increase its output; greatly enhancing its future potential.
Of course this cannot come at a cost to safety, so within this core topic International Airport Review details how airports, air navigation service providers (ANSPs), airport operators and airport authorities are balancing the need for stringent safety policies with the want to increase capacity, using new technologies, automation, updated regulations and revised management systems.
With today marked as "Freedom Day" in England with the ending of all lockdown restrictions, the Irish Aviation Authority has welcomed it as a sign of hope.
Learn more about KVM solutions, the risks resulting from increased software deployment and how KVM can support to reduce these risks on a hardware base.
In the next instalment of International Airport Review’s exclusive series, the Chief Executive Officer of London City Airport, Robert Sinclair, explains how the long-term approach applied to every aspect of the airport’s strategy and decision making will be key in its recovery.
As the UK aviation industry tackles the challenges of today, it is also focused on the future and how it can build back better. For the industry and its recovery, airspace modernisation is an important piece of the jigsaw. Chief of the Airspace Change Organising Group (ACOG), Mark Swan, describes…
Following the apparent forced diversion of Ryanair Flight FR4978 out of Belarusian airspace, IATA has called on EASA to ensure that aircraft operations remain separate from politics.
Franck Goldnadel, Chairman of the Board of Aéroports de la Côte d’Azur, speaks to International Airport Review about the new Airport Operations Centre at Nice Côte d’Azur Airport, which is helping them to optimise resources and make air traffic more fluid.
Peter F. Dumont, President and CEO of the Air Traffic Control Association (ATCA), discusses the changes to the National Aerospace System and the role of the air traffic controller that are already taking place in the American aviation sector.
Duncan Auld, President and CEO of the International Federation of Air Traffic Controllers’ Associations (IFATCA), argues that the aviation industry needs to look at airspace design, defragmentation and procedures, and make substantial improvements to air traffic management, if it wishes to avoid a slow post-crisis recovery.
EASA and EUROCONTROL have jointly outlined recommendations to ensure that COVID-19 vaccine side effects do not interfere with the execution of any safety-related tasks undertaken by ATCOs and operational staff.
The development engineers of DFS Aviation Services are supported in their highly sensitive work by KVM-over-IP™ technology from Guntermann & Drunck.
Following intensive testing and live trials, LCY has become the first major international airport in the world to be fully controlled by a remote digital tower.
Digital remote towers help to leverage shared assets, improve efficiency, and enable new concepts of operations. Regina Bruzek, Frequentis’ Remote Tower Expert and Rainer Kaufhold, Research and Development Expert at DFS Deutsche Flugsicherung, talk to International Airport Review about the latest validation results, future scenarios and operational excellence.
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aerospace
| 1 |
http://www.aviationbusinessme.com/airfreight/
| 2016-12-10T18:25:29 |
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Net profit in 2017 of $29.8 billion expected at profit margin of 4/1%
Demand is up 8.2 percent
Carrier was awarded under the Product & Brand Integration category at the Epica Awards in ...
All eight aircraft were built between 2007 and 2011
Read More »
Etihad Cargo division of Etihad Airways generates over US $1 billion in annual revenues
Company has signed deal to lease 20 Boeing 767 widebody freighter aircraft to handle more of its own deliveries
Abu Dhabi Police close exhibition due to security issue following storm
Airline has taken delivery of its first of two Boeing 777 freighters, which will enter commercial service in March
Subscribe for free to read the full Digital Edition, just as it’s printed in the UAE
Subscribe to our e-newsletter service. It’s free and you can unsubscribe at any time
AviationBusinessMe.com is a premier digital destination for Middle East Aviation professionals, and the online home of ITP's industry-leading aviation publications.
Shayan ShakeelEditorTel: +971 4 444 [email protected]
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aerospace
| 1 |
https://rnxtv.com/archives/3036
| 2020-09-23T22:48:00 |
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Trump’s Space Force to Launch August 29.
Along with Pentagon officials, Vice President Mike Pence announcement the date on Tuesday.
The United States Space Force will ensure that our nation is prepared to defend our people, defend our interests, and to defend our values in the vast expanse of space and here on Earth with the technologies that will support our common defense for the vast reaches of outer space, Mike Pence, U.S.
Vice President, via ‘USA Today’. According to the Trump Administration, Space Force is necessitated by threats from Russia and China.
Air Force general John Raymond has already been confirmed by the Senate to lead the newest division of the U.S.
Armed Forces. Space Force will be created out of the division of the Air Force known as U.S. Space Command.
Despite skepticism from Pentagon and Air Force officials, Trump touts Space Force as necessary for the security of the country.
Eventually, it will be the sixth armed service of the U.S
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※ RNX news / tv
◈ e-mail : [email protected] (취재 및 보도 요청)
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aerospace
| 1 |
https://goodwordnews.com/red-crew-fixes-a-leak-in-the-main-stage/
| 2023-02-08T03:23:06 |
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NASA’s ambitious Artemis 1 Moon program is set to make its third launch attempt Wednesday at 1:04 a.m. EST (0604 GMT), or 11:30 a.m. IST.
NASA’s ambitious Artemis 1 Moon program is set to make its launch attempt on Wednesday. The Artemis 1 stack includes the Space Launch System (SLS) rocket and the Orion spacecraft which is scheduled to lift off from Kennedy Space Center’s Complex 39B at 1:04 a.m. EST (06:04 GMT), or 11:30 a.m. IST. The mission is a 25-day trip around the moon and back without astronauts on board.
Engineers interrupted the flow of liquid hydrogen into the core stage due to a small leak on a hydrogen valve. NASA said it had mobilized a “red crew” team to address this issue.
Earlier on November 14, Tropical Storm Nicole postponed the launch of the Artemis 1 mission as it left the SLS rocket and the Orion spacecraft slightly damaged.
The #Red team fixes a leak at the central stadium
The red crew has left the launch pad and is now outside the nearby designated danger zone. Technicians had entered the zero deck of the mobile launcher and tightened several bolts to troubleshoot a leaking valve used to replenish the central stage with liquid hydrogen.
The official #NASA live stream for Artemis I has begun
NASA will broadcast full coverage for the launch which will begin at 10:30 p.m. ET (9 a.m. IST). However, live coverage of the refueling operations began earlier at 3:30 p.m. ET on November 15 (2 a.m. IST on November 16).
The official NASA YouTube channel will be streaming launch day events live. Additionally, NASA TV will stream on Facebook, Twitch, the NASA website, and in 4K on the NASA UHD Channel.
First post: STI
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aerospace
| 1 |
https://www.museumofflightstore.org/b-26-marauder-postage-stamp-1107-model.html
| 2023-06-01T15:53:23 |
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The Martin B-26 Marauder was designed to meet the US Army Air Corps need for a high speed, medium bomber. In 1939, Martin received an order for 201 B-26s. What made this order so unusual was that the company was awarded an "off the drawing board" contract; there was no requirement for a prototype or preproduction sample. This aircraft was equipped with up to 11 machine guns and 4,000lbs of bombs.
This diecast metal model from Postage Stamp represents Perkatory II attached to the 386th Bomb Group, 555th Bomb Squadron, 9th Air Force. Model features accurate paint scheme with pad printed markings and plastic display stand as shown.
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aerospace
| 1 |
http://www.alexstoll.com/resume/
| 2013-05-22T07:26:38 |
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Joby Aviation, Inc.
April 2012 — Present / Santa Cruz, California
Perform VTOL electric aircraft and propeller/rotor design.
Structure and Materials Group, Blue Origin, LLC
June 2009 — August 2009 / Kent, Washington
Designed and simulated a parachute cover jettison system for the crew capsule and designed, built, and tested an analog of the system. Performed data reduction on the test results to validate the simulation and improve the system.
NASA Advanced Supercomputing Division, NASA Ames Research Center
June 2008 — August 2008 / Mountain View, California
Developed and employed benchmark cases and regression testing tools for the Cart3D CFD package. Implemented improvements in geometry processing in the Cart3D code.
Department of Computer Science, Rice University
September 2007 — May 2008 / Houston, Texas
Created and analyzed dynamic mechanical system models for mechanical system analysis software under development.
NASA Undergraduate Student Research Program, Dryden Flight Research Center
June 2007 — August 2007 / Edwards, California
Performed systems engineering functions in preparation for flight tests of the Stratospheric Observatory for Infrared Astronomy aircraft, such as modeling a control system in MATLAB, debugging controller software for this system, and creating test and software installation procedures.
June 2006 — August 2006 / Dortmund, Germany
Collected and processed dimensional data, redesigned bottle labeling machine components via CAD, digitized palette transportation system layouts, and translated between German and English.
Stanford University, Stanford, California
Engineer’s Degree in Aeronautics and Astronautics, June 2012. Cumulative GPA: 3.79/4.00.
Advisor: Ilan Kroo. Thesis: Design of Quiet UAV Propellers.
M.S. in Aeronautics and Astronautics, January 2010.
Rice University, Houston, Texas
B.S. in Mechanical Engineering, Cum Laude, May 2008. GPA: 3.89/4.00. President's Honor Roll, 6 semesters.
The Hong Kong University of Science & Technology, Hong Kong
Exchange in the Mechanical Engineering program, fall 2006. Equivalent GPA: 3.88/4.00. Dean's List.
Texas Tech University, Lubbock, Texas
Twelve hours of math courses from August 2002 to May 2004. GPA: 4.00/4.00.
C-TECH Networking Cabling Specialist, Cisco Certified Networking Associate, CompTIA A+, CompTIA Network+
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aerospace
| 1 |
https://apps.dtic.mil/sti/citations/ADA218622
| 2021-06-22T01:41:42 |
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en
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Preliminary Results of the Peak Experiment. ALTAIR Deep-Space Measurements
MISSION RESEARCH CORP PACIFIC GROVE CA
Pagination or Media Count:
During the DNA PEAK Propagation Effects Assessment-Kwajalein experiment in August 1988, the primary use of ALTAIR consisted of the collection of VHF and UHF track data and pulse returns from low-orbiting spherical satellites and other satellites of opportunity. However during the course of the experiment the opportunity occurred to collect a small amount of data while ALTAIR was in its operational deep-space track mode. This brief report summarizes the deep-space track data collected by ALTAIR on the evenings of August 18 and 19. On both evenings the FLTSATCOM 4 satellite was tracked by ALTAIR for a brief period. Simultaneous measurements of the one-way signal from the FLTSATCOM UHF satellite beacon at 244 MHz were also obtained at a receiver site located on Roi-Namur. A comparison of the ALTAIR data collected from the two-way radar propagation path to the FLTSATCOM satellite versus the one-way satellite link data indicates that, during this brief period, ALTAIR experienced about 5 dB of loss in detection sensitivity. If ALTAIR were faced with time- critical deep-space track requirements, mitigation techniques would likely be required to combat the effects of severe equatorial scintillation. Keywords ALTAIR PEAK experiment Radio wave propagation FLTSATCOM Scintillation.
- Active and Passive Radar Detection and Equipment
- Radiofrequency Wave Propagation
- Ground Support Systems and Facilities for Space Vehicles
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aerospace
| 1 |
http://www.google.com/patents/US6804607?dq=6008737
| 2015-07-31T16:42:52 |
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CC-MAIN-2015-32
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en
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US 6804607 B1
A collision avoidance sense and avoid capability for an aircraft or other vehicle that monitors a sphere or other safety zone/cocoon about the vehicle. A light-detecting camera or other sensor receives a signal return if any object enters the safety cocoon. Once an object is detected in the cocoon, a signal is sent to the onboard sense and avoid computer and corrective action is taken. The system is capable of autonomous operation, and is self-contained and does not require additional hardware installations on target vehicles. The size and shape of the safety cocoon monitored by the sensors adjusts according to the speed and motion vectors of the aircraft or other vehicle, so as to maximize efficient use of sensor capabilities and minimize the size, cost and power requirements of the system.
1. A method of collision avoidance for a vehicle, said method comprising the steps of:
determining a variable centroid, said centroid being spaced from said vehicle by a variable distance and direction that shifts as a function of the speed and direction of motion of said vehicle and a predetermined period of time required to analyze contact motion and execute an evasive maneuver, so that said centroid is adjusted forwardly away from said vehicle as a forward speed of said vehicle increases and rearwardly towards said vehicle as said forward speed decreases;
monitoring a volume around said centroid with at least one sensor so as to establish a surveillance envelope that substantially surrounds said vehicle;
adjusting said volume of said surveillance envelope as said centroid shifts with changes in the speed and direction of motion of said vehicles;
tracking movement of targets within said envelope with said at least one sensor so as to identify a target that is converging on said vehicle; and
executing said evasive maneuver so as to avoid collision between said vehicle and said target converging thereon.
2. The method of
monitoring said volume with a passive sensor; and
measuring range to said targets with an active sensor.
3. The method of
4. The method of
5. The method of
6. The method of
7. The method of
8. A method of collision avoidance for a vehicle, said method comprising the steps of:
monitoring a volume around said vehicle with a passive sensor so as to establish a surveillance envelope that substantially surrounds said vehicle;
adjusting said volume of said surveillance envelope as a function of the speed and direction of motion of said vehicle;
tracking motion of targets within said envelope using said passive sensor so as to identify targets that are collision hazards to said vehicle;
scanning said collision hazards with an active sensor so as to determine a range to said collision hazards; and
executing evasive maneuvers so at to avoid collision between said vehicle and said collision hazards.
9. The method of
10. The method of
11. The method of
12. A collision avoidance system for a vehicle, said system comprising:
a passive sensor for tracking motion of targets within a surveillance envelope that substantially surrounds said vehicle so as to identify targets that are collision hazards to said vehicle;
an active sensor for scanning said collision hazards within said surveillance envelope so as to determine ranges to said collision hazards;
means for adjusting a volume of said surveillance envelope as a function of the speed and direction of motion of said vehicle; and
means for executing an evasive maneuver so as to avoid collision between said vehicle and said collision hazards.
13. The system of
14. The system of
15. The system of
16. The system of
17. The system of
This application claims benefit of U.S. provisional patent application No. 60/284,545 filed Apr. 17, 2001.
The U.S. Government has a paid-up license in this invention and the right in limited circumstances to require the patent owner to license others on reasonable terms as provided for by the terms of SBIR Contract N98-150 awarded by the Department of Defense.
a. Field of the Invention
This invention relates generally to collision avoidance systems and, more particularly to collision avoidance systems for aircraft and other forms of transportation, in which certain sensor parameters are variable depending on speed and attitude of the vehicle and other factors.
b. Description of Related Art
Due to its particular relevance to the emerging field of unmanned aircraft, the present invention will be described herein largely with reference to the exemplary applications of Unmanned Air Vehicles (UAV) and Unmanned Combat Air Vehicles. (UCAV). It will be understood, however, that the invention is equally suited to other vehicular applications such as manned aircraft, seagoing vessels, and road and rail vehicles, for example.
Operation of UAV's/UCAV's in the National Air Space (NAS) and/or Special Use Airspace (SUA) requires a collision avoidance system that meets Federal Aviation Administration (FAA) requirements for maimed aircraft. Since the UAV/UCAV is remote the operator does not have direct visual contact with the vehicle's surroundings, and in the absence of an effective automated sense and avoid system may not be able to avoid a collision with other aircraft or with terrain objects (e.g., buildings, power lines, trees and so on).
Presently, the collision avoidance system must provide at least the same level of capability as manned aircraft operating under Visual Flight Rules (VFR), as stated by the FAA. However, the skies are becoming increasingly congested so that relying on human eyesight for collision avoidance is no longer adequately reliable. In addition, the FAA has developed a strategic plan to improve safety that includes a goal of reducing U.S. aviation fatal accidents by 80 percent from 1996 levels by the year 2007. Consequently, a joint FAA/Industry Support Group, under the aegis of the Association for Unmanned Vehicle Systems International (AUVSI), has stated the need for solutions that address the concerns of both the UAV/UCAV industry and the FAA. The goal is an Advisory Circular (AC) that assures UAV/UCAV operations that meet the fundamental requirements of the FAA, but which do not unduly restrict UAV/UCAV operations in the NAS. As one means toward this end, Paragraph 8.(4)-(n) of a draft AC requires UAVs to be equipped with “. . . a means to ‘see and avoid’ equal to, or greater than, a manned aircraft.”
Although all are agreed that increasingly capable sense and avoid systems are needed for UAV's/UCAV's, there are many practical factors that must be taken into account in order for such systems to be feasible. For example, the size, cost, efficiency and (sometimes) expendability that are key advantages of UAVs/UCAV's dictate that the use of systems that are reliable but also inexpensive, compact and lightweight.
Conventional collision avoidance systems used with manned aircraft do not offer truly satisfactory solutions for UAV's/UCAV's. In particular, conventional systems for avoiding air traffic collisions utilize Traffic Collision Avoidance System (TCAS) transponders or visual sensors that are excessively large, heavy, costly, complex and are in other respects unsuitable for most UAV's/UCAV's. For example, standard TCAS equipment is unable to interact with non-cooperating objects and typical low flying obstacles, such as birds, which may be invisible to the radar. In addition, the equipment is costly and, in most cases, exceeds the limited weight and size capabilities of most UAV's/UCAV's. Of course, while acute with UAC's/UCAV's, these are important concerns in the case of manned aircraft as well.
Methods that have been proposed to address these problem include the use of forward-facing mounted television cameras on the wings of the aircraft, as shown in U.S. Pat. Nos. 5,581,250, and 4,918,442. An inherent limitation of this type of system is the fact that it is based on an active light source, which is not passive/stealthy and is therefore unsuitable for many military applications. Furthermore, the monitored airspace is limited to the area directly in front of the aircraft. The systems disclosed in U.S. Pat. Nos. 4,755,818 and 5,321,489 utilize laser beam technology but exhibit similar drawbacks, and also require that compatible equipment be installed on a second, cooperative aircraft in order for the aircraft to be detected by the system.
Accordingly, there exists a need for a sense and avoid collision avoidance system which is reliable and capable of autonomous or semiautonomous operation. Furthermore, there exists a need for such a system having a capability that meets and exceeds the capabilities of an aircraft operating under visual flight rules (VFR). Still further, there exists a need for such a system which is lightweight and compact, and which optimizes the employment of its sensors so as to maximize efficiency and minimize power and space requirements. Still further, there exists a need for such a system that is able to function using a minimum of active sensor transmissions, so as to be sufficiently passive/stealthy for military vehicles and related applications.
The present invention has been developed to address the specific problem of providing UAV's/UCAV's the same level of capability and reliability as a manned aircraft operating under VFR per FAA requirements within NAS and SUA. However, the invention is not limited to UAV's/UCAV's, as other applications exist for this invention such as the commercial airline industry, private aircraft, helicopters and ground and marine transportation to name but a few.
The system includes passive and active sensors and a control system designed to prevent mid-air and/or ground collisions. In addition to flight-path obstacles, this system performs other obstacle sensing operations such as detecting ground-based obstructions, undesirable weather and unmapped objects. The system is compatible with existing UAV/UCAV sensors and is able to detect non-cooperative targets. The system is also capable of functioning autonomously, and in a stealth mode if necessary.
In a preferred embodiment, the invention uses an infrared (IR) camera as the passive sensor and Light Detecting and Ranging (LIDAR) or Laser Detecting and Ranging (LADAR) as the active sensor to detect obstacles within a substantially 360° spheroid volume (envelope). The envelope extends about a centroid that is spaced from the aircraft by a distance and direction that is a function of the speed and direction of motion of the aircraft and the time required for executing a predetermined evasive maneuver. The size and shape of the envelope is consequently variable depending on the speed and attitude of the source aircraft and other factors, as by increasing/decreasing sensor power or output, or aligning threshold values, for example. Any object entering the envelope will generate data that is transmitted to the receiver, creating an autonomous unit not requiring installation of additional hardware on the target aircraft. Once the data is received, the collision avoidance computer is immediately informed that there is a hazard and a signal is sent to the autopilot or other autonomous control mechanism and a collision avoidance maneuver is executed.
The variable envelope enables the configuration of the sensors and/or the data processing to be adjusted for maximum efficiency. For example, the envelope may be adjusted to extend further ahead of the craft at higher speeds or to extend more downwardly for descending aircraft and more upwardly for ascending aircraft. Because sensor range/output is thus maximized in those directions that are most important based on the speed and attitude of the aircraft or other vehicle (e.g., in those directions presenting the highest closing rates), but not in other directions which are less important (e.g., those directions having slower closing rates), the complete system, including the power supply, can be lighter, more compact and less expensive as compared with a system that maintains an envelope at maximum range all about the vehicle at all times.
FIG. 1 is a schematic view depicting a vertical cross-section of a variable sensor envelope developed by a sense and avoid system in accordance with the present invention as carried on board an exemplary UAV, showing the manner which the system detects the ground and an aircraft along the path of the vehicle;
FIG. 2 is a flow diagram showing the data flow steps employed by the computer of the collision avoidance system of FIG. 1;
FIG. 3 is an enlarged view of the sensor envelope of FIG. 1, showing the complimentary use of a passive IR camera and active LADAR/LIDAR sensor; and
FIG. 4 is a block diagram of the sensor systems and their interface with the onboard computer of the collision avoidance system.
The collision avoidance system of the present invention is an autonomous or semi- autonomous collision avoidance system based on the utilization of passive and/or active sensors.
As can be seen in FIG. 1, a preferred embodiment of the invention employs fore- and aft-looking fisheye Charge Coupled Device (CCD) imagers to establish a 4n-steradian surveillance envelope 10 surrounding the source craft 12. The CCD imagers locate targets within the surveillance volume in terms of azimuth and elevation angles relative to the craft. An electronically scanned, eye-safe LADAR then measures targets range and range rate in a superimposed conical LADAR surveillance volume ahead of the air vehicle. The envelope has an adjustable configuration in terms of size and shape depending on the speed of the craft. At slow speeds, the envelope is more spherical while at high speeds it is more elongated with the aircraft towards the rear of the envelope. The envelope is formed around a centroid that is determined as a function of aircraft speed and direction, and the time (including system reaction time) required to initiate and execute one or more predetermined evasive maneuvers. Consequently, assuming a forward-moving craft, the centroid will be further ahead at higher speeds and closer to the aircraft at slower speeds.
For example, FIG. 1 shows the source craft as a UAV 12 approaching a runway 14 for landing. When the UAV is still distant from the runway and its speed is still high, the surveillance envelope 10 is formed more forwardly of the craft, i.e., with the UAV towards the rear of the envelope. In this manner, other aircraft located ahead of the UAV and therefore having high closing speeds are detected early, so as to ensure safe collision avoidance without radical maneuvering, In the example that is shown, a 737 passenger aircraft 16 is detected ahead of the UAV, just inside the envelope 10. Because the aircraft is detected early, the system is able to determine and implement a collision avoidance maneuver that involves minimal departure from the desired course, i.e., the approach to the runway; in this example, the collision avoidance computer simply reduces the airspeed of the UAV to keep the moving 737 just outside of the“safety cocoon.” Although envelope 10 does not extend as far behind the UAV as it does forwardly, it is still sufficient to allow satisfactory avoidance of overtaking targets, due to their slower closing speeds. The system thus achieves maximum utilization of a sensor package of a given size and power.
Referring again to FIG. 1, as the UAV 12 nears the runway it slows in preparation for landing. Simultaneously, the envelope 10′ shifts somewhat rearwardly around the UAV, i.e., the craft is positioned closer to the center of the envelope, to compensate for the reduced speed and look further behind the craft. The envelope may also shift downwardly based on the descent or downward aspect of the UAV to provide early detection of terrain. In the example which is shown in FIG. 1, a hilltop 18 is detected within the second envelope 10′; however, the system computer determines (based on the course and speed of the UAV, for example) that the hilltop is stationary and will pass outside of the“safety cocoon” on the current course; the system therefore maintains the course and speed of the UAV on its approach to the runway.
In short, a major benefit/advantage of the sense and avoid system of the present invention is the use of a variable envelope, tailored to the attitude and speed of the vehicle, for example, by adjusting scan areas, patterns or densities, by selective increases and decreases in sensor power or sensitivity, by adjusting sensor or software threshold values to focus more on a selected area, or by a combination of these and other means. This results in a smaller, lighter, lower cost and more efficient (lower energy usage) system.
FIG. 2 illustrates operation the computer system of the preferred embodiment of the invention. As can be seen, this includes a collision avoidance computer 20, an autopilot 22, forward data flow 24 to the autopilot, forward data flow 26 to controls/servos, control/servo feedback 28 to the autopilot, and a feedback data flow 30 to the collision computer.
In an autonomous mode, when an object is encountered, the collision avoidance computer 20 is updated with data from the onboard autopilot 22 and determines the course/speed correction automatically. In a semi-autonomous mode, the collision avoidance computer 20 provides angular range and range rate data sets that are downlinked to a Ground Display Station (GDS) for processing to a) confirm that a threat is on a collision course with the air vehicle, b) determine the threat(UAV intercept point and time to intercept, c) suggest an appropriate anti-collision maneuver to the GDS UAV“pilot”, and d) provide a visual display of the target.
With respect to the passive and active sensors, the preferred passive sensor is an infrared sensor, while the preferred active sensor is either Light Detecting and Ranging (LIDAR) or Laser Detecting and Ranging (LADAR) technology. The major components of the system are preferably configured to be insensitive to Electro-magnetic Interference (EMI) while mitigating the effects of friction and other non-linearities and providing high bandpass capability. Accordingly, FIG. 3 illustrates an example of an aircraft 40 having a safety envelope 44 as developed by a passive IR camera and a scanning LADAR beam 42, and the manner in which a non-cooperating aircraft entering the envelope becomes a system target.
Although the capabilities of the collision avoidance system of the present invention are perhaps most fully illustrated in the context of an Unmanned Air Vehicle (UAV) or Unmanned Air Combat Vehicle (UCAV), it will be understood, as noted above, that numerous other applications for the present invention exist in connection with other vehicles, such as commercial airliners, private planes, helicopters, watercraft, seagoing vessels, road and rail vehicles, and so on.
The block diagram in FIG. 5 shows the principal hardware components of an example system having active/LADAR and passive/IR sensors. These include an imager 50, a LADAR sensor 52 and an onboard computer 54 having a suitable vision accelerator board 56. The arrows connecting the components show the principle data flows in the system as well as the data format between components. The bi-directional arrows between the computer (PC) and the Compass and LIDAR indicate that control (triggering) data flow over the RS-232 line to the device and data is received back from the device over the same serial name. The illustrated embodiment employs LADAR transmitter(s) that emit a LADAR signal surrounding the UAV in a variable envelope, however, it may be determined that LIDAR is better suited to certain applications.
The centroid of the envelope generated by the LADAR transmitters around the UAV searches further ahead at higher speeds as the UAV speed increases. Likewise, there are LADAR sensors that cover the same volume to detect any reflected LADAR signals. The LADAR sensor package is small enough to easily fit on existing and further UAVs. An example of a suitable small, lightweight diode laser transmitter as the Impulse XL industrial laser available from Laser Technology Inc., Englewood Colorado. This has a maximum range of 2.2 kilometers with an update rate of I Hz; the beam angular diameter is small, 3 milliradians and the native accuracy is A1 meter.
The LADAR detectors equate well to human eye capability, i.e. they detect well in Visual Meteorologic Conditions (VMC) but not in clouds. Technology permitting detection through cloud cover is available, however, and may be employed in certain embodiments of the invention.
The transmitters and receivers use laser technology, the pre-amps and the computer utilize electronic techniques, and the servos are preferably a combination of either electronic and electrical or electronic and hydraulic mechanisms; the type actuation selected will depend, in part, on application-specific design factors. The number of sensors, in turn, depends in part on whether the sensors are to be continuously rotated, either mechanically or electronically, or stationary. Exemplary directions and ranges to be covered by the sensors are as follows:
Typical Maximum Range - 5 to 10 miles (VFR)
Typical Angular accuracy - down to 1×10−5 radians
Typical Maximum cone angle - 60
Typical Maximum maneuver response time - 30 seconds (Based on a closing speed of 700 Knots).
The imager subsystem, in turn, is composed of two cameras with wide angle, “fisheye” lenses, viewing the entire sphere around the UAV, although it will be understood that a smaller field of view (i.e., less than 360°) may be suitable for some applications. These imagers detect other aircraft, with the camera image sequence being fed directly to an on-board computer, allowing real time processing of the sequence, or optionally to a ground station with information about the location of the aircraft. This is schematically shown in FIG. 4, which shows the UAV 40 and ladar beam 42, as well as the images surveillance volume 44 and a non-cooperating aircraft 46.
The imager subsystem suitably employs a fixed, staring, wide field of view (FOV), mid-wave, infra-red camera, and processes the image data for airborne targets using their motion against the background as the principal discriminator. With this camera, targets (e.g. the exhaust manifold on a small airplane) are bright against a relatively uniform background. IR cameras of this type are available from Indigo Systems Inc. (Goleta, Calif.), such as Merlin-Mid camera this uses an InSb focal plane with 340×255 pixels and the noise equivalent delta temperature is about cameras, 0.025K.
Either fixed or gimbaled camera systems may be used: With a staring system, the cameras have wide fields of view, and commensurately large resolution angles (the angle subtended by a single pixel). Because a gimbaled system is scanned, it can have a much smaller instantaneous field of view, and thus much smaller resolution angles. In practice this means that an aircraft-sized contact at a range of several miles will be resolved by a gimbaled system, but may be less than a pixel across on a staring system. Thus a trade-off is made between the mechanical complexity of a gimbaled system and the processing/imager complexity of a staring system.
Image processing using motion as the discriminator is widely used. The example system accomplishes this for unresolved as well as resolved targets, using a suitable Digital Signal Processing board and software such as that available from Pyramid Vision, Inc. (Arlington. Va.).
The objective lens is a critical element of the IR camera. Lenses having a suitable field of view (FOV) are available from Diversified Optical Products (Salem. N.H.) The lens/focal plane combination is preferably configured such that the pixel angular subtense, the angle viewed by an individual pixel, is the same as state-of-the-art (e.g., 1000×1000 pixel) cameras with 180 degree fields of view.
As can be seen in FIG. 5, the image processing system includes a computer system 54 (e.g., a PC), a Pyramid Vision Acadia PCI Vision card 56 or comparable vision accelerator board, and software written in C++(or other suitable language) that uses output from the Acadia card to produce a stabilized camera image for tracking targets. The Acadia PCI Vision System of the preferred embodiment is a PCI card powered by an 80 billion operations per second, high-performance digital signal processor. The Pyramid Vision system calculates the affine matrix stabilization of an NTSC video sequence in real time. The affine matrix is then used to register sequential images. When these sequential images are subtracted, moving objects appear as peaks against a suppressed background. Thresholding allows detecting motion of sub-pixel targets. Once the targets have been identified, a tracking algorithm is used to assure that each detected peak is a valid target, Tracking these targets over time minimizes false alarms and provides a 1 Hz update of target location.
The system avoidance system of the preferred embodiment functions within three operating modes with respect to previously inputted desired values (e.g., previously inputted courses and speeds): (1) No danger—UAV proceeds per desired values, (2) Minor/medium collision avoidance needed—UAV makes mild maneuver to avoid collision, and (3) Major collision avoidance needed—UAV responds only to collision avoid inputs (ignores desired values).
The computer system is capable of operation in autonomous and semiautonomous modes, as will be described with reference to FIG. 2.
Autonomous Mode: The collision avoidance computer 20 receives threat information from the LADAR sensors 32. The autopilot 22 keeps the computer updated with course, altitude and speed inputs. When the computer determines that a deviation is needed, it sends this data to the autopilot 22. The autopilot 22 sends the updated commands to the control servos 26 thus implementing a collision avoidance maneuver to correct the craft's course, by changing roll, pitch, yaw and/or speed as appropriate.
Semi-autonomous Mode: In this mode, the system uses best available data supplied by the detectors/sensors to warn the pilot on the ground and suggest the specific maneuver needed to protect the UAV from a collision.
As noted above, the system utilizes a shifting centroid to adjust the envelope provided by the sensors. The centroid is preferably calculated by the onboard computer based on speed, course and altitude inputs from the aircraft, as well as predetermined times required for evasive maneuvers, such as a dive, climb or turn to avoid collision, including the reaction times of the computer and autopilot or other control system.
To ensure that the UAV adequately responds to the signal, the computer determines roll, pitch and thrust input signals that are fed to the UAV's control effectors and surfaces, given known specification for the controls and servos. This loop is closed back to the computer to ensure that the computer knows that its instruction or instructions have been satisfied. Some portion of these function may be performed using an existing or conventional autopilot mechanism; in such cases, and because a relatively high bandpass is needed, the autopilot mechanism may require modification in order to be compatible with the collision avoidance functions provided by the present invention.
As previously noted, the sense and avoid (collision) system of the present invention has additional applications in other aircraft, helicopters, watercraft, road vehicles, trains, and numerous other vehicles.
With respect to watercraft, the system is similar to that described above, with the exception that there may be two envelopes or“safety cocoons” instead of one: The first “cocoon” is envisioned as a generally hemispherical infrared surveillance zone for detecting surface and air contacts and obstacles, while the second“cocoon” would be a subsurface one provided by a sonar system. This second (sonar)“cocoon” keeps the vessel out of the way of submerged obstacles, whether moving or stationary, and in shallow water serves to keep the vessel from striking shoals and other natural obstacles.
The above-water and underwater sensors will monitor for continued safe passage and if an alert is detected in either above or below water cocoons, the computer will generate a safe course around the object. This is then communicated to the shipboard navigation system. Proposed speed or turn maneuvers would be communicated to the officer of the watch in the case of manned vessels, so that the officer of the watch or captain can implement a manual override if it is decided that the maneuver is unnecessary.
In addition to the safety aspects, it will also be possible to navigate the ship or other vessel in an autonomous or semiautonomous manner using the systems of the present invention to avoid contacts/obstacles both above and below the surface.
With respect to road vehicles, visual sensors may be utilized to monitor 60° forward/backward of the vehicle. When an object is detected in the monitored area, the system may flash the head and rear lights simultaneously or otherwise provide a visual or audible warning, and if no action is taken by the vehicle's driver, the anti-collision computer will generate and implement optimum braking and steering commands to avoid or minimize collision occurrence.
With respect to trains or other rail vehicles the system may also be similar to the aircraft configuration, however the sensors may be configured to monitor somewhat narrower zones, e.g., ±15° forward and ±15° behind the rear of the train. When an object is detected in the monitored area, the driver is provided with a visual and audio warning. If the warning is ignored, the anti-collision computer will automatically apply the brakes and/or engine power to slow the train. Furthermore, the system and may actuate a horn or other audible signal and energize bright warning lights on front and/or rear of train to warn the other vehicle or a person on the tracks.
Generally, for non-aviation applications the anti-collision system may be somewhat more rugged and heavier, and also somewhat less expensive than the aircraft versions.
It is to be recognized that various alterations, modifications, and/or additions may be introduced into the constructions and arrangements of parts described above without departing from the spirit or ambit of the present invention.
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aerospace
| 1 |
https://willow-willpower.com/allgemein/my-very-first-flight/
| 2024-02-28T06:58:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474697.2/warc/CC-MAIN-20240228044414-20240228074414-00745.warc.gz
| 0.963311 | 534 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__122711149
|
en
|
Finally it happens….I am entering the big plane, and Emmanuelle – the nice woman pilot who took me from Laeticia on the Paris Air Show – gives me the very best seat of the whole plane. Its a really nice plane…lots of space for every passenger. Apparently that is part of their concept, so everybody looks quite relaxed. But I am not.
I am nervous, REALLY nervous. It was fun talking about flying all the time, looking every day in the sky, getting to know women pilots and imaging how it would be visting “air places”. All that was so much fun. But sitting here in a REAL plane and waiting for the departure is something completely different.
Ah, there is Emmanuelle. She gives me a big hug and tells me that everything is going to be alright. Since she is the pilot I am starting to relax a bit.
The engine starts, wow, my belly tickles like I am having hundreds of butterflies in my stomach. Then the plane starts to move. First slow, then faster and faster. Yesssss! My whole body is being pressed in the seat and then…what is this?….I am feeling finally so light…yes, the plane took off!!!
I am watching through the window. We are indeed above the ground. And going higher and higher. I am flying, really, I do!
I can’t take my eyes from the window, even when we are flying through the clouds. Everything is so fascinating. When Emmanuelle stands suddenly next to me, I am totally surprised.
She takes me to the cockpit. Unbelievable how many buttons and lights there are! And then I get the VIP seat, I can watch the whole flight from the cockpit window. Wonderful, amazing, lovely.
I don’t realize that hours pass when Emmanuelle takes me back to my seat again. “It’s time”, she says. And yes, now I get another funny feeling in my tummy…we are descending.
Did you guessi it right? – My first flight was also my first flight across the Atlantic…because we land in Newark! So, we are almost in New York, United States of America, but not really, as the second airport after JFK is a bit off from the city that never sleeps.
But thats no problem. I have been on my very first flight and I enjoyed every second of it. I am totally happy!!!
Now I am going to have a big sleep. – Need to be fresh for the next one!
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aerospace
| 1 |
https://flamingoair.net/2017/03/07/flamingo-air-awards-very-first-avionics-scholarship/
| 2023-09-27T22:48:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510326.82/warc/CC-MAIN-20230927203115-20230927233115-00280.warc.gz
| 0.961314 | 224 |
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en
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CINCINNATI, OHIO – MARCH 7, 2017 – Flamingo Air’s Airline Ground Schools has announced the recipient of its very first Avionics Scholarship.
The scholarship, valued at nearly $6,000, was awarded to Stephanie Morris. Stephanie hails from Battle Creek, MI, and she is a member of the Association of Women in Aviation Maintenance (AWAM). Stephanie was awarded the scholarship based on numerous criteria, including background and essay.
The scholarship consists of a two-part program culminating in an Aircraft Electronics Technician Certificate (AET).
Airline Ground Schools was established in 1967 and is now one of the most comprehensive school in the world focused on educating and training aircraft dispatchers and aircraft and drone avionics technicians. Its global campus, located at historic Lunken Airport in Cincinnati, Ohio, boasts nearly 55,000 total graduates.
Although this is the first Avionics award, it is the 72ndscholarship given by Airline Ground Schools at Flamingo Air.
For more information, visit www.flamingoair.net
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aerospace
| 1 |
https://spacewatch.global/2021/05/york-expands-manufacturing-with-new-mega-plant/
| 2023-12-10T04:44:25 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101195.85/warc/CC-MAIN-20231210025335-20231210055335-00701.warc.gz
| 0.923138 | 159 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__67869250
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en
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Paris, 19 May 2021. – York Space Systems wants to open a new “mega” manufacturing facility at its headquarters in Denver, to meet the growing demand from government and commercial customers, the company said.
York’s Manufacturing Technology Center will be the hub of the company’s next phase to expand its production capacity by four times, the space mission solution provider said.
York currently manufactures up to 20 spacecraft simultaneously, it said. The new mega-facility will enable mission launches “as fast as 30 days after contract award”.
The new facility will support the manufacture of both the S- and LX-Class spacecraft platforms, York said, providing mission capabilities including ISR, remote proximity operations, weather, global communications, and commercial earth observation.
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aerospace
| 1 |
https://bombardieratp.cae.com/elearning/freecourses/icing
| 2020-09-23T12:51:35 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400210996.32/warc/CC-MAIN-20200923113029-20200923143029-00222.warc.gz
| 0.803679 | 310 |
CC-MAIN-2020-40
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en
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CAE Civil Aviation Training Solutions
Icing Awareness: Preflight Considerations
A free eLearning Icing Awareness: Preflight Condisterations course is now available on the Customer Training web site. The objectives of this course are:
- To enhance risk awareness related to operations when airframe contamination may exist.
- To ensure all individuals involved with aircraft operations make informed decisions concerning the identification of airframe contamination and appropriate actions before flight.
This training is applicable to Senior Management, Authorities, Regulators, Flight Operations Managers, Dispatchers, Flight Attendants, Ground Crew, and Pilots.
Winter operation recommendations are contained in the aircraft Flight Crew Operating Manual (reference: Limitations and Supplementary procedures section) and in our Winter Reminder In-Service Activity Report (ISAR reference 2007-08).
To launch the Icing Awareness: Preflight Considerations eLearning course, click here.
Downloadable eLearning Zipped Package
To download the zipped courseware:
- Click here to download and save the zipped courseware.
- Unzip the file.
- Click on IcingAwareness.exe to run the courseware.
Download Instructor-led PowerPoint
To download the zipped instructor-led Powerpoint:
- Click here to download and save the zipped file.
- Unzip the file
- Click on Icing Awareness Pre-Flight Considerations.ppt to run the Powerpoint
*This course does not satisfy any requirement of 14 CFR Part 61
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aerospace
| 1 |
https://aussieairliners.org/b-737/vh-vbx/vhvbx.html
| 2023-01-29T00:02:34 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499695.59/warc/CC-MAIN-20230128220716-20230129010716-00836.warc.gz
| 0.921235 | 756 |
CC-MAIN-2023-06
|
webtext-fineweb__CC-MAIN-2023-06__0__43322940
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en
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VH-VBX. Boeing 737-705. c/n 29092-260.
Was also registered as: LN-TUG; B-5092.
This aircraft was ordered new by Babcock and Brown Aircraft Management - ?
Rolled off Boeing production line at Renton - April 01, 1999
First flown as 'LN-TUG' - April 21, 1999
Powered by CFM International CFM56-7B24 engines
This aircraft was not fitted with winglets
Entered onto Norwegian Aircraft Register as LN-TUG - May 07, 1999
Registered to Braathens A.S.A.
Delivered to Braathens A.S.A. - May 07, 1999
The aircraft was named 'Ingerid Svensdatter'
It was observed stored at Stavanger in the basic Braathens livery without titles - July 25, 2002
Returned to Babcock and Brown Aircraft Management - June 2003
Test flown at Stavenger in the standard Virgin Blue livery as LN-TUG - July 10, 2003
Entered onto Australian Aircraft Register as VH-VBX - July 23, 2003
Registered to Babcock and Brown Aircraft Management
Leased to Virgin Blue Airlines Pty Ltd as the registered operator
Ferried Christchurch - Brisbane on delivery to Virgin Blue as DJ9083 - August 22, 2003
The aircraft was named 'Sultry Sapphire'
Operated its first revenue service Brisbane - Adelaide (West Beach) as DJ750 - September 05, 2003
Operated its last revenue service Cairns - Brisbane as DJ847 - October 21, 2004
Returned to Babcock and Brown Aircraft Management - October 21, 2004
Ferried Brisbane - Christchurch for end-of-lease maintenance as DJ9072 - October 21, 2004
It was observed at Christchurch in Chang An Airlines livery as 'VH-VBX' - November 28, 2004
Cancelled from Australian Aircraft Register - November 30, 2004
Leased to Hainan Airlines then sub-leased to Chang An Airlines - November 30, 2004
Entered onto Chinese Aircraft Register as B-5092 - November 30, 2004
Ferried Christchurch - Cairns en route to Guanzhou - Xian - December 01, 2004
Lucky Air became a Hainan Airlines subsidiary - November 09, 2007
Leased to Lucky Airlines as the registered operator - July 06, 2008
Operated its final revenue service - ?
Ferried Moscow - Kemble on return to the lessor - November 26, 2012
It was observed at Kemble with engine and other airframe parts missing - April 04, 2013
Scrapped at Kemble - 2013
LN-TUG. Braathens - 'Ingerid Svensdatter' in the standard livery at Amsterdam Schiphol Airport, January 2002.
(R. N. Smith Collection Copyright Image 4621-857.)
VH-VBX. Virgin Blue - 'Sultry Sapphire' in the standard livery at Brisbane Airport, August 2004.
(R. N. Smith Collection Copyright Image 4620-553.)
VH-VBX. Chang An Airlines - in the standard livery at Christchurch Airport, November 2004.
(Z. Rae Copyright Image 4621-620.)
B-5092. Chang An Airlines - in the standard livery at Christchurch Airport, December 2004.
(G. Reid Copyright Image 4622-585.)
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aerospace
| 1 |
http://asiaaerospacecity.com/Infrastructure.aspx
| 2017-03-28T17:45:11 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218189802.72/warc/CC-MAIN-20170322212949-00138-ip-10-233-31-227.ec2.internal.warc.gz
| 0.958002 | 290 |
CC-MAIN-2017-13
|
webtext-fineweb__CC-MAIN-2017-13__0__233425455
|
en
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The aerospace industry embraces many advanced technologies and offers abundant opportunities in engineering, electronics, composite materials as well as manufacturing and systems integration. Today, Malaysia has about 200 aerospace-related organizations, with estimated combined earnings of more than RM27.5 billion and some 54,000 employees.
Malis Amanah Rakyat (MARA) has established a brand-name called Asia Aerospace City (AAC) with its nexus located at its 19-acres MIAT land within the vicinity of Subang Airport. The project, aptly named AAC-Subang, is geared to position Malaysia as Asia’s Engineering Hub with modern and high-tech facilities.
Pelaburan MARA Berhad (PMB), which is Majlis Amanah Rakyat's (MARA) investment and asset management company, will take a lead role as the master developer of the Asia Aerospace City (AAC) and in March 2014 has enlisted the service of UK's Atkins Global to develop AAC in Subang into a world-class facility. MARA conceptualized the AAC as a premier educational and business park (Edu Biz Park) as a platform for seamless interaction between academic institutions and aerospace related engineering services to churn out industry- ready human capital.
AAC is anticipated to attract global engineering services business worth US$1.1bn to Malaysia by 2020 and would enable Malaysia to become the aerospace hub of south-east Asia.
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aerospace
| 1 |
https://www.aiaa.org/detail/session/Forum-360-Autonomous-Operation-in-an-Evolving-Ecosystem
| 2024-02-22T02:10:55 |
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| 0.845582 | 204 |
CC-MAIN-2024-10
|
webtext-fineweb__CC-MAIN-2024-10__0__58784940
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en
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Forum 360: Autonomous Operation in an Evolving Ecosystem 20 June 2019 0930 - 1130
Autonomy is becoming ubiquitous in our modern world, but are we really moving the needle to integrate autonomous vehicle operation in our human piloted-world? Acceptance at each higher level of autonomy will not be the same. Verification and validation, testing, and ultimately certification for autonomous systems and complete vehicles will not be a single solution, but more likely a case-by-case solution. Panelists will explore how can we define and create a relationship among all stakeholders for autonomous technology to develop and operate seamlessly with or without humans in the loop.
Aerospace Engineering, Technology and Policy, Massachusetts Institute of Technology
Professor of Aerospace Engineering; Director, Autonomous Aerospace Systems (A2SYS) Lab; Associate Director of the Robotics Institute, University of Michigan
Chief Technology Officer, Crown Consulting
Experimental Test Pilot, Innovation Program Manager, Bell
Principal Investigator, Urban Air Mobility, MITRE
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aerospace
| 1 |
https://www.flightconnections.com/flights-from-ji-an-jgs
| 2020-07-11T13:29:13 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655933254.67/warc/CC-MAIN-20200711130351-20200711160351-00145.warc.gz
| 0.931309 | 237 |
CC-MAIN-2020-29
|
webtext-fineweb__CC-MAIN-2020-29__0__198547129
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en
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Non-stop flights from Ji'an (JGS)Last updated on: 07-11-2020
Ji'an Airport (IATA: JGS, ICAO: ZSJA), also known as Jinggangshan Airport, is a medium sized airport in China with domestic flights only.
At present, there are 19 domestic flights from Ji'an.
The longest flight from Ji'an JGS is a 920 mile (1,480 km) non-stop route to Beijing PEK. This direct flight takes around 2 hours and 45 minutes and is operated by Air China.
Airlines flying from Ji'an
In total there are 9 airlines flying from and to Ji'an. Those carriers are:
Popular destinations from Ji'an
Below you can find a list of the most popular destinations from Ji'an, based on the number of scheduled flights for this month.
Alternative airports near Ji'an
There are two alternative airports to Ji'an (JGS) within a range of 125 miles (200 km), which are Ganzhou (KOW) and Yichun, Jiangxi (YIC).
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aerospace
| 1 |
https://joannelovesscience.com/category/space-read-science/
| 2023-12-02T06:21:31 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100327.70/warc/CC-MAIN-20231202042052-20231202072052-00862.warc.gz
| 0.921923 | 685 |
CC-MAIN-2023-50
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webtext-fineweb__CC-MAIN-2023-50__0__234367595
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en
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Today we had a lively discussion with Lynn Sherr about her outstanding biography, “Sally Ride : America’s First Woman in Space”. We talked quite a bit about the sexist barriers that Sally (and Lynn Sherr, herself) help to break down in the early 1980s, listened to stories, and tried to understand what a different time it was when Sally joined NASA in 1978, and what a different place the USA was back then.
Space Read Science!
Marketing and public relations aren’t our usual subjects on “Read Science!”, but today they very much WERE rocket science, when we talked about the new book “Marketing the Moon : The Selling of the Apollo Lunar Program”, with its authors, David Meerman Scott and Richard Jurek.
9 years ago Books, Read Science!, Space, Space Read Science!, Video • Tags: Apollo Lunar Program, Apollo missions, David Meerman Scott, Google Hangout on Air, Jeff Shaumeyer, Joanne Manaster, Marketing the Moon, Read Science!, Richard Jurek, video
Our conversation today was out of this world (go on, try to avoid that pun) when our very special guest was Canadian Astronaut, recent Commander of an ISS Expedition, Twitter phenomenon, and Space Rock-Star Chris Hadfield. We talked about his new book, “An Astronaut’s Guide to Life on Earth : What Going to Space Taught Me about Ingenuity, Determination and Being Prepared for Anything”. As is our habit, we talked about science, and science outreach, and being prepared for life and everything that might come along, space toilets, and the fact that “it’s all going to be on the quiz” sooner or later.
10 years ago Books, Read Science!, Space, Space Read Science!, Video • Tags: An Astronaut's Guide to Life on Earth, astronaut, Chris Hadfield, Commander Hadfield, Google Hangout on Air, ISS, Jeff Shaumeyer, Joanne Manaster, Read Science!, video
Our conversation was almost as large as the universe when we talked with Lee Billings, discussing his book “Five Million Years of Solitude : The Search for Life among the Stars”. In addition to the scientists and the technology–and the results!–of searching for the existence of planets beyond our own solar system, we pretty much touched on questions relating to life, the universe, and everything, including communicating science, of course. As usual, we had a lively conversation about lots of interesting ideas.
10 years ago Gummy Bears, Read Science!, Space, Space Read Science!, Video • Tags: 5 Billion Years of Solitude, astrobiology, exoplanets, Google Hangout on Air, Jeff Shaumeyer, Joanne Manaster, Lee Billings, Read Science!, video
In this RS! episode we talked with famed moon-walker and space visionary, Buzz Aldrin, about his book, “Mission to Mars”, and his vision for establishing a permanent human presence on Mars. Later in the episode we were joined by Leonard David, Buzz’s co-author on the book, to talk some about their experiences with spreading the idea and engaging the public with the excitement of space exploration.
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aerospace
| 1 |
https://blog.dronestagr.am/2022/07/02/game-changer-feat-turkish-bayraktar-drone-successfully-test-fires-new-laser-guided-missile/
| 2023-06-09T07:50:06 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655446.86/warc/CC-MAIN-20230609064417-20230609094417-00011.warc.gz
| 0.883457 | 279 |
CC-MAIN-2023-23
|
webtext-fineweb__CC-MAIN-2023-23__0__202838137
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en
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‘Game-Changer’ Feat! Turkish Bayraktar Drone Successfully Test-Fires New Laser-Guided Missile
A Turkish attack drone, Bayraktar Akinci, successfully test-fired a new laser-guided missile on Saturday, expected to become a game-changer, the chief executive of the Turkish national defense firm ASELSAN said.
China’s ‘Fake Space Station’ Training Video Mocked By Netizens; Beijing Calls It ‘Foreign Conspiracy’
“Our UAVs are now much more powerful and a better deterrent. ASELSAN LGK-82 (Laser Guidance Kit) smart high-impact bombs hit the target with precision… This strike force is truly a game-changer,” Haluk Gorgun said on social media.
The drone took off from Corlu airfield in northwestern Turkey and struck the target with the aerial weapon at an altitude of 30,000 feet, state news agency Anadolu reported.
ASELSAN’s laser-precision kit converts 500-pound and 2,000-pound unguided bombs, typically used by attack aircraft, into precision-guided munitions. The drone also carried a GOZDE guidance kit developed by arms maker TUBITAK SAGE.
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aerospace
| 1 |
http://1000aircraftphotos.com/Contributions/BlackTed/6721.htm
| 2018-01-21T16:08:30 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084890795.64/warc/CC-MAIN-20180121155718-20180121175718-00589.warc.gz
| 0.955879 | 537 |
CC-MAIN-2018-05
|
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en
|
Power was provided by a 7,700 lb (3.493 kg) s.t Wright J65-W-16A turbojet, four wing stations were provided for external stores and all stations were capable of carrying the Sidewinder AAM to supplement the four-cannon built-in armament.
The first of two NA-208 FJ-4 prototypes (BuNo. 139279, 139280) flew on October 28, 1954, these being followed by 150 NA-209 series aircraft (BuNo. 139281 to 139323, 139424 to 139530), all being accepted by the USN by March 1957. Previously, on December 4, 1956, an attack fighter version, the FJ-4B, had flown, this having a stiffer wing with six stores stations and the ability to carry five Bullpup air-to-surface missiles and a guidance pod.
The USN ordered 222 FJ-4Bs: 71 NA-209 FJ-4Bs (BuNo. 139531 to139555, 141444 to 141489), and 151 NA-244 FJ-4Bs (BuNo. 143493 to 143643), and all were delivered by May 1958. A further batch of 33 FJ-4Bs (BuNo. 143644 to 143676) were cancelled. In 1962 the FJ-4 and FJ-4B were redesignated
F-1E and AF-1E respectively.
Designated FJ-4F, two FJ-4s (2nd and 4th series aircraft) were fitted experimentally with respectively monopropellant (as NA-234), bipropellant (as NA-248), and variable thrust (as NA-251) auxiliary rocket motors. 143568 is preserved at Willow Grove with the USN/USMC Reserve code 27/7W applied. Data below relate to the FJ-4:
Span: 39 ft 1 in (11.91 m)
Length: 36 ft 4 in (11.07 m)
Height: 13 ft 11 in (4.24m)
Wing area: 338.66 sq.ft (31.46 sq.m)
Weight empty: 13,210 lb (5,992 kg)
Loaded weight: 20,130 lb (9,131 kg)
Max speed: 680 mph (1,094 kmh) at sea level
Service ceiling: 9,842 ft (3,000 m)
Range: 1,485 mls (2,390 km)
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aerospace
| 1 |
https://en.softonic.com/articles/flight-simulators-for-budding-pilots
| 2019-05-26T12:06:45 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232259126.83/warc/CC-MAIN-20190526105248-20190526131248-00444.warc.gz
| 0.893428 | 469 |
CC-MAIN-2019-22
|
webtext-fineweb__CC-MAIN-2019-22__0__220748789
|
en
|
Fans of Top Gun, Flying Tigers or Wings all share the same hidden ambition: to one day be able to fly a fighter jet at Mach 2. Now not everyone’s body can take the pressure and strain of flying such a sophisticated aircraft, and it often takes thousands of hours of simulation and practice before actually jumping into the hot seat. Just ask Maverick.
Luckily, the latest games available for PC offer very realistic flight situations and ultra detailed control boards, giving you a pretty good idea of what it would be like to handle one of these machines without the fear of ever crashing. These games range from the top notch Flight Simulator to WWII dogfights and futuristic interstellar travels.
- Microsoft Flight Simulator X – A reference even for true pilots, Microsoft’s classic offers 50 different missions, more than 24,000 airports worldwide and all sorts of aircraft from light jets to commercial carriers or helicopters.
- Air Guard – Take part in massive dogfights during WWII to defend your family and country against Nazi Germany. A fast paced, arcade air battle simulator.
- Flightgear – An open source flight simulator with excellent tutorials to learn all sorts of maneuvers with 20 different aircraft in 30 different locations. Offers highly detailed 3D graphics.
- Blazing Angels: Squadrons of WWII – As a squadron commander during WWII, relive famous air battles like Pearl Harbor, the Battle of England or the bombing of Berlin. Excellent graphics and a gripping plot.
- X-Plane – Another highly realistic flight simulator, X-Plane has a wide range of aircraft to choose from and lets you familiarize yourself with your cockpit. Used by US and Canadian aviation authorities to train their pilots.
- Universal Combat A World Apart – Carry out frantic space battles throughout the universe. Needless to say this game won’t teach you how to fly, but the combat scenes are enjoyable.
- Clearview – Learn how to handle remote controlled airplanes and helicopters before actually installing yourself into a real cockpit. Offers a multiplayer mode and cool camera movements.
- Jupiter 3D Space Tour – Travel around the biggest planet in our galaxy, observing its ring, satellites and constant violent storms.
- Flight Chase – Nothing of a flight simulator, this fun little arcade game is about collecting green spheres with your aircraft and avoiding enemy fire.
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aerospace
| 1 |
http://www.spacewar.com/reports/F_35_Jet_Blast_Deflector_Testing_Underway_at_Lakehurst_999.html
| 2017-07-22T16:48:09 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-30/segments/1500549424088.27/warc/CC-MAIN-20170722162708-20170722182708-00167.warc.gz
| 0.861566 | 410 |
CC-MAIN-2017-30
|
webtext-fineweb__CC-MAIN-2017-30__0__125510967
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en
|
by Staff Writers
Lakehurst NJ (SPX) Jul 08, 2011
F-35C Lightning II carrier variant aircraft CF-2 is performing Jet Blast Deflector (JBD) tests at Joint Base McGuire-Dix-Lakehurst in New Jersey.
The JBD, located behind the catapults aboard aircraft carriers, deflects high energy exhaust from the engine to prevent damage and injury to other aircraft and personnel located in close proximity.
JBD testing is one portion of the tests required to ensure the F-35C is compatible aboard the aircraft carrier.
Testing continues with varying distances between the aircraft and JBD, and at power settings up to and including maximum afterburner power.
CF-2 arrived at Lakehurst on June 25 for JBD tests.
Comment on this article via your Facebook, Yahoo, AOL, Hotmail login.
Lockheed Martin Delivers First VNsight Sensor to the US Army
Orlando FL (SPX) Jul 07, 2011
Lockheed Martin recently delivered the first VNsight production unit for the U.S. Army's Apache Attack Helicopter, which adds a low-light-level display capability to the AH-64D Apache's combat-proven Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensor (M-TADS/PNVS), or Arrowhead, system. The VNsight visible/near infrared sensor provides the warfighter with significant ... read more
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aerospace
| 1 |
https://cosmoquest.org/x/365daysofastronomy/author/wshteam/
| 2024-04-24T12:49:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819273.90/warc/CC-MAIN-20240424112049-20240424142049-00678.warc.gz
| 0.837063 | 513 |
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After so many years, today will be the finale for Weekly Space Hangout. The last episode will feature Andromeda & Milky Way, China’s Mars Rover, exoplanets and the end of InSight.
Why nitrous oxide or laughing gas can be included as a biosignature gas? Also evidence for MOND as dark matter, dark nebulae, eruption of Io, and how to get the cosmonauts home?
Time for weekly news update with @wshcrew. The team will discuss about Artemis mission, Cubesats flew with the Artemis mission, China in space, also Lunar Flashlight / Hakuto-R / Rashid Rover. #365DaysOfAstro
This week, @WSHCrew talk with Dr. Francis Halzen about IceCube. Also news update about top astro events in 2023, top spaceflight events in 2023, ESA upcoming mission, the landing of Orion Capsule
Time for weekly news with @WSHCrew about Artemis 1, asymmetry in galaxy distribution, Mars occultation by Moon, gamma ray burst, and discussion with Dr. Karl Stapelfeldt about the science of hourglass/butterfly of L1527 amazing structured.
Join the @WSHCrew for discussion with Dr. Victor Gysembergh about his Hipparchus’ Lost Star Catalog. Also news update about Mars Rover, Artemis 1, exoplanet atmosphere and more.
This week, @WSHCrew discuss about “extremely red” QUASAR that dates back to the earliest days of the Universe with Dr. Andrey Vayner. Also how the total lunar eclipse looks red, water on Earth, plant on space, pink aurora. #365DaysOfAstro
Lets explore Venus with robotic balloons! More about this aerobots with @WSHCrew & Dr. Jacob Izraelevitz. And weekly update about Artemis, the closest black hole and more at #365daysOfAstro
Time for Weekly Space News with @WSHCrew. This week the crew discuss about technosignatures with Dr. Sophia Sheikh. Also why NASA is trying to crash on Mars on purpose, a marshmallow world, a star destroyed its planet atmosphere and ancient data finding Uranus rings.
This week we revisiting Apollo photographically with Andy Saunders. @WSHCrew also have news about meteorite impact on Mars, radio telescope on the far side of the Moon. More at #365daysOfAstro
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aerospace
| 1 |
http://www.oeacademy.org/download/morphing-aerospace-vehicles-and-structures
| 2019-03-25T19:47:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912204300.90/warc/CC-MAIN-20190325194225-20190325220225-00173.warc.gz
| 0.843036 | 1,371 |
CC-MAIN-2019-13
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webtext-fineweb__CC-MAIN-2019-13__0__112481361
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By John Valasek
Morphing Aerospace autos and buildings offers a hugely well timed presentation of the state of the art, destiny instructions and technical specifications of morphing plane. Divided into 3 sections it addresses morphing airplane, bio-inspiration, and shrewdpermanent buildings with particular concentrate on the flight keep an eye on, aerodynamics, bio-mechanics, fabrics, and buildings of those autos in addition to strength requisites and using complex piezo fabrics and clever actuators. the educational procedure followed through the individuals, together with underlying strategies and mathematical formulations, unifies the methodologies and instruments required to supply training engineers and utilized researchers with the perception to synthesize morphing air automobiles and morphing constructions, in addition to delivering path for destiny research.Content:
Chapter 1 creation (pages 1–10): John Valasek
Chapter 2 Wing Morphing in bugs, Birds and Bats: Mechanism and serve as (pages 11–40): Graham okay. Taylor, Anna C. Carruthers, Tatjana Y. Hubel and Simon M. Walker
Chapter three Bio?Inspiration of Morphing for Micro Air cars (pages 41–53): Gregg impede and Wei Shyy
Chapter four Morphing Unmanned Air motor vehicle clever form and Flight keep an eye on (pages 55–86): John Valasek, Kenton Kirkpatrick and Amanda Lampton
Chapter five Modeling and Simulation of Morphing Wing plane (pages 87–125): Borna Obradovic and Kamesh Subbarao
Chapter 6 Flight Dynamics Modeling of Avian?Inspired plane (pages 127–149): Jared Grauer and James Hubbard
Chapter 7 Flight Dynamics of Morphing airplane with Time?Varying Inertias (pages 151–175): Daniel T. supply, Stephen Sorley, Animesh Chakravarthy and Rick Lind
Chapter eight optimum Trajectory regulate of Morphing airplane in Perching Maneuvers (pages 177–203): Adam M. Wickenheiser and Ephrahim Garcia
Chapter nine Morphing shrewdpermanent fabric Actuator keep an eye on utilizing Reinforcement studying (pages 205–230): Kenton Kirkpatrick and John Valasek
Chapter 10 Incorporation of form reminiscence Alloy Actuators into Morphing Aerostructures (pages 231–260): Justin R. Schick, Darren J. Hartl and Dimitris C. Lagoudas
Chapter eleven Hierarchical regulate and making plans for complex Morphing structures (pages 261–280): Mrinal Kumar and Suman Chakravorty
Chapter 12 A Collective evaluation (pages 281–283): John Valasek
Read Online or Download Morphing Aerospace Vehicles and Structures PDF
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Extra resources for Morphing Aerospace Vehicles and Structures
The main lines of flexion are marked as white dashed lines. 1). 1). 2), but it is a much more flexible structure, which twists substantially at certain stages of the wing stroke. It also has a large flap-like structure near the wing root, called the alula, which we discuss further below. 2). Similar structures are found in many insects, including dragonflies (Odonata), bees and wasps (Hymenoptera), and lacewings (Neuroptera). The pterostigma brings the chordwise centre of mass of the wing forward, which reduces torsional flutter (Norberg 1972).
2009a). 1), so given an appropriate relative chord distribution, the umbrella effect will automatically create the linear twist distribution that is required in order to maintain a constant angle of attack across the wing. 7; Walker et al. 2009a). 7 (a) angle of incidence; (b) aerodynamic angle of attack of the wings of a desert locust Schistocerca gregaria. Spanwise variation in angle of incidence and angle of attack is shown by the intensity of the shading of the wing, where darker shading corresponds to a lower angle.
2). Similar structures are found in many insects, including dragonflies (Odonata), bees and wasps (Hymenoptera), and lacewings (Neuroptera). The pterostigma brings the chordwise centre of mass of the wing forward, which reduces torsional flutter (Norberg 1972). The leading edges of the locust and hoverfly wings are made of thick supporting veins, with multiple cross-linkages to increase rigidity. 1 Morphology of the fore- and hindwings of a desert locust Schistocerca gregaria. The black spots on the hindwing have been marked artificially for tracking.
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aerospace
| 1 |
https://money.hipipo.com/2016/08/21/sea-launch-rocket-blasts-off-into-space-with-the-dstv-eutelsat-star-awards-winning-poster/
| 2023-12-06T15:23:20 |
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| 0.923452 | 634 |
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Eutelsat Communications (NYSE Euronext Paris: ETL) announced that its EUTELSAT 3B satellite is ready for launch by a Zenit-3SL rocket operated by Sea Launch AG from the ocean-based Odyssey Launch Platform in the international waters of the Pacific Ocean. The launch is scheduled for 26 May at 14:10 Pacific Daylight Time (21:10 UTC, 23:10 CET) at the opening of a 54-minute launch window.
The launch will be a memorable event for 16-year old Kenyan student Eva Chemngorem as the rocket’s fairing is decorated with her winning poster. Eva is one of the two winners of last year’s DStv Eutelsat Star Awards. The competition is in response to a growing need to popularise science and to create excitement about space technology in young people. This pan African initiative is a collaboration between MultiChoice and Eutelsat and is geared towards encouraging students to either write an essay or design a poster about the benefits of satellite technology on the continent. Since its inception, the competition has drawn over a 3000 entries across the continent and has invigorated a passion for science amongst the younger generation.
“These Awards have afforded young people the opportunity to not only grow their confidence levels but to represent the continent on the global stage. MultiChoice Africa is encouraged every year by the success of these awards to plough more resources into this initiative as it becomes more evident that the future and development of this continent lies in the hands of young people,” said Nico Meyer, CEO of MultiChoice Africa. Michel de Rosen, Eutelsat’s Chairman and CEO highlighted the growing value of space for technological advancement, social inclusion and economic growth and added. “Space is a fantastic environment for sparking interest in science by African students and for developing knowledge in the high-tech sector that will benefit the continent. A rocket launch is an exceptional moment that brings people together from around the world. We are delighted to honour the creativity of Africa’s young population and to see the artistic work of Eva Chemngorem, who we welcomed in Paris last year, decorate the rocket taking our latest satellite into space.”
Built for Eutelsat by Airbus Defence and Space, EUTELSAT 3B is designed to increase and diversify Eutelsat’s resources and footprint at its 3° East orbital position. The first satellite to assemble Ku, C and Ka payloads in a single platform, it will operate up to 51 transponders. Its innovative tri-band configuration will enable customers to select from three frequency bands adapted to data, telecom, broadband and professional video services that are connected to a wide range of footprints covering Europe, Africa, the Middle East, Central Asia and South America.
The launch of EUTELSAT 3B will be video streamed live on www.eutelsat.com.
Visit https://www.flickr.com/photos/eutelsat_communications/ for pictures of EUTELSAT 3B getting ready for launch.
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aerospace
| 1 |
https://www.freemovie-tvwallpaper.com/category/definition/satelite
| 2023-01-28T02:53:22 |
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That stated, there are some rural residents who won’t be ready to get a satellite web connection. Satellite web isn’t out there in elements of Alaska or to folks who live in steep canyons the place a sign can’t attain. Near-ground in situ environmental monitoring tools , might use satellites for one-way data transmission or two-way telemetry and telecontrol.
With passive satellites, the reflected sign is not amplified at the satellite, and only a really small quantity of the transmitted energy truly reaches the receiver. Since the satellite is thus far above Earth, the radio sign is attenuated because of free-space path loss, so the signal obtained on Earth may be very, very weak... Read More
It continuously transmits data to the station antenna down below where it’s decoded, processed and turned into photographs in real-time (yes, as quick as it is received!). The station’s antenna points towards the satellite tv for pc and tracks it for so long as it can until it moves out of range. This known as the station’s protection circle and you can see it drawn on the map within the FarEarth Observer. The satellite tv for pc takes pictures of the Earth under and streams it all the method down to the station in real-time. We process tons of of terabytes of satellite imagery to convey you lovely international protection at a detailed 10 meter resolution... Read More
Weather satellites are primarily used to observe Earth’s weather and local weather. Satellites are often semi-independent computer-controlled techniques. Satellite subsystems attend many tasks, such as energy generation, thermal management, telemetry, angle control, scientific instrumentation, communication, and so forth. Real-time information is obtained, decoded and displayed within seconds of the satellite tv for pc imaging an space. Aerial photos complement the satellite imagery, offering rather more detail if you zoom in.
Project RAND ultimately released the report, but thought-about the satellite to be a software for science, politics, and propaganda, somewhat than a possible navy weapon... Read More
Those that orbit farther away from Earth have fewer molecules to deal with. A satellite tv for pc is greatest understood as a projectile, or an object that has only one pressure appearing on it — gravity. Technically talking, anything that crosses the Karman Line at an altitude of 100 kilometers is considered in area. However, a satellite needs to be going quick — no less than eight km a second — to cease from falling again right down to Earth instantly. These may be lofted on a rocket together with a much bigger payload, or despatched from a cell launcher on the International Space Station .
Take benefit of our fast and dependable network of servers in one hundred fifty countries and 5 continents... Read More
“Burma to launch first state-owned satellite, broaden communications”. Republic of Moldova’s first remote sensing satellite plans to begin in 2013 by Space centre at nationwide Technical University. Armenia based ArmCosmos in 2012 and introduced an intention to create and launch the nations first telecommunication satellite, named ArmSat.
Therefore, Molniya orbit satellites have been launched, primarily in Russia, to alleviate this drawback. A geostationary orbit is useful for communications as a end result of floor antennas may be aimed at the satellite tv for pc without their having to trace the satellite’s movement. Because of their low altitude, these satellites are only visible from within a radius of roughly 1,000 kilometres from the sub-satellite point... Read More
In 1903, Konstantin Tsiolkovsky (1857–1935) published Exploring Space Using Jet Propulsion Devices, which is the first educational treatise on using rocketry to launch spacecraft. He calculated the orbital velocity required for a minimal orbit, and that a multi-stage rocket fueled by liquid propellants could obtain this. The first fictional depiction of a satellite tv for pc being launched into orbit was a brief story by Edward Everett Hale, “The Brick Moon” . Live climate pictures are up to date every 10 minutes from NOAA GOES and JMA Himawari-8 geostationary satellites.EUMETSAT Meteosat photographs are up to date every 15 minutes. Zoom Earth reveals international live climate satellite tv for pc pictures in a quick, zoomable map.
The first satellite tv for pc, Sputnik 1, was put into ... Read More
Communications satellites are used for tv, telephone, radio, internet, and army applications. As of 1 January 2021, there are 2,224 communications satellites in Earth orbit. On 4 October 1957, the Soviet Union launched the world’s first synthetic satellite, Sputnik 1. Since then, about eight,900 satellites from greater than forty international locations have been launched. Of these, about 1,900 had been operational, whereas the remaining had exceeded their helpful lives and turn into space particles.
With each Viasat and HughesNet, you need to sign a 2-year contract, so it is pricey to leap ship if you do not need to pay the higher costs that kick in for almost all of your contract... Read More
Installing fiber is cheap in an condo building, the place the cost per customer is minimal. Running fiber traces out to each house in rural America would be extremely costly. The National Aeronautics and Space Administration requested the National Academies to publish a report, “Earth Observations from Space; The First 50 Years of Scientific Achievements”, in 2008. It described how the potential to view the entire globe concurrently from satellite tv for pc observations revolutionized studies in regards to the planet Earth. This development led to a new age of mixed Earth sciences. The National Academies report concluded that persevering with Earth observations from the galaxy are necessary to resolve scientific and social challenges in the future.
Low-Earth-orbiting satellites are inexpe... Read More
A few well-known examples of asteroids with moons embody 4 Vesta (which was visited by NASA’s Dawn mission), 243 Ida, 433 Eros, and 951 Gaspra. There are additionally examples of asteroids with rings, similar to Chariklo and 2060 Chiron. One of the largest culprits of space particles was the leftovers of a 2007 anti-satellite test carried out by the Chinese, which generated debris that destroyed a Russian satellite tv for pc in 2013. Also that yr, the Iridium 33 and Cosmos 2251 satellites smashed into one another, producing a cloud of debris. Thermal water pollution is the degradation of water quality as a outcome of a change in ambient water temperature.
As long as you have a clear view of the Southern sky, you could have satellite tv for pc internet entry... Read More
Landsat’s Operational Land Imager sensor information 9 bands between 430 and 2300 nm, which implies it could see colors starting from blue to shortwave infrared. Each pixel has a resolution of 30 by 30 meters, aside from the panchromatic band with a resolution of 15 meters. Heat maps show the places of wildfires and sources of excessive temperature using knowledge from FIRMS and InciWeb. Animated surface wind velocity forecast maps are generated utilizing the NOAA-NWS GFS mannequin. Tropical cyclone tracks and forecast maps are created utilizing the most recent knowledge from NHC, JTWC, NRL and IBTrACS.
Sorting the enter signals and directing the output alerts by way of input/output sign multiplexers to the proper downlink antennas for retransmission to earth satellite receiving stations ... Read More
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aerospace
| 1 |
https://esut.de/en/2020/01/meldungen/streitkraefte/17751/hx-challenge-finnland-testet-potentielle-f-18-nachfolger/
| 2020-02-25T14:22:56 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875146123.78/warc/CC-MAIN-20200225141345-20200225171345-00501.warc.gz
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CC-MAIN-2020-10
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webtext-fineweb__CC-MAIN-2020-10__0__160241933
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en
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The Finnish Defense Forces intend to 2030 its McDonnell Douglas (now Boeing belonging) F / A-18 C / D Hornet phase out and replace them with new combat aircraft. Finland operates since 1995 three seasons with F / A-18s. The successor to within the HX program to be selected. A final selection decision should be made 2,021th The first decisions Finland has taken account in the selection criteria with one. So it should be a manned multi-roles platform.
Test campaign - HX Challenge
The Finnish Air Force is from 9 January to 26 February 2020 a HX Challenge testing and evaluation event potential F-18 perform successor on the Pirkkala Air Base. The aim of the HX Challenge is to validate the data reported by the manufacturers data and skills to the Finnish conditions and by their own tests. Each of the five candidates going through a trial period of seven working days. The candidates are:
- Euro Fighter Typhoon, 9 to 17 January 2020
- Dassault Rafale 20th to January 28th, 2020
- Saab Gripen, 29 January to 6 February 2020
- Lockheed Martin F-35, 7 to 17 Feb 2020
- Boeing F / A-18 E / F Super Hornet 18th to February 26th, 2020
The HX-Challenge is the first step of capacity assessment. The aim of the test campaign is to verify whether the systems and performance data of each candidate correspond to those declared by the manufacturers data.
As the second phase, a simulation will be followed. Here, the data obtained is used in virtual simulators to szenarabhängige success to elicit a swarm of four aircraft.
In the third phase, the operational efficiency of the comprehensive solution of HX each candidate will be demonstrated by a long-term war simulation. This is based on the knowledge and data of the first two phases.
The HX-Challenge is supplemented by further tests. There will be more test flights in the country of manufacture of the candidates, simulations and lab tests.
The HX-Challenge is organized in Finland, so that the findings can be reviewed under Finnish conditions and designed in Finland tests. The aim of all candidates are guaranteed fair and balanced assessment. Thus, the Finnish winter conditions affect, in particular the performance of electro-optical sensors. In addition, other active and passive sensor systems can be affected. "Modern multipurpose fighters to deal with low temperatures and freezing cold. However, if the temperature is around zero degrees Celsius, the conditions due to a combination of rain, freezing drizzle, sleet and snow are often more difficult, "said Colonel Juha-Pekka Keränen, director of the HX program.
The new fighter aircraft to the entire territory of Finland and against air, sea and land targets can be used. Therefore, the evaluation flights in Finland will be held. The candidates having to compete against Finnish Hawk advanced jet trainer and F / A-18 Hornets.
The HX program is considered part of the development of the Finnish defense system. Therefore, Army, Navy and joint command authorities are involved in the tests. These are, among others, the FDF Logistics Command, the FDF C5 Agency or the Finnish Defense Research Agency. The new fighter aircraft will have a maximum networking with systems from the army and navy.
In the bidding capability requirements were given to five categories. These are now checked: Air-air, air-to-ground and air-water warfare, missile deployment with high range and ISTAR (Intelligence, Surveillance, Reconnaissance and Target Acquisition). The support capabilities for military and naval units are examined. The focus of the event to the verification of technical systems and not on the assessment of the tactical efficiency.
Each candidate must take between two and four aircraft to Finland. Therefore, the number of arriving in Finland aircraft and staff will vary.
Parallel zu der Testkampagne gehen die Verhandlungen mit den Anbietern weiter. Die anbieterspezifische überarbeitete Angebotsanfrage (RFQ), wurde im Oktober 2019 an die Hersteller gesendet und die Antworten müssen bis zum 31. Januar 2020 eingereicht werden. Die Anfrage für das beste und letzte Angebot (BAFO) wird den Bietern im Jahr 2020 am Ende der zweiten Phase der HX-Programmverhandlungen zugesandt. Die finnische Regierung wird 2021 über die Auftragsvergabe entscheiden. Finnland beabsichtigt insgesamt 64 Maschinen zu beschaffen.
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aerospace
| 1 |
https://www.thedronegirl.com/2014/04/03/broadcast-news-station-in-south-africa-to-use-drones-in-traffic-reporting/
| 2022-01-24T20:12:28 |
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| 0.925441 | 279 |
CC-MAIN-2022-05
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en
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Two South African media outlets are working to provide real-time traffic updates to the community using a drone.
Kagiso New Media and Jacaranda FM have plans to launch a remote-controlled drone over the N1 highway; up-to-the-minute online video feeds will capture images of traffic congestion to enrich on-air traffic reporters, as well as be streamed live online.
“In a metropolitan area with so many traffic issues, this offering will save our audience a lot time and hassle,” said Jacaranda FM general manager Kevin Fine. “We see it as a potential revolution not only in traffic reporting, but also in news reporting. It’s another innovative avenue that keeps us connected to our audience.”
The stations are the next in a wave of journalism organizations embracing the use of drones to improve upon the quality and reduce the costs of journalism. Broadcast stations often deploy helicopters to monitor traffic, so a drone offers a cheaper, more efficient alternative.
“We believe that UAV technology is an integral step into a future of transparent communications and information because it provides real time data when people need it,”said Craig Corte, chief digital officer at Kagiso Media. “We plan to be at the forefront of this technological boom so that we can capitalize on the many opportunities which it will provide.”
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aerospace
| 1 |
https://careered.sd63.bc.ca/mod/forum/discuss.php?d=208
| 2021-12-07T00:00:18 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363327.64/warc/CC-MAIN-20211206224536-20211207014536-00238.warc.gz
| 0.880338 | 106 |
CC-MAIN-2021-49
|
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This event is so much fun!
Families come to the museum to see the old planes and participate in activities such as: paper airplane making, crafts, aircraft carrier demonstration, flight simulators and this years new flying maze. Student volunteers support all these activities!
Find out more from Sara at [email protected] or 250-656-5537.
(Remember: Volunteer hours can be used toward the work experience component for Grad Transition, and/or some university program or admission requirements.)
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aerospace
| 1 |
https://forum.flitetest.com/index.php?threads/phoenix-rc-and-ft-models.56476/page-2
| 2023-12-11T16:20:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679515260.97/warc/CC-MAIN-20231211143258-20231211173258-00606.warc.gz
| 0.962493 | 188 |
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I added 50% expo to the flight controls which tames it. It's true you can't land the models without undercarriages, every time a crash even with the most gentle of touchdowns.THAT is crazy. I can hover (briefly.) I can fly like stupidly fast, and the darn thing will almost coast along at low throttle. I can't control it, though. No doubt I could adjust the throws in either the trans or the sim (don't know which, yet.) but it is WAY beyond my skill level. It is just SO responsive to every minor input.
It's a beast! A seriously cool-ass beast, but a beast, nonetheless! Good luck with that one. I am truly looking forward to the build and fly video of that.
Something fun to build for the spring....currently I'm sticking to indoor quads with Baileys and G&T's
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aerospace
| 1 |
http://www.hindustantimes.com/india/out-to-launch/story-g7d5zqC1wDJBqTQrrpHGqJ.html
| 2017-12-17T19:17:35 |
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Out to launch
The Polar Satellite Launch Vehicle (PSLV)’s cluster launch of ten satellites yesterday adds one more feather to the Indian Space Research Organisation (Isro)’s cap.india Updated: Apr 28, 2008 20:18 IST
The Polar Satellite Launch Vehicle (PSLV)’s cluster launch of ten satellites yesterday adds one more feather to the Indian Space Research Organisation (Isro)’s cap. Although this was the PSLV’s 13th flight, it was only the third time its core-alone version (without the six strap-on motors in the first stage) put satellites into orbit. In the space launch business, cluster launches are not uncommon, and Nasa and the European Space Agency (ESA) sometimes do loft half a dozen
or more satellites simultaneously into orbit. The PSLV itself has successfully launched multiple satellites three times before (three satellites each on May 26, 1999 and October 22, 2001, and four on January 10, 2007). Even then placing ten satellites, even if they weighed less than 50 kilos together, must have been a big challenge. For it meant the PSLV’s fourth stage firing of all the satellites in a timed sequence, to avoid collision.
Since its first successful flight in 1994, the PSLV’s capabilities have been steadily upgraded and today it can carry payloads double that of its original design. And its finest hour is still to come when, later this year, an augmented version of the PSLV will be used to launch India’s first moon mission. The PSLV’s reliability and cost-effectiveness evidently helped Isro win its first commercial launch contracts. But the space agency has a long way to go before becoming a major player in the global launch market. The launch capabilities of the PSLV and the Geosynchronous Satellite Launch Vehicle (GSLV) are relatively modest in international terms. And many of the foreign satellites they can carry are likely to be government-sponsored ones, which are often preferred to domestic launches.
For the rest, there will be intense competition from other launch providers. Russia, for instance, offers comparatively cheap launches on a range of rockets (including converted ballistic missiles), as does the ESA with its dependable Arianne boosters. In any case, the big moneymaking opportunities obviously lie in launching heavy communication satellites. That is a market segment Isro can hope to tap only after the more robust GSLV Mark-III becomes operational in a few years’ time.
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aerospace
| 1 |
https://aopmfg.com/services/aerospace/
| 2022-08-08T14:05:58 |
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AO Precision Manufacturing provides integrated manufacturing solutions to Aerospace, Defense and Avionics companies throughout the world. We are a 120,000 square foot climate-controlled facility operating over 100 precision CNC machines ready to support your most demanding criteria.
We are skilled at producing complex components and welcome 5-axis machining work. In addition to our standard aerospace manufacturing services, we also offer advanced engineering support, finishing processes, assembly, and kitting. Through the consolidation of these services and the utilization of an Epicor® Vantage ERP/MRP system, we save our customers time and money, while ensuring superior quality through every step of production.
AO Precision Manufacturing has proudly supported our military and defense customers for over 20 years. Our highly trained team of professionals have extensive hands-on experience with Weapon systems, Avionics, Hydraulic actuation and Ordinance delivery systems.
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aerospace
| 1 |
https://yaledailynews.com/blog/2011/04/14/ford-pushing-the-final-frontier/
| 2021-10-19T05:24:44 |
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On April 12, 1961, Yuri Alekseyevich Gagarin lifted off from the Baikonur Cosmodrome in Kazakhstan in a rocket the size of a Soviet high-rise. The ship entered outer space; Gagarin orbited the Earth once in 108 minutes before parachuting to safety in the Vostok 1 capsule, which without its rocket boosters was roughly the size of a hot tub. Prior to his flight, it was not known whether astronauts’ lungs would work in zero gravity, whether they’d be able to swallow or whether their blood would pump at all. But Gagarin launched anyway, and became the first man in space. To say he had balls would be a grave “преуменьшение” — an understatement.
The Soviets awarded him with every military and humanitarian medal under the sun; meanwhile, as Gagarin began his celebrity world tour, American scientists scrambled to understand how a country “incapable of building a decent clock radio” (according to sociopolitical cartoonist Berke Breathed) could have so thoroughly beaten them to the punch.
Tuesday, exactly 50 years later, NASA assigned final resting places to its remaining space shuttles. As Russia celebrated its short-lived legacy in space, we ended ours: Atlantis, which will be the last to fly this June, is headed to the Kennedy Space Center in Florida; Endeavor is off to the California Science Center; and Discovery will be put to bed at the Smithsonian.
A lot happened in those 50 years. In the first decade after Gagarin’s flight, we put two men on the moon. The Apollo program ran until 1975, and included five additional lunar missions that put 12 more American astronauts up on the rock. These are the only occasions on which humans have landed on another celestial body. Space shuttle testing began in 1981—since then there have been 133 total missions, 132 of them with successful launches and 131 with successful re-entries (Challenger exploded on Jan. 29, 1986, Columbia on Feb. 1, 2003).
The science of flight and space exploration has always advanced in unwieldy, unpredictable bursts. The Wright brothers achieved controlled, heavier-than-air flight in 1903; ten years later we had ace pilots killing each other en masse in World War I. The first jet flew in 1939; the Boeing 707 made commercial air travel a reality in the early 1950s, heralding the beginning of “the Jet Age.”
But then we hit a wall. These days, we fly on the same jets as our parents and grandparents did when they were young, a problem recently showcased when an aging Boeing 737 operated by Southwest saw its ceiling rip open mid-flight. The closest we’ve come to flight innovation this side of the Cold War was the Concorde — a dream that ended in flames on a runway in France in July of 2000, killing all 109 on board.
The future of space exploration now faces the same stagnation. After 50 years of stunning advances, the pace of advancement has leveled off. With more immediate financial issues at hand, Americans are understandably less than thrilled about contributing their taxes to NASA’s $19 billion budget. Faster-than-light travel seems just as distant as it was when we first reached the moon, and there are cheaper ways to boost patriotic morale than a trip to Mars. So begins a fatal Catch-22: we can’t advance without funding, but we can’t justify funding without advances.
So is that it? Are we done with space? Or are we just on a little break, until someone, somewhere, finds a way to propel us places where there’s more to do than collect rocks? I hope it’s the latter. In just 50 years, we approached the coolest ideals science fiction could dish out at an inspiring rate … then watched them recede into the azure void of “Star Trek” actor Chris Pine’s Eyes (an official term that yields 1,490,000 results on Google).
Our best hope for creating the world of Captain Kirk resides now with private enterprise. In December, PayPal founder Elon Musk’s SpaceX became the first company to orbit and recover their own spacecraft; Sir Richard Branson’s ambitiously named “Virgin Galactic” is building a spaceport in New Mexico that will launch curious billionaires on space vacations. It may take some time to escape this novelty phase, but I believe private space tourism, however scientifically useless it may seem now, is the answer. The businessmen participating in these endeavors have two things NASA and its Russian counterparts have lost since the era of Yuri Gagarin: ludicrous amounts of money and, more importantly, the kind of wild idealism that defies rational caution and safety. And some day, in a lab funded by a starry-eyed CEO, we’ll discover the next step — and even the Commies would be proud of that.
Riley Scripps Ford is a senior in Saybrook College.
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aerospace
| 1 |
http://www.azfamily.com/story/28400343/drone-rules-faa-outlines-regulations-for-commercial-use
| 2018-04-26T19:33:47 |
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Drone rules: FAA outlines regulations for commercial usePosted: Updated:
PHOENIX -- Drones are one step closer to owning the skies now that the Federal Aviation Administration announced its long-awaited proposed regulations for commercial use.
The rules are more lenient than anticipated which is good news for businesses that use drones.
The regulations do not apply to amateur drone enthusiasts, but rather people hoping to make money off the emerging tech.
ArizonaFPV (First Person View) is one of the few businesses in the Valley offering a full range of drone services. Like many businesses, it started almost by accident in Mark Yori's garage.
"Pushed record on my iPhone and I zip-tied it to the helicopter. I flew it up in the air, brought it back down, and I looked at the footage and said, 'That's a business,"' Yori said.
These days Yori and his business partner, Brian Deatherage, do everything from aerial photography to intricate three-dimensional mapping. Images that would take a survey crew months to complete can be made in only a few minutes with drone technology.
Yori said the new FAA rules pave the way for drones to affect the lives of every single one of us.
"This technology is as important as the Internet," Yori said. "It's kind of hard to understand right now."
That's why Yori said the new FAA rules are a big deal.
"It is wild, wild west; the technology has far outpaced the legislation," Yori said.
Some of the regulations include:
- FAA certification for all commercial drone pilots.
- 100 MPH speed limit.
- No flying over people not involved in the drone activity.
- No flying above 500 feet in altitude.
"It's all about safety," Yori said. "A lot of people want to speculate that the FAA is worried about people's privacy. First of all these things are very, very loud; they're not going to end up over your home without you knowing about it."
Instead, Yori believes the FAA is recognizing the need for regulatory guidance in a potentially multi-billion dollar industry.
"There's a company that just went into Reno, Nevada that I think hired 700 jobs at $70,000 per job, plus. And they're going to be manufacturing drones for first responders -- police and fire," said Yori, adding that estimates place a $7 billion value on the industry's potential once regulations allow commercial drone use.
"It's going to improve everybody's life in one way, shape or form," he continued.
The new rules aren't in effect just yet. There is a 60-day public comment where you can weigh in and let the FAA know what you think.
You may sumbit your comments at Regulations.gov.
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aerospace
| 1 |
https://www.americaspace.com/2021/01/24/spacex-launches-transporter-1-rideshare-mission-logs-third-mission-in-3-weeks/
| 2023-12-07T14:33:58 |
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Less than eight months after it triumphantly lofted NASA astronauts Doug Hurley and Bob Behnken aboard Dragon Endeavour to begin their historic voyage to the International Space Station (ISS), the B1058 Falcon 9 core roared aloft a fifth time early Sunday to deliver a multitude of commercial and government “rideshare” payloads into low-Earth orbit. All told, 143 payloads—the greatest number of satellites ever launched on a single mission—rode uphill at 10 a.m. EST, including the first ten Starlink internet communications satellites bound for polar orbit.
Following a 24-hour delay due to unacceptable weather on the Space Coast, the Transporter-1 mission—alternatively known as SpaceX Rideshare (SXRS)-3—got underway from the storied Space Launch Complex (SLC)-40 at Cape Canaveral Space Force Station, Fla., at 10 a.m. EST Sunday, at the start of a 22-minute “window”. It was the third time a Falcon 9 had launched in 2021, with high hopes that another Starlink flight tentatively scheduled for next Wednesday may turn January into SpaceX’s second-ever, four-launch month.
Weather conditions for Saturday’s opening launch attempt were predicted to be about 60-percent favorable, with additional mid-and-upper-level cloud cover brought on by the arrival of a slowing frontal system over North Florida. This was expected to induce “isolated showers”, according to the 45th Weather Squadron at Patrick Space Force Base, as well as enhancing the mid-level cloudiness. Primary issues for Saturday were expected to be a potential violation of the Thick Cloud Rule in relation to the frontal cloudiness and the Cumulus Cloud Rule with regard to the showers. An improvement to 70-percent favorable was anticipated on Sunday.
As expected, Saturday turned out to be dull and gloomy. “Due to unfavorable weather, we are standing down from today’s launch,” SpaceX tweeted. “The team will continue with the countdown until T-30 seconds for data collection.” It was reported that efforts were geared towards the backup opportunity on Sunday.
With this morning’s success, B1058 becomes only the fifth Falcon 9 core to record five missions and just the fourth booster—when one discounts the final moments of last March’s voyage of her ill-fated sister B1048—to return to an intact landing after so many launches. And in flying so often, she has now logged a new record for the shortest time it has ever taken a single Falcon 9 core to roar aloft five times.
As of this morning, a mere 239 days had elapsed since B1058 set off on her maiden voyage with Hurley and Behnken on their “Excellent Adventure”. In doing so, she neatly surpasses fleet leader B1051, which held the previous record of having flown her most recent five missions in just 273 days between April 2020 and last Wednesday.
In launching Dragon Endeavour last 30 May, B1058 helped to realize the promise of the Commercial Crew Program to return U.S. astronauts to space, aboard U.S. rockets, and from U.S. soil, for the first time since the end of the Space Shuttle era. Following a smooth launch and return to the deck of the Autonomous Spaceport Drone Ship (ASDS), “Of Course I Still Love You”, the core was reprocessed for a second launch on 20 July, during which she lifted South Korea’s ANASIS-II military communications satellite to orbit.
Flying a second time in only 51 days, B1058 eclipsed an almost 35-year-old record for the shortest period between two launches by a reusable, orbital-class booster. She broke the 54-day launch-to-launch record set by shuttle Atlantis’ STS-61B crew, way back in November 1985.
Third and fourth flights followed in rapid order. B1058 deployed 60 Starlink low-orbiting internet communications satellites into space on the morning of 6 October—helping to break the curse of a delay-prone “Scrubtober” on the Space Coast—and set a record for the shortest interval (only 129 days) between three launches by the same orbital-class booster. On 6 December, she recorded the 100th fully-successful mission by a member of the Falcon 9 rocket family when she boosted the CRS-21 Dragon cargo ship to the space station. This flight also set a record for the shortest interval (only 190 days) between four flights by the same booster.
Taking pride of place on today’s flight was the first SHERPA-FX commercial satellite dispenser, officially unveiled last summer and provided by Seattle, Wash.-headquartered smallsat launch provider Spaceflight, Inc. An earlier variant of the SHERPA was used on the firm’s first dedicated rideshare mission with SpaceX, the SSO-A SmallSat Express, launched out of Vandenberg Air Force Base, Calif., with a record-breaking 64 discrete payloads, back in December 2018. SSO-A represented the largest quantity of smallsats ever launched by a U.S. rocket at that time.
But a new generation of SHERPAs—the first of which flew today—carry a far broader range of capabilities, acting as an Orbital Transfer Vehicle (OTV) and effectively providing the Falcon 9 with a third stage. With a total spacecraft mass of around 850 pounds (385 kg), SHERPA-FX has the functionality to physically separate from the second stage of the rocket, using its own integrated avionics, before initially any of its smallsat deployments. “The vehicle,” noted Spaceflight, Inc., “is capable of executing multiple deployments, providing independent and detailed deployment telemetry and flexible interfaces.”
Future SHERPAs are expected to benefit from “greener” in-space propulsion systems, following last August’s agreement between Spaceflight, Inc., and Benchmark Space Systems of Burlington, Vt. This is expected to lead to a range of non-toxic chemical propulsion solutions “to accelerate satellite rideshare deployments to prime orbital locations” using SHERPA.
Last June, Spaceflight, Inc., and SpaceX signed a Multi-Launch Agreement to secure capacity on “several” Falcon 9 missions, due to launch through late 2021. It was stressed by Spaceflight, Inc. President Curt Blake that the “consistent launch schedule” demonstrated by the SpaceX Falcon 9 fleet would enable the provision of more reliable and less expensive rideshare options for commercial clients. According to Spaceflight, Inc., a total of 16 of its payloads—of which 15 will ride the SHERPA-FX—flew on Saturday’s mission, in what has variously been described as “Transporter-1” or “Smallsat Rideshare Mission-1”.
“Spaceflight is committed to providing unmatched launch flexibility for customers, whether that’s re-manifesting on a different vehicle, due to delays, deployments to exotic or special orbits or the ability to fly and operate “hosted” payloads,” remarked Spaceflight, Inc.’s senior vice president for business development, Grant Bonin.
“In-space transportation is essential to meeting our customers’ specific needs to get their spacecraft delivered to orbit exactly when and where they want it. If you think of typical rideshare as sharing a seat on a train headed to a popular destination, our next-generation SHERPA program enables us to provide a more complete door-to-door transportation service.”
Spaceflight, Inc.’s primary payload for Transporter-1 reportedly comprises 16 small satellites, 15 of which will reside directly on the SHERPA-FX. “Not only is it the debut flight of our next-generation SHERPA,” said Spaceflight, Inc.’s Senior Mission Manager Ryan Olcott, “we managed the end-to-end launch experience for ten CubeSats, four microsats and two hosted payloads, all during a global pandemic.”
In addition to Spaceflight, Inc.’s dedicated payloads, the Transporter-1 mission carried dozens of small CubeSats, microsats and orbital transfer vehicles for commercial and government customers.
Transporter-1 marks SpaceX’s first dedicated SmallSat Rideshare Program Mission and its 143-strong cargo of small satellites originate from a multitude of commercial and U.S. Government entities. Ten of those payloads are easily recognizable—a smaller-than-usual batch of Starlink internet communications satellites, uniquely bound for polar orbit—whilst the other 133 CubeSats, microsats and orbital transfer vehicles are assigned a range of quite different scientific and technical objectives.
Among their number are several Synthetic Aperture Radar (SAR) instruments for Earth observations, together with small satellites tasked with weather and climate monitoring, the measurement of aerosol pollutants and other “greenhouse gases” and student-led investigations into terrestrial, ionospheric and solar physics.
Multiple technology demonstrators will also ride Transporter-1, ranging from optical communications systems to autonomous formation-flying satellites and from rendezvous and proximity operations to assessing the effects of atomic oxygen on spacecraft components. And the contributors to Transporter-1 are truly international in their depth and breadth, spanning students and research teams from the United States to Germany, from Finland to Canada, from Italy to Taiwan and from Switzerland to Japan.
The first phase of today’s mission proceeded like any normal Falcon 9 mission, with B1058 separating from the stack at 2.5 minutes into ascent the Merlin 1D+ Vacuum engine of the second stage continuing the push into orbit. A brief circularization burn by the Merlin 1D+ took place at 54 minutes into flight, after which a complex deployment process for the multitude of payloads got underway.
Over an approximately 40-minute period, the payloads were separated, some singly, some in groups, with the ten Starlink satellites departing last. With 143 discrete payloads deployed, today’s launch eclipses the February 2017 flight of India’s Polar Satellite Launch Vehicle (PSLV) with 104 satellites aboard.
.Missions » Commercial Space » Starlink »
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aerospace
| 1 |
https://spaceexplored.com/2023/03/07/jaxas-h3-rocket-suffers-second-stage-failure-on-inaugural-launch/
| 2023-03-30T21:30:20 |
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Last night Japan attempted to launch its H3 rocket carrying the Advanced Land Observing Satellites 3 (ALOS 3). However, while the first stage and solid rocket boosters performed nominally, the second stage failed to light.
A decade of work with step-by-step progress
JAXA and its partner Mitsubishi Heavy Industries have worked on the H3 rocket for about a decade. Its mission is to eventually replace the agency’s HIIA rocket currently launching. H3 is supposed to be able to compete against SpaceX’s Falcon 9 on cost. However, it has years before it can compete on launch reliability.
Monday’s launch attempt was delayed from Sunday due to the weather, and Sunday’s attempt was postponed from February due to a failure to igniting the SRBs at T-0. Yesterday there was no issue getting the rocket off the ground. The SRBs ignited and detached a couple of minutes after launch, and the core stage’s engines performed as expected. Around the time of first stage cutoff, however, the rocket appeared to tumble out of control.
Exactly what went wrong has not been confirmed by JAXA, and the only piece of information that the agency put out there was that a destruction command was sent to the rocket.
While the launch failure of H3 and the loss of the ALOS 3 payload is disappointing to see, it’s a step in the right direction. The H3 rocket sported a first of its kind engine on the core stage that, as far as we know, performed well in flight.
In a press conference after the failure, Japanese officials expressed regret and apologized for losing the mission, with a task force being stated needing to be formed. “Our top priority is to do everything we can to find the cause and regain the trust in our rockets,” JAXA President Hiroshi Yamakawa said.
H3 will also support Artemis
Japan is a member of the Artemis Accords and plans to participate in the Artemis Program by building components for the Gateway lunar outpost and hopefully sending crew. However, they might also provide rockets based on the H3 to the cause.
While NASA’s Space Launch System and SpaceX’s Starship rockets will be a big focus with their crewed launching and landing capacities, JAXA’s H3 could be used too. In addition, JAXA is preparing stretched and heavy variants that could be used for resupply cargo vehicles or parts of Gateway.
Currently, however, the focus is on the commercial versions of the H3 that we saw an attempt to launch yesterday. But cheering on for their success is also cheering on for the success of Japan’s support of Artemis.
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aerospace
| 1 |
https://community.infiniteflight.com/t/atp-worth-it/493171
| 2023-02-07T01:43:58 |
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Currently, I was looking at different options. ATP is offering all flight training needed for an affordable price, BUT they do not offer a degree that is needed in a legacy. Honestly, I think it’s not worth it because my local flight school (less than 5 miles away from a ATP school) is cheaper. Also, I was considering an online college for Aviation science any suggestions? Lastly, I was wondering how big of a loan would I need to take. So I would love to get insight on those things.Thanks!
Hopefully, I could get some opinions!
There’s a lot of good ATP information in here. If you’re still stuck, give @naro a shout if you want more specifics. Best of luck! :)
Honestly, the 1500 ATP requirement is quite outrageous. They should really make it 800 or 900 hours with 100 hours in the aircraft desired, e.g. 737-800, etc. This provides a balance between safety and good pilots.
Think about how it went from 250 hours to 1500 hours on congress’ whim. That’s 6 times as much; a 600% increase.
Then there’s the issue that most will require some sort of financing to meet the requirements AND most won’t be able to finance $300,000.
It’s becoming more and more Unfeasible to become a pilot. Sure, those who follow through will be rewarded, but is it economically feasible when you start out at $80/hour of flight time while you spent $200/hour flying on a Cessna 185? Compare to other careers, it’s not. This is why airlines hire ex-military pilots - they didn’t accrue the debt needed for it.
This topic was automatically closed 90 days after the last reply. New replies are no longer allowed.
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aerospace
| 1 |
https://skimonarch.com/heli/
| 2022-07-04T16:13:32 |
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The helicopter showed up and is ready to roll. We will soon begin flying timber down to the deck sites for processing mannapotheke.de/. We are utilizing a Huey for this work. The bird can haul around 2000 pounds per turn. This team was recently working at another ski area in Colorado prior to arriving at Monarch. We ask that everyone stay clear of the ski area during the helicopter operations as there are obvious hazards involved with flying dead and dying trees off the mountain.
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aerospace
| 1 |
https://taiwanwire.com/small-steps-taken-in-pilot-airline-negotiations-participants/
| 2020-08-09T02:40:16 |
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Taipei, Aug. 11 (CNA) Some progress has been made in negotiations between China Airlines (CAL), EVA Airways and their respective pilots after labor authorities intervened in their dispute to avoid a pilots strike, participating parties said Saturday.
Separate meetings between each airline and its pilots mediated by Taoyuan City's Department of Labor were held late into the night on Friday to review work hours, pay issues and the carriers' management style, and some progress was made, according to the department.
Pilots and management from CAL have "gained focus" on several issues, while no consensus was reached on the EVA Air side, the department said in a statement.
The first round of government-led negotiations marked a good beginning for both sides because at least the carriers and the pilots union were willing to resolve differences "in a rational manner and with good will."
Pilots Union Taoyuan executive director and CAL pilot Chen Hsiang-lin (???) told CNA that participants in the CAL meeting were able to touch on how flight data should be collected and used to evaluate pilots' performance fairly.
But no agreement was reached on that particular topic, and there was no discussion of the pilot welfare issues raised by CAL and EVA Air pilots, Chen said.
Pilots from the two airlines have threatened to strike to increase their rest time and bonuses, as well as gain greater autonomy in flight operations.
Still, both sides agreed to a second round of negotiations, to be held on Aug. 16 for EVA Air and on Aug. 17 for CAL.
CAL and EVA Air pilots in the Pilots Union Taoyuan voted overwhelmingly in favor of a strike on Tuesday, and the union said it will announce a strike date Aug. 20 if the country's two major airlines do not offer their pilots better working conditions.
Around 99 percent of CAL pilots and 97 percent of EVA Air pilots who cast ballots voted to strike in the wake of unsuccessful negotiations with management, according to union tallies.
Source: Focus Taiwan News Channel
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aerospace
| 1 |
https://www.ijpr.org/show/as-it-was/2017-10-11/as-it-was-medford-company-produces-ultralight-aircraft
| 2022-12-02T23:30:57 |
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As It Was: Medford Company Produces Ultralight Aircraft
During the 1970s and early 1980s, many people throughout the world sought ultralight aircraft as an affordable way to fly. Lightweight and slow-flying, they were subject to fewer regulations than other airplanes.
Jim Higgs enjoyed flying and designed his own ultralight aircraft. In the early 1980s, he developed the Ultralight Meadowlark produced by the Meadowlark Ultralight Corp. of Medford, Ore. It has an aluminum tubing fuselage, a 35-foot wingspan and tricycle landing gear. The wings allowed for folding them back along the fuselage for ground transport or storage. The pilot sat in the open without a cabin or windshield. Its 30-horsepower engine was mounted above the pilot in front of the wing and ran on 3.7 gallons of fuel, reaching a maximum speed of 55 mph.
Higgs completed construction of the Meadowlark in 1982 and showed it at the 1983 Sun’n’Fun exhibition in Florida where it was considered one of the best designs on the American market.
Unfortunately for Higgs, the U.S. ultralight industry collapsed in 1984 and the factory only completed building and selling a small number of the Meadowlarks.
Sources: Meadowlark Ultralight Meadowlark." www.All-Aero.Com, All-Aero, 2017, all-aero.com/index.php/53-planes-l-m-n-o/6635-meadowlark-ult. Accessed 21 Sept. 2017; "Meadowlark Ultralight Meadowlark." Wikipedia, the Free Encyclopedia, 25 June 2015, en.wikipedia.org/wiki/Meadowlark_Ultralight_Meadowla. Accessed 19 Sept. 2017; Perkins, Scott. "Where Are They Now?." Vintage Ultralight and Lightplane Assoc., www.vula.org, 1999-2004, www.vula.org/where_are_they_now.html . Accessed 20 Sept. 2017.
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aerospace
| 1 |
https://www.openthenews.com/asteroid-project-psyche-will-launch-in-october/
| 2024-02-24T09:28:55 |
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Asteroid mission Psyche will set off in October
After more than a year of delays, a NASA mission to a huge metallic asteroid is set to launch in October, but the mission may be affected by a problem beyond of the agency’s control.
Project officials stated at a briefing on September 6 that everything was on track for the launch of the Psyche mission to the named asteroid. The mission is planned to launch from the Kennedy Space Centre on a SpaceX Falcon Heavy rocket between October 5 and October 25.
“One month out, we are in great shape,” said Laurie Leshin, head of the Jet Propulsion Laboratory, which oversaw mission development.
The xenon utilised for the spacecraft’s electric propulsion system is fully fueled, and it is prepared to be connected with the launch vehicle. According to Serkan Bastug, mission manager for NASA’s Launch Services Programme, the Falcon Heavy rocket will undergo a static-fire test on the launch pad roughly a week before liftoff. Psyche will be connected with the car following the test.
The project and the agency are unable to control one wildcard, despite the fact that officials indicated launch preparations are proceeding well. A continuing resolution (CR), a stopgap spending measure, will be required to support the government after September 30 because Congress is currently debating a number of appropriations measures for the upcoming fiscal year. Republicans in the House have stated that they would not support a continuing resolution (CR) if it did not include legislative elements that would be impossible to pass the Senate.
Many ongoing NASA missions would be impacted by a partial government shutdown if Congress fails to pass a CR. The director of NASA’s planetary research division, Lori Glaze, stated that she would make an effort to request a waiver so that the Psyche mission could proceed.
“We are, of course, monitoring that very, very closely,” she said of the threat of a shutdown. “In the past, NASA has been prepared to request a waiver for operations, essential mission and launch personnel to ensure that missions can meet their launch period, and we are certainly prepared to follow that same path here.”
NASA stated that operations of the International Space Station and other spacecraft already launched, as well as space launch hardware processing activities “necessary to prevent harm to life or property,” were recognised as “excepted activities” in a plan created in December 2018, just before the most recent shutdown. However, it went on to say that “unfunded work will typically be suspended on that project” for missions that haven’t yet taken off.
Psyche was supposed to launch last August, but due to delays in testing the spacecraft’s guidance, navigation, and control software, it missed its launch window. This prompted a wider investigation into institutional problems at JPL, including as a lack of coordination between teams and management understanding of the programmes that caused Psyche’s delays.
Although those problems have been resolved, the mission’s cost has gone up. Psyche’s estimated cost at the time of its confirmation was $996.4 million. According to Glaze, the new price is around $1.2 billion.
The delay will cause Psyche to arrive near the asteroid in 2029 as well. Psyche’s chief investigator at Arizona State University, Lindy Elkins-Tanton, said, “It is a long time, but we have plenty of science planning to accomplish.
The spacecraft will spend more than two years orbiting Psyche in a series of progressively lower orbits, where it will examine the metallic asteroid with a variety of cameras, spectrometers, and other sensors. Scientists anticipate that Psyche, which will be the first solar system object primarily comprised of metal to be visited by a spaceship, will shed light on the creation of the solar system and the interiors of terrestrial planets.
Another factor that has drawn attention to the project is an estimate of $10,000 quadrillion that Elkins-Tanton made for the asteroid years ago based on its mass and the worth of metals like iron and nickel.
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aerospace
| 1 |
https://aeroreport.de/en/aviation/the-transall-flies-off-into-the-sunset
| 2021-10-16T18:17:16 |
s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323584913.24/warc/CC-MAIN-20211016170013-20211016200013-00538.warc.gz
| 0.959569 | 1,891 |
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|
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|
en
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The Transall flies off into the sunset
The Transall has been faithfully serving the German Air Force for over 50 years. But its story will conclude at the end of this year—and with it MTU’s work on the Tyne engine.
07.2021 | Text: Thorsten Rienth
Thorsten Rienth writes as a freelance journalist for AEROREPORT. In addition to the aerospace industry, his technical writing focuses on rail traffic and the transportation industry.
Christian Knoll has seen a great many things since joining MTU Aero Engines in the late 1970s to train as an engine mechanic. But standing under the 5.45-meter propeller, he giggles excitedly like a little boy who has just got his hands on his first slot car racing set. But instead of the controller for a race car, he’s holding two propeller blades. In combination with two Tyne engines, they once provided thrust for a Transall C-160D—the all-round cargo aircraft that for half a century helped shape not only European aviation history but also Knoll’s life story.
Tyne and Transall have been central characters in his life all these years. At the beginning of his career, Knoll worked on the engines themselves; now he is part of MTU’s technical customer support team. His opposite number is Thorsten Schrader of Air Transport Wing 63 at NATO’s Hohn Air Base in northern Germany. As Sergeant Major and expert validator in the engine inspection group, Schrader is the last one to sign off before an overhauled Tyne engine is allowed to return to the skies.
Enough space for a Puma helicopter
Measuring 32 meters in length, the Transall C-160D possesses the power to take off from a 730-meter runway and reach its maximum operating altitude of 8,000 meters. Even when carrying a load of 14 metric tons, it can cover a range of 1,200 kilometers at a speed of 455 kilometers per hour. Its hold is even large enough to accommodate a Puma helicopter.
The Transall also features an upswept tail assembly, which allows freight to be loaded, unloaded and—depending on the mission—even dropped while airborne via a large ramp at the rear. Its twin-tire front landing gear can be rotated up to 55 degrees in either direction. In combination with the aircraft’s thrust reverser, this allows pilots like Lieutenant Colonel Tino Müller to turn the transporter on standard-width runways.
Knight in shining armor, or angel of the air
Since he first took position in the cockpit 18 years ago, Müller has logged more than 3,400 flight hours. “The Transall is a very amenable, very safe aircraft,” Müller says. “But it’s also incredibly versatile.” This is mainly due to its service history. Originally designed as a military transporter to be deployed in war zones—which explains the bulletproof floor of its cockpit and front hold—the Transall’s main role became that of knight in shining armor.
Missions during the famines in Ethiopia, the Manjil–Rudbar earthquake in northern Iran and as a pillar of airlift operations during the siege of Sarajevo earned the aircraft the name “angel of the air.” It was for Sarajevo, which sits in a deep basin and was being bombarded from all sides, that the aircraft’s crew developed a custom descent technique that sees the Transall leave its safe altitude only at the last possible moment and at an extremely steep angle of descent.
It can angle its nose downwards by six degrees. “That’s twice as steep as any other aircraft,” Müller says. Meanwhile, the pilots extend the flaps at 60 degrees, which means that instead of just delivering lift, they also offer substantial air resistance. These are further aided by the air brakes. “They ensure that we’re still traveling slowly enough to avoid putting too much strain on the airframe,” Müller explains.
Not many other pilots will equal his 3,400 flight hours, because the Transall’s fate is sealed: at the end of 2021, after more than five decades of service, It’s time to sound Taps.
“Like a big family that sticks together.”
Sergeant Major Schrader from the inspection group would rather not have to think about it. Even hardened servicemen like him melt when it comes to retiring the Transall. “I was there when a set of hydraulic pincers arrived to dismantle a Transall,” he says. “Many of us feel we’re losing a part of ourselves, it’s heartbreaking.” The peace and quiet he will enjoy at home after the Transall is retired is little compensation. He lives just 17 kilometers from Hohn Air Base. “We can hear that pleasant, low hum every time the aircraft do their rounds.”
Thanks to the “mumbling bee,” Schrader has seen almost every corner of the world. In it he has flown food to Ethiopia and performed a medevac mission from Australia to East Timor. Together, they have brought disaster aid to Central America, supervised low-altitude exercises in northern Canada and spent several months in Afghanistan.
Yes, Afghanistan. “Once, during a routine valve replacement, we pulled not only the valve out of the engine, but also a piece of conduit.” This had never happened before, either at Hohn or anywhere else. “We didn’t quite know what to think. Was that just a piece of piping, or had the other end of it been attached to a flange that had now also been dislodged?
Schrader had the cell phone number of Knoll’s predecessor at MTU technical support. “It was Friday afternoon when I called him, and he was out sailing on Lake Starnberg in the south of Germany,” Schrader says. From the boat, he made a quick call to the test stand team back at MTU. “He then called me back and said ‘No problem, we’re putting together a repair kit for you, complete with specialized tools and assembly instructions’.” The kit was rushed on the next transport bound for the Hindu Kush. Once Transall, always Transall. “Like a big family that sticks together.”
The Transall engine: Until delivery of the TP400-D6, the powerplant for the Airbus A400M, the Tyne was the most powerful propeller engine in the Western world.
It is through engines like the Tyne that MTU gradually got itself on an equal footing with international engine manufacturers
“What the operators of Tyne engines valued most of all was their unbelievable robustness,” Knoll says. “They feature parts that last for ages. Just because a couple of drops of oil are leaking out doesn’t necessarily mean the engine has to be immediately shut down.” And if it does? “Then the problem can usually be found right away and dealt with in no time.”
According to Knoll, the Tyne engine has 928 MTU modifications to its name. “For MTU, the Tyne was a constant test subject, one that flew in really harsh conditions such as ‘hot and high’ and ‘sand and dust.’ We’d hit the jackpot!” MTU also completed 73 development and improvement programs. “Definitely one of the most extensive programs concerned water/methanol injection for additional thrust.”
But Knoll sees a different aspect as being much more important. “Through military license programs like those for the Tyne, J79 and T64, MTU gradually got itself on an equal footing with international engine manufacturers.” In turn, this opened the door to participation in consortium developments such as the RB199 (Panavia Tornado), MTR390 (Eurocopter Tiger), EJ200 (Eurofighter Typhoon) and TP400-D6 (Airbus A400M).
In September, the Tyne master engine will be switched on for its final full correlation run—almost 55 years after the official acceptance test, which took place on the test stand formerly operated by MTU’s predecessor MAN Turbo on November 18, 1966.
As the curtain rises for the new year, it will fall for the Tyne—bringing a memorable era to an end. Anyone wishing to jog those memories can take a wander through the open-air part of the MTU Museum, where a Transall propeller has been on display since spring 2020. Serial number: D-103; tactical number: 50+66; entry into service: April 16, 1971. It was restored by members of “Friends of MTU Engine Technology.” And the man who organized all this was, of course, Christian Knoll.
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aerospace
| 1 |
http://russianspacenews.com/iss-4142-mission-crews-successfully-finished-passing-preflight-exams/
| 2024-04-23T08:53:10 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296818468.34/warc/CC-MAIN-20240423064231-20240423094231-00431.warc.gz
| 0.887756 | 305 |
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en
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On September 4, 2014 main (Alexander Samokutyayev, Roscosmos, Elena Serova, Roscosmos, Barry Wilmore, NASA) and back-up (Gennady Padalka, Roscosmos, Mikhail Korniyenko, Roscosmos, Scott Kelly, NASA) crews finished their complex preflight examination trainings in GCTC.
The main crew was having training on Soyuz TMA-M spacecraft simulator. In the course of the training flight the cosmonauts had to face and cope with several off-nominal situations listed on examination card:
– Separation contact failure;
– Local vertical infrared sensor failure during orbital maneuver completion;
– Kurs approaching system failure at 5 km distance from the ISS;
– Oxygen line depressurization in the course of preparation for undocking;
– Central computer failure during de-orbit burn
– Primary guidance loop failure before entering the atmosphere
At the same time the back-up crew was passing exams on Russian ISS segment simulator. Gennady padalka, Mikhail Korniyenko and Scott Kelly face the following off-nominal situations at that:
– VHF-1 transmitter failure;
– “Vozdukh” atmosphere revitalizing system vacuum pump failure;
– Fire onboard Russian ISS segment with urgent escape
Examiners gave the both crews highest marks. Professionalism, good theoretical knowledge and skills of training participants proved their readiness for the space flight.
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aerospace
| 1 |
https://www.flyaxiom.com/post/axiom-aviation-skywest-partnership
| 2023-03-23T14:50:35 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945168.36/warc/CC-MAIN-20230323132026-20230323162026-00111.warc.gz
| 0.934118 | 427 |
CC-MAIN-2023-14
|
webtext-fineweb__CC-MAIN-2023-14__0__151572518
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en
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Axiom Aviation Skywest Partnership
Axiom Aviation Flight School is a top-tier partner with SkyWest Airline's cadet program. Students that attend Axiom Aviation will be enrolled in this program which allows students to begin building seniority at the airline, which will later translate to more say in the pilot's lifestyle at the airline.
SkyWest Airlines Pilot Pathway Program
On the first day of flight training at Axiom, pilots will receive a SkyWest employee number and seniority date. Meaning that the date they begin flight training will be the date SkyWest considers them a crew member, allowing them to gain two years of seniority before going to SkyWest. Any student pilot may sign up for the cadet program in the US, but Axiom students have a significant advantage over those at other flight schools.
Here at Axiom, students will regularly interact with experienced SkyWest pilots as it hosts monthly seminars where students will receive guidance and can ask questions freely. Every student will be assigned a SkyWest mentor to help them along their journey to becoming an airline pilot. All Axiom students will be guaranteed an interview with SkyWest once they have built the required flight hours.
SkyWest is a regional carrier that operates short to medium-haul flights for several major airlines. These airlines include Delta, American, United, and Alaska. It has been in service for over 50 years and has built an impeccable legacy. Today it operates over 2,000 flights per day.
Pilots at SkyWest are guaranteed interviews at United, Delta, Southwest, and Alaska. This gives SkyWest pilots opportunities to get to the majors quicker than any other regional airline. Many pilots choose to stay at SkyWest due to the fantastic atmosphere and quality of life.
Offering some of the best domiciles of any airline in the nation is just one unique quality-of-life benefit that attracts pilots. SkyWest offers more domiciles than most major and regional carriers. With 19 domiciles spread across the US, SkyWest offers a domicile to fit every pilot and lifestyle.
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aerospace
| 1 |
https://caainternational.com/
| 2023-06-06T19:25:57 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224653071.58/warc/CC-MAIN-20230606182640-20230606212640-00769.warc.gz
| 0.8868 | 412 |
CC-MAIN-2023-23
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webtext-fineweb__CC-MAIN-2023-23__0__269861628
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en
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As the independent technical cooperation arm of the UK Civil Aviation Authority, we unite and export half a century of UK CAA knowhow to help air transport prosper. Our advice, training and regulatory tools have helped countless States reimagine the future of air travel and establish robust, sustainable regulatory systems.
CAAi awards second round of support to the Resilient Pilot Programme
Social enterprise CAA International (CAAi) has pledged £15,000 to the Resilient Pilot programme and training support. The financial contribution will fund 20 places on Resilient Pilot’s 12-month ‘Resilience Development Programme’, which commenced on the…
CAAi and Aspeq are exhibiting together at ICAO’s Global Implementation Support Symposium
We are pleased to announce that CAA International (CAAi) will be at the International Civil Aviation Organisation’s (ICAO) Global Implementation Support Symposium (GISS) in Istanbul, Türkiye, from 28 June to 1 July 2022.
CAA Malaysia extends e-Exams support contract with CAAi
Following a contract extension signed at the Asia Pacific Summit for Aviation Safety hosted in Singapore, CAA International will continue to provide the Civil Aviation Authority Malaysia with electronic examination services for Flight Crew…
CAAi and Saudi aviation regulator partner to develop world-leading safety frameworks
The General Authority of Civil Aviation (GACA) of the Kingdom of Saudi Arabia and CAA International (CAAi), part of the UK CAA, have signed a regulator-to-regulator partnership to assess and enhance Saudi Arabia’s aviation…
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aerospace
| 1 |
http://theenterprisereport.typepad.com/newport/2011/04/b-25-warbird-takes-to-the-newport-skies.html
| 2017-03-30T10:49:52 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218193716.70/warc/CC-MAIN-20170322212953-00277-ip-10-233-31-227.ec2.internal.warc.gz
| 0.974499 | 214 |
CC-MAIN-2017-13
|
webtext-fineweb__CC-MAIN-2017-13__0__173305012
|
en
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By Eric Longabardi
This past Saturday started off with an early and awesome pancake breakfast over at Newport Fire Dept's station #7 to help the City of Newport Beach kick off its 100th Fire Dept. Centennial. Soon after I was headed over to John Wayne Airport for another in a series of fly days at the local Lyon Air Museum.
Little over a month ago it was an A-26 attack bomber that took to the skies over Newport. This time it was a B-25 light bomber known as a "Mitchell". The B-25 is one of the most celebrated aircraft of the Word War II era. It is best known as the aircraft used by the U.S. to directly attack Japan with daring bombing raids led by America's famed airman Lt. Col. James "Jimmy" Doolittle, shortly after the Japanese attack on Peak Harbor in December of 1941.
The raid was most recently imortilized in the 2001 Hollywood movie 'Pearl Harbor'. Actor Alec Baldwin portrayed Lt. Col. Doolittle.
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aerospace
| 1 |
https://www.soaringusa.com/dlg-hlg-f3k/Stiletto_Lift_DLG.html
| 2023-09-22T01:42:22 |
s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506320.28/warc/CC-MAIN-20230922002008-20230922032008-00841.warc.gz
| 0.93178 | 134 |
CC-MAIN-2023-40
|
webtext-fineweb__CC-MAIN-2023-40__0__22004771
|
en
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Coming from the team at Jim Aero, this 1.2m DLG is packed with performance and ready to travel!
This plane is perfect to have in the back seat for those quick lunch flying sessions. The standard version has a slim wing with a small dihedral angle (3 degrees) for higher performance, while the Lift version wing has a higher dihedral (6 degrees) to make it a much mode docile plane to fly for those inexperienced pilots. The Stiletto makes an excellent F3K trainer. Give us a call or e-mail us with any ordering or technical questions, we'll be happy to help you make the right equipment choices.
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aerospace
| 1 |
https://yowconference.com/talks/robin-hilliard/yow-lambda-jam-2021/elixir-for-uav-avionics-15225/
| 2022-01-19T01:44:33 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301217.83/warc/CC-MAIN-20220119003144-20220119033144-00027.warc.gz
| 0.925353 | 334 |
CC-MAIN-2022-05
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webtext-fineweb__CC-MAIN-2022-05__0__239600446
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en
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Elixir for UAV Avionics
YOW! Lambda Jam 2021
Fault tolerant, concurrent, distributed and functional with superior binary wrangling capabilities and network/device connectivity - the Erlang platform designed to run the world's telephony systems also turns out to be a perfect fit for autonomous aerial vehicle control software.
In this presentation Robin will give a brief introduction to the world of autonomous aircraft, autopilots, onboard companion computers, ground stations and communication links. He will demonstrate the use of his open source Elixir MAVLink library to communicate with an Ardupilot autopilot from Elixir code, which in turn will control an accurate X-Plane simulation of a large UAV he has been working with since 2014.
Founder and CTO
Robin is the Founder & Chief Technology Officer of RocketBoots, a company providing hybrid SaaS-Edge computer vision products for major banks and retailers in Australia and New Zealand. With a life long interest in aviation and aeronautical engineering Robin is a private pilot and has been dabbling with UAV software and hardware development since 2014, including multiple attempts to qualify for the UAV Outback Challenge competition. Along the way he has created open source Elixir libraries to perform aeronautical calculations, interface with the X-Plane flight simulator, and communicate using the Micro Air Vehicle communication protocol (MAVLink) supported by several leading autopilot projects. His current project is writing an Elixir driver for the engine monitor hardware on his 8.5hp 3.5m wing span drone which is frankly a bit large for his home office.
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aerospace
| 1 |
https://girlwiththebluetypewriter.com/qa/where-did-the-4th-plane-crash-on-911.html
| 2020-10-29T07:25:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107903419.77/warc/CC-MAIN-20201029065424-20201029095424-00553.warc.gz
| 0.945066 | 1,034 |
CC-MAIN-2020-45
|
webtext-fineweb__CC-MAIN-2020-45__0__214726056
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en
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- Who owned the land Flight 93 crashed on?
- Was there a pilot on United 93?
- How many people jumped from the Twin Towers?
- Did anyone on the planes of 911 survive?
- Where is the Flight 93 crash site?
- How did 911 hijackers get through security?
- Has anyone survived an airplane crash?
- Where were the 9/11 planes supposed to go?
- What happened in the cockpit of Flight 93?
- What was Flight 93 target?
- Who hijacked Flight 93?
- Did Flight 93 crash upside down?
- How many police officers died in 911?
- Were there any bodies found on Flight 93?
- Was there a black box on Flight 93?
Who owned the land Flight 93 crashed on?
Tim LambertTim Lambert, a host at member station WITF in Harrisburg, Pa., owns land in Shanksville, where Flight 93 went down; he reflects on the tragedy.
STEVE INSKEEP, HOST: Fifteen years ago, Tim Lambert went walking on his family’s land..
Was there a pilot on United 93?
LeRoy Homer Jr.Jason DahlUnited Airlines Flight 93/Pilots
How many people jumped from the Twin Towers?
200 peopleAt least 200 people are believed to have jumped from the Twin Towers after planes struck the towers in an attack that claimed more than 2,600 lives.
Did anyone on the planes of 911 survive?
No-one survived in or above the impact area in the North Tower. Some 15 people below floor 22 survived the collapse of WTC 1, later escaping or being rescued from the rubble.
Where is the Flight 93 crash site?
Somerset County, Pennsylvania, United StatesUnited Airlines Flight 93/Location
How did 911 hijackers get through security?
Improved security screening Despite being scanned with a hand-held detector, the hijackers were passed through. Security camera footage later showed some hijackers had what appeared to be box cutters clipped to their back pockets. Box cutters and similar small knives were allowed on board certain aircraft at the time.
Has anyone survived an airplane crash?
But when the US National Transportation Safety Board did a review of national aviation accidents from 1983-1999, it found that more than 95% of aircraft occupants survived accidents, including 55% in the most serious incidents.
Where were the 9/11 planes supposed to go?
American Airlines Flight 11: a Boeing 767 aircraft, departed Logan Airport at 7:59 a.m. en route to Los Angeles with a crew of 11 and 76 passengers, not including five hijackers. The hijackers flew the plane into the northern facade of the North Tower of the World Trade Center in New York City at 8:46 a.m.
What happened in the cockpit of Flight 93?
The hijackers discuss shutting off oxygen to the cabin, and eventually the cockpit door is breached and passengers or crew members are in the cockpit fighting for control of the plane. The recording ends with a three-minute crescendo of noise as a passenger apparently just outside the door shouts, “In the cockpit!
What was Flight 93 target?
According to testimony by captured al-Qaeda member Abu Zubaydah, U.S. officials believed the White House was the intended target. A post-9/11 interview with Khalid Sheikh Mohammed and bin al-Shibh by Al Jazeera reporter Yosri Fouda stated that Flight 93 was heading for the Capitol.
Who hijacked Flight 93?
United Airlines Flight 93 was hijacked by four individuals identified as Ziad Samir Jarrah, Saeed al Ghamdi, Ahmed Ibrahim A. al Haznawi, and Ahmed Abdullah al Nami, armed with cutting instruments and stating that they had a box containing a bomb.
Did Flight 93 crash upside down?
The plane crashed in an open field next to a wooded area in Stonycreek Township, Somerset County, Pennsylvania at 10:03:11 am. The nearest town is Shanksville. Flight 93 struck the ground at a 40 degree angle almost upside down, hitting right wing and nose first, at a speed of between 563-580 miles per hour.
How many police officers died in 911?
This included: 343 firefighters (including a chaplain and two paramedics) of the New York City Fire Department (FDNY); 37 police officers of the Port Authority of New York and New Jersey Police Department (PAPD); 23 police officers of the New York City Police Department (NYPD); and.
Were there any bodies found on Flight 93?
Miller said that only 8 percent of the human remains were ever recovered because the plane, roaring down at more than 570 miles per hour, exploded when it crashed.
Was there a black box on Flight 93?
SHANKSVILLE, Pennsylvania (CNN) — Searchers Thursday found one of the so-called black boxes from United Airlines Flight 93, the hijacked airliner that crashed Tuesday in western Pennsylvania.
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aerospace
| 1 |
https://pan.bg/view_article-41-546391-en-European-Spartan-2021-exercise-boosts-C-27J-interoperability.html
| 2022-08-15T12:18:28 |
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| 0.916227 | 961 |
CC-MAIN-2022-33
|
webtext-fineweb__CC-MAIN-2022-33__0__34642153
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en
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- Spain offers to send fighter jets to Bulgaria as part of NATO plan to deter Russia
- NETHERLANDS READY TO DEPLOY F-35 TO NATO AIR POLICING IN BULGARIA
- Netherlands ready to deploy F-35 to NATO Air Policing in Bulgaria
- Spain offers to send fighters to Bulgaria to contribute to deterrence plans against Russia
- Bulgarian-American 6-month-long military exercise starts in Novo Selo range
- Working time for the Aviation Museum during the holidays
- US Ambassador Mustafa received an Honorary Diploma from the Bulgarian National Defense College
- OPERATION FRANKTON, COCKLESHELL HEROES
- PHOTOS: F-15 and bulgarian MiG-29 - U.S., Bulgarian aircrews “ACE” Castle Forge together
- Bulgarian National And Washington State Man Charged in Connection With International Enterprise That Operated Sexually Exploitive “Child Modeling” Websites
Five countries (Bulgaria, Italy, Lithuania, Romania, Slovakia) are participating in this year’s event, with four aircraft. The exercise is part of EDA’s dedicated C-27J project (Cat.B) where the five participating Member States C-27J users identify and develop common projects in the domains of operations, training, logistics, procurement, airworthiness and SESAR (Single European Sky Air Traffic Management Research) to achieve a high level of interoperability and cost-efficient operating and maintenance models. It’s the 5th edition of the exercise the last of which took place in Romania in 2019 (the 2020 edition was cancelled due to the Covid pandemic).
The C-27J Spartan aircraft is designed to perform tactical missions in peacekeeping and humanitarian operations, providing direct air transport to the theatre, day and night. The Spartan Exercise is also focused on those types of operations, training C-27J crews to fly low level, tactical navigations in different scenarios. Several airfields in Bulgaria have been chosen for training: at Cheshnegirovo airfield, crews are performing Tactical Approaches, Personnel Airdrops and Aerial Cargo Delivery, whereas Bezmer Air Base was chosen to simulate EROs (engine running operations) for medical evacuations. Operators from the Bulgarian Joint Special Operation Command as well as a Combat Control Team from the Special Forces of the Italian Air Force also take part in the exercise.
EDA’s C-27J cooperation concept
The European Defence Agency (EDA) has identified opportunities to work together with the European C-27J Spartan users to develop a far reaching level of interoperability as well as more cost efficient solutions for the operation and the support of the C27J. The activity finds its reference to the European Air Transport Fleet (EATF) scheme [The EATF is a program launched by the EDA in 2011 to improve the interoperability, operational capability and availability of the military transport fleets of the participating nations].
The main goals of the program include the optimization of human and financial resources, the reduction of costs and the development of concrete projects in the area of operations, training, logistics, procurement, airworthiness and SESAR.
At present, five European Member States operate the C-27J and one is acquiring it. EDA proposes to identify opportunities to pool expertise, human and technological resources to share common capabilities and reduce costs. As a “community of users”, C-27J operators are encouraged to identify concrete means to harmonise operations and training (common tactics, techniques and procedures, harmonisation of pilot training, etc.) or through the EATF partnership by attending European Air Transport Training events.
Proposals to pool logistics or maintenance are developed and EDA mechanisms such as Effective Procurement Methods and Sharing of Spare Parts could facilitate this process. Further transversal projects regarding airworthiness and common procurement for the C27J are implemented. Finally,recent SES regulatory processes, in particular those related to the deployment of Single European Sky Air Traffic Management Research (SESAR) require immediate attention in order to preserve effective operational access to and integration within the airspace. This is the case for instance for insertion of new technologies and upgraded equipment. Hence this C27J AHWG will address these issues collectively for the C27J Spartan.
Source: European Defence Agency (EDA)
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aerospace
| 1 |
https://www.boisestate.edu/osher/blog/2020/04/21/osher-institute-lecture-beyond-earth-50-years-since-apollo-11/
| 2023-11-30T14:15:53 |
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| 0.859944 | 137 |
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|
webtext-fineweb__CC-MAIN-2023-50__0__105224014
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en
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Click here to view: “Beyond Earth: 50 Years Since Apollo 11”
Please note: You will need to unmute the video in the upper left-hand corner of your screen.
This lecture is provided by the Osher Lifelong Learning Institute at California State University, Chico.
In a very interactive presentation, Dr. Scott Perry explains what we knew before and after the monumental moon landing on July 20, 1969. Celebrating its 50th anniversary in 2019, he demonstrates the mysteries of our solar system and describes the Apollo 11 landing in great detail.
Presenter: Dr. Scott Perry, Peer Leader, OLLI at CSU, Chico
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aerospace
| 1 |
http://www.ausa.inloop.com/en/article/113040/ums-skeldar-brings-engines-in-house
| 2018-09-21T02:38:55 |
s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267156724.6/warc/CC-MAIN-20180921013907-20180921034307-00321.warc.gz
| 0.966855 | 174 |
CC-MAIN-2018-39
|
webtext-fineweb__CC-MAIN-2018-39__0__48555002
|
en
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Unmanned aerial vehicle (UAV) company UMS Skeldar has acquired Hirth, bringing a two-stroke engine manufacturing capability in house.
The German engine company has been developing UAV engines for 30 years, it said, and carries out research and development in addition to the manufacture of powerplants at its Benningen, Germany site, with global sales co-ordinated from an office in Austria.
The existing partnership between the two companies led to the development of the heavy fuel engine that powers UMS’ Skeldar unmanned helicopter, and they jointly claim that this was the first in its class to meet NATO’s one-fuel policy to eliminate gasoline.
Want to read more? For analysis on this article and access to all our insight content, please enquire about our subscription options at ihs.com/contact
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aerospace
| 1 |
https://www.military.com/video/aircraft/jet-aircraft/scorpion-jet-coming-straight-at-you/2931887604001
| 2019-04-18T19:12:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578526228.27/warc/CC-MAIN-20190418181435-20190418203435-00132.warc.gz
| 0.872724 | 123 |
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|
webtext-fineweb__CC-MAIN-2019-18__0__75934354
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en
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Raytheon’s suite of counter unmanned aircraft system (CUAS) capabilities defend against agile unmanned threats and larger swarms.
Scorpion Jet Coming Straight at You
New footage of the Scorpion Jet taxiing straight towards the camera. The Scorpion is the first affordable, U.S.-built, tactical aircraft in decades and will benefit U.S. and partner nations requiring a modern, economical aircraft to address diverse threats. The Scorpion enables partner nations to fly their own security missions and—if needed—to operate during coalition operations. Learn more at http://www.scorpionjet.com
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aerospace
| 1 |
https://h5games.online/play/star-craft
| 2024-04-13T13:53:09 |
s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816734.69/warc/CC-MAIN-20240413114018-20240413144018-00662.warc.gz
| 0.888298 | 83 |
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Get ready for an epic space adventure with Star Craft, the ultimate shooting game! Take control of a powerful spaceship and embark on a top secret mission to outer space. But be warned, your enemies have caught wind of your plans and are on the attack! Fight back and destroy them all in this thrilling game of skill and strategy. Play Star Craft now and experience the thrill of intergalactic warfare!
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aerospace
| 1 |
https://www.tesmanian.com/blogs/tesmanian-blog/spacexstripe
| 2024-02-29T19:03:48 |
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| 0.906927 | 673 |
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en
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SpaceX is building the ‘world’s most advanced’ broadband internet infrastructure in space. The aerospace company has been launching internet-beaming Starlink satellites to Low Earth Orbit atop previously-flown Falcon 9 rockets at an incredible rate. To date, there is approximately 1,440 satellites in orbit that are already providing beta internet service to select regions in the United States and abroad. This week, John Collison, co-founder of the Stripe payment processing platform, shared SpaceX Starlink service is available in Ireland via Twitter –“Roaring performance from SpaceX Starlink in Ireland,” he wrote, “Partnering with Stripe for payments, of course!” Collison also shared a screenshot of an online speed test that says he has been receiving high-speed internet from the Starlink network, download speed of 238.34Mbps (megabits per second), upload speed of 34.39 Mbps, and latency (ping) of 37ms (milliseconds).
SpaceX is primarily focused on connecting rural regions across the world to the Starlink broadband constellation, that will have over 4,400 satellites beaming internet connection down to user terminals. The Starlink terminals are a technologically advanced phased-array antenna dish, around the size of a large pizza, that is easy to install. “Would be amazing for expanding broadband access in rural Ireland -- just plonk the dish down outside and plug it in. Hope they get full approval for Irish operations soon,” Collison said. His Tweet caught SpaceX founder Elon Musk’s attention – “Cool!” he responded.
Cool! 🇮🇪— Elon Musk (@elonmusk) April 28, 2021
For now, Starlink service is available to a limited amount of users per region on a 'first-come, first-served' basis via Starlink.com. Musk shared in February that SpaceX aims to achieve Starlink service coverage of “most of Earth by end of year, all by next year, then it’s about densifying coverage,” he said. “Important to note that cellular will always have the advantage in dense urban areas. Satellites are best for low to medium population density areas,” Musk added. Starlink will be beneficial to rural and remote communities where internet service is unreliable or completely unavailable. Musk previously said that Starlink’s speed will increase to 300Mbps and latency will drop to 20ms later this year as the satellite constellation grows. SpaceX will launch the next fleet of Starlink satellites tonight, April 28. A six-times-flown Falcon 9 rocket will liftoff at 11:44 p.m. EDT, carrying 60 satellites to low Earth orbit where they will operate at an altitude of around 550-kilometers above our planet. You can watch SpaceX launch the satellites to space Live 10-minutes before liftoff in the video linked below.
WATCH IT LIVE!
Featured Image Source: SpaceX
About the Author
Evelyn J. Arevalo joined Tesmanian in 2019 to cover news as a Space Journalist and SpaceX Starbase Texas Correspondent. Evelyn is specialized in rocketry and space exploration. The main topics she covers are SpaceX and NASA.
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aerospace
| 1 |
http://highskywing.org/?p=2979
| 2018-01-19T15:45:04 |
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| 0.950746 | 208 |
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|
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On Saturday, March 16th, the Wing’s T-28A (646) restoration project returned to the skies for the first time in several years. The test flight was conducted by Col. Bob Keating at the controls. Mark Haskin flew T-28 643 as chase and observer aircraft. The flight was about 40 minutes with Bob reporting a few squawks, but the flight was a tremendous success. Congratulations to all the hard working folks who have shed blood, sweat, and tears to get 646 back in the air. Test flights will hopefully continue in short order. Thank you to everyone who came out and supported this momentus occasion.
- Holiday Hours Midland Army Air Field Museum December 21, 2017
- Christmas Night Flights Almost Sold Out December 21, 2017
- Formation Flying Over West Texas December 19, 2017
- Christmas Night Flights Continue Through Dec 23rd. December 18, 2017
- Christmas Night Flights Kick Off With Media Night December 15, 2017
- Upcoming Events
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aerospace
| 1 |
https://aviatorsacademy.com/glass-panel/using-the-flight-director-as-a-resource/
| 2024-04-14T01:54:41 |
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| 0.911282 | 961 |
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|
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en
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A lot of general aviation pilots don’t know what a flight director is, let alone how to use it. Most of us received our instrument training on either steam gauges without a flight director, or a glass panel with not autopilot (hence no flight director). Or, your CFII didn’t know how to utilize the flight director, so you as the pilot were never taught about it.
Let’s start off with a definition. What is the flight director and what is its purpose? A quick search of Wikipedia gives us a solid technical definition of the term: “A flight instrument that is overlaid on the attitude indicator that shows the pilot of an aircraft the attitude required to execute the desired flight path.”
Still confused? Think of it this way. The flight director tells either the autopilot (if the autopilot is on) or the pilot (if the pilot is hand flying) how to position the attitude (both pitch and bank) of the airplane to achieve any number or desired outcomes. Those could be:
- A climb or descent pitch attitude to maintain a certain vertical speed
- The pitch attitude needed to maintain an altitude at a certain power setting
- The bank angle needed to achieve a half standard rate turn to a heading or course
- Bank angles that are needed for course or heading corrections
- The pitch attitude needed to keep a glide path or glide slope centered on an approach
The theory is, using a flight director simplifies the instrument scan. Without a flight director, an instrument pilot has to scan 7 different instruments on a glass panel airplane (pitch attitude, bank attitude, yaw, airspeed, altitude, heading/course, and rate of turn). A properly utilized flight director allows the pilot to focus the scan on the attitude indicator while only needing to reference the other instruments. That is, assuming the pilot has pushed the correct buttons on the autopilot control head to tell the flight director what to do. We’ll come back to this in just a second.
When the autopilot is on, the flight director will automatically be on. An autopilot has to have a flight director to reference since it is directing the autopilot where to go. If you think about it, when you are changing modes on the autopilot, you are telling the flight director what you want to the airplane to do, then it “directs” the autopilot where to go.
When a pilot is hand flying and utilizing the flight director, the same buttons on the autopilot need to be pushed to tell the flight director what to do. Then, the flight direct “directs” the pilot where to fly the airplane. So, if the pilot wants to fly a heading, push the heading button on the autopilot control head (making sure the autopilot is off), then set the heading bug on the desired heading, then the flight director will show the pilot what bank angle to fly, then it will show the pilot when to roll out to intercept the desired heading.
The same is true for flying a course (the flight director will even “direct” the pilot to fly a wind correction angle to maintain the course on most glass panel airplanes), maintaining an altitude, climbing and descending, etc.
One mistake that I see pilots make a lot is when climbing or descending, the pilot forgets to push the VS button on the autopilot controller when hand flying with the flight director. The pilot will set the altitude selector, then start a climb or descent without pushing VS. Since the pilot didn’t tell the flight director that a climb or descent was needed, the flight director is still “directing” the pilot to maintain the previous altitude. So, it’s either showing a pitch up or pitch down attitude, depending on where the previous altitude was selected. Remember, if a climb or descent is initiated while hand flying with the flight director, push VS on the autopilot control head and set the VS that is desired, just like the autopilot were on.
How can you tell if the flight director or autopilot is flying the airplane at a quick glance? Typically, in most Garmin and other glass panel equipped airplanes, the flight director is magenta and positioned on the attitude indicator. If the autopilot is on, the flight director will be filled in. If the autopilot is off, the flight director will be hollow. See the pictures below for reference. The autopilot is on in the top picture and the autopilot is off in the bottom picture.
Hopefully after reading this, pilots will have a better understanding of the flight director and how it can be used as a great tool in flying.
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aerospace
| 1 |
https://www.australianfrequentflyer.com.au/australia-bali-airlines/
| 2022-07-07T01:09:45 |
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Bali is one of the most popular holiday destinations for Australians, with well over a million Aussies flying there every year. So it’s no surprise that there are 174 flights per week from cities across Australia to Bali’s Denpasar Airport! Seven different airlines fly from eight Australian airports to Bali.
This article contains an overview of the airlines flying from Australia to Bali – which airports are served, which aircraft are used, what type of service each airline offers and how to book using frequent flyer points.
Australia to Bali on Jetstar
With 64 return flights to Denpasar every week, Jetstar has by far the most flights between Australia and Bali of any airline. Perth, Darwin, Cairns and Adelaide are served by narrow-body Airbus A320 aircraft with Economy-only seating. Flights from Melbourne, Sydney and Brisbane are on Boeing 787-8 Dreamliners which feature a small Business Class cabin. However, Jetstar’s Business seats are just large recliner seats (and not lie-flat beds).
As a low-cost carrier, Jetstar often has some of the cheapest flights to Bali. But Jetstar’s base fares only include the seat – baggage, meals, drinks, in-flight entertainment and even seat selection will all cost you extra. Jetstar’s schedules on some routes are also not great, with many redeye flights.
How to book using points: Redeem Qantas Frequent Flyer points
Australia to Bali on Garuda Indonesia
Garuda Indonesia flies daily from Sydney, Melbourne and Perth to Denpasar using Airbus A330-300 aircraft. Garuda is a full service airline so meals, entertainment and checked baggage are included for all passengers.
Garuda is renowned for its good service, and this extends to Garuda Business Class. It is the only airline to offer fully lie-flat beds in Business on all its flights from Australia to Bali, and the service is of a high quality.
How to book using points: Redeem points with any SkyTeam frequent flyer program, such as Delta SkyMiles, Flying Blue or Garuda Miles.
Australia to Bali on Virgin Australia
Virgin Australia flies 10 times per week from both Sydney and Brisbane to Bali. Virgin also offers seasonal Darwin-Bali flights, and flies from Port Headland to Bali on Saturdays. All flights are on Boeing 737-800 aircraft with 8 domestic-style recliner Business Class seats. Full service is provided to all passengers including meals, baggage and in-flight entertainment via the Virgin Australia streaming app.
How to book using points: Redeem Virgin Australia Velocity points or Singapore Airlines KrisFlyer miles
Australia to Bali on Qantas
Qantas flies daily from both Sydney and Melbourne to Bali. The Sydney-Denpasar flights are on the more spacious Airbus A330 aircraft with lie-flat Business seats and a comfortable 2-4-2 Economy layout. However, the Melbourne-Bali route is served with a Boeing 737 featuring recliner Business seats and a more cramped experience in Economy. Full service is offered on both routes, but for a more comfortable experience we’d suggest flying via Sydney.
How to book using points: Redeem Qantas Frequent Flyer points or miles with any Oneworld frequent flyer program. (Of note, Melbourne-Denpasar is a sweet spot in the Cathay Pacific Asia Miles program.)
Australia to Bali on Malindo Air
Malaysia’s Malindo Air currently flies from Kuala Lumpur to Brisbane, Melbourne and Adelaide via Bali using Boeing 737s. It will soon add a fourth fifth-freedom route from Bali to Sydney, starting 14 August 2019. Malindo Air is a hybrid of a full-service airline; all passengers receive a meal on board and free in-flight entertainment, but the airline no longer includes checked baggage with its cheapest fares. Malindo Air’s in-flight entertainment selection is rather limited, but it’s enough to keep you busy for the ~6 hour flight from Australia’s east coast to Bali. One advantage of flying Malindo Air in Economy is the generous legroom.
Malindo Air also operates a Business Class cabin on its Boeing 737s; the Business seats are not lie-flat but have a reasonable recline and come with much more legroom than Business class on Qantas and Virgin Australia’s Boeing 737s.
Malindo Air does not partner with any frequent flyer programs of interest to Australians.
Indonesia-based Batik Air operates a similar service to Malindo Air on the Perth-Bali route using Boeing 737-900ERs. This flight operates daily. Both Batik Air and Malindo Air are part of the Lion Air Group.
Australia to Bali on Indonesia Air Asia
Indonesia Air Asia is an ultra-low-cost carrier flying 3 times per day from Perth to Bali, using all-Economy Airbus A320s. Like Jetstar, Indonesia Air Asia has very low base fares and all extras are available for purchase. In addition to Bali, Indonesia Air Asia will start flying from Perth to the Indonesian island of Lombok from next Sunday.
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aerospace
| 1 |
http://www.ssplprints.com/image/90038/orville-wright-american-aviator-c-1905
| 2017-01-20T22:26:07 |
s3://commoncrawl/crawl-data/CC-MAIN-2017-04/segments/1484560280888.62/warc/CC-MAIN-20170116095120-00224-ip-10-171-10-70.ec2.internal.warc.gz
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Orville Wright, American aviator, c 1905.
© Science Museum / Science & Society Picture Library
Orville Wright (1871-1948), together with his brother Wilbur (1867-1912), was an American co-inventor and pioneer of early flight. They developed and fitted a light weight engine to their aircraft Flyer I which was piloted by Orville on 17 December 1903. This was the first powered and controlled aircraft flight, although Flyer III, built in 1905, was the first efficient plane and by 1909 the American army had ordered a military version.
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aerospace
| 1 |
https://survincity.com/2010/11/in-voronezh-air-force-academy-began-to-train/
| 2021-09-18T05:20:13 |
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|
At the Air Force Academy first started training in unmanned aircraft. The chief of the press service of the Western Military District, ColonelOleg Kochetkov
- Aileron-3SV Russian drone UAV Aileron 3SV
"In the teaching and research center Air Force" Air Force Academy "first produced a set of specialist unmanned aircraft, — he said. — At the end of this year, the first examples of unmanned aerial vehicles to go to college for the practical training of students. More than 60 people will receive a five-year course in four disciplines of management and maintenance of different drones, which are either coming into service or just pass the test. "
"Training of media professionals organized in Voronezh and Chelyabinsk branch of the Air Force Academy," — said Kochetkov.
According to him, "go to the academy Russian unmanned aerial complex" White-10 ", which is used to control objects in difficult terrain, as well as search and rescue operations."
In early 2014, is expected to enroll in military college drone "Outpost" to be used for aerial reconnaissance. Further, the number of incoming aircraft will increase.
Now the students of 1st course at the Air Force Academy completed basic military training. On Saturday in the main square of Voronezh ritual will bring students to the oath. It will take about 1,000 first-year students passed
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aerospace
| 1 |
http://bt.englishcn.com/zh/englishnews/realtime/20080925/11289.html
| 2022-08-13T12:59:53 |
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| 0.913131 | 1,035 |
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|
webtext-fineweb__CC-MAIN-2022-33__0__42724060
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The first Chinese astronaut is likely to walk in space around 4:30 pm on Friday, a day after spacecraft Shenzhou VII lifts off, the commander-in-chief of the mission's ground operation has said.
The historic moment will be broadcast live across the world, xinhua.net quoted Cui Jijun as having said on Tuesday, and the space environment is expected to be fine for the mission.
Shenzhou VII is scheduled to blast off from Jiuquan in Gansu province tomorrow night. The exact time will be announced on Wednesday.
The Shenzhou-VII mission entered the countdown stage after the final check on the spacecraft, the carrier rocket and the ground operation system was completed Tuesday morning.
Scientists simulated the ignition of the rocket and the in-flight moves of the capsule to test how the observation, control and communication systems at the Jiuquan Satellite Launch Center work.
The rocket will be loaded with fuel after an overall quality review and approval of the mission headquarters. And all the settings of the spacecraft and the observation, control and communication systems will be frozen till the launch.
The spacecraft, its Long-March II-F carrier rocket and the escape tower were fitted on the launch pad on Saturday.
Technicians checked the rocket and the spacecraft on Monday to test how it functioned, Cui said. "All work well."
The space environment will be stable and calm during the mission, the Center for Space Environment Research and Forecast (CSERF), affiliated to the Chinese Academy of Sciences, said.
"After analyzing all the conditions, we predict that the space environment will be safe for the launch and the spacewalk," Liu Siqing, CSERF deputy director, said.
Starting from Tuesday, the center will submit a report on space environment and all operation systems to the headquarters every day till the completion of mission, Liu said.
The report will cover high-energy electrons, high-energy protons, X-rays and geomagnetic fields, which could affect the spaceship's flight.
Huang Weifen, deputy chief designer of the mission's flight system, said six astronauts - three to fly out and three to be on standby - have reached Jiuquan on Sunday. One of the three on the spaceship will conduct the spacewalk.
The six astronauts have been housed in a guarded quarantine facility, she said.
Other mission staff have to wear masks and sterilized uniforms and undergo health checks before entering the compound, and cannot even shake hands with the astronauts.
Doctors on the compound are closely monitoring the astronauts' physical and psychological states, she said.
All the five satellite-tracking ships are in position to support China's first spacewalk mission. Four of the vessels are in the Pacific Ocean and one in the Atlantic.
Jian Shilong, director of China Maritime Tracking and Control Department, said the ships would track and support Shenzhou VII, and monitor the spacewalk.
The ships, which can control the shuttle's solar panels, its orbit maneuverings and help with its maintenance, are part of China's space telemetry network, which comprises about 20 terrestrial surveying stations, too.
A new purpose-built media center will be opened in Beijing tomorrow for overseas journalists covering China's first spacewalk mission. This is the first time the country will open its space mission to the foreign media.
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aerospace
| 1 |
https://www.gaia.com/article/new-paper-aliens-might-slingshot-themselves-off-super-earths
| 2021-10-19T09:19:50 |
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New Paper Says Aliens Might Slingshot Themselves Off Super-Earths
Ok, so last month, scientists posited the idea that maybe we haven’t met any aliens yet, because they live on a “Super-Earth” sized planet, and gravity there is so strong that it’s prevented them from having a successful space program. But now, a new paper has provided a solution to that problem: a slingshot.
Astrophysicist Michael Hippke, made the astute observation that it would be pretty difficult to launch a rocket from a Super-Earth sized planet, due to its high surface gravity and the extreme amount of power needed to achieve escape velocity.
This came in light of the recent discovery that Super-Earths, or rocky planets around 10 times the size of Earth, are the most common planets in solar systems we’ve observed so far. In fact, scientists believe they’ve just recently discovered one in our own solar system.
These planets would also have thicker atmospheres, shielding the surface from dangerous cosmic radiation and solar activity, creating even more favorable conditions for life to flourish. In short, there’s a really good chance life exists on those planets, and we’ve pinpointed about 1,000 of them.
That’s why scientists want to study them, but if there’s an indirect observation that could rule them out, why waste time? That was the point of Hippke’s observation and it provided a relatively new answer to the Fermi Paradox; if the universe is so vast, why haven’t we made contact with or observed extraterrestrial life?
But now in a riposte to Hippke, a new paper has argued that one way of overcoming such intense gravity would be a slingshot assist to traditional rocket propulsion, otherwise referred to as a tether-assisted space launch system. With a Super-Earth planet, it would require more than double the escape velocity and about 104 times the amount of fuel required to leave Earth. But not if you only need to get half way there…
This hypothetical tether would be attached to what’s described as a “skyhook” rotating with the planet’s orbital velocity. At some point the tether attached to the hook would pause momentarily at a lower altitude, allowing a launched rocket to dock with it, before being flung into orbit. This would save a significant amount of fuel and allow the rocket to use the planet’s gravity as an assist.
This idea seems to piggyback off the concept of a space elevator, although the paper acknowledges that a Super-Earth’s gravity would pull too hard on a space elevators cables to make the idea feasible. The material needed to build a tether that strong has yet to become a reality here on Earth, but scientists working with carbon nanotubes think they may have something soon.
If these hypothetical arguments just sound like sci-fi conjecture, it’s because they are, at least for now. But they could form the basis for future innovations in rocket propulsion, interplanetary space flight, and hopefully, discovering alien life.
Alex R. Howe, the author of this recent paper seems to hint that the concept of a tether-assist could be implemented with modern technology and would be especially useful for interplanetary travel, where fuel weight is such a tricky variable. Will Elon Musk take note?
An Evolution of Ancient Astronaut Theory's Proof and Proponents
Religion molds many people’s worldview and beliefs about our origin as a species. From a young age, and even as we grow older, we tend to hold on to aspects of those stories – many of which involve magic or divine phenomena. But as technology has progressed over those years, things that once seemed magical, now make perfect sense and fall within the widening realm of possibility. And as our modern worldview has become shaped by this techno-centric, materialist scope, the ancient astronaut theory has found an increasingly larger audience.
If you’re not familiar with Gaia’s content, maybe you’ve seen the program Ancient Aliens on History Channel, or possibly read Erich von Däniken’s classic book Chariots of the Gods? These series are founded on the ancient astronaut hypothesis; the assertion that if you reinterpret biblical accounts of supernatural gods with magic powers instead, as members of an advanced extraterrestrial race with advanced technology, their depictions make a lot more sense.
Arthur C. Clarke famously made this contention later when he said, “any sufficiently advanced technology is indistinguishable from magic.” And though it’s unclear whether Clarke ascribed to the belief, it’s likely he would have at least entertained it.
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aerospace
| 1 |
https://greencancun.org/environmental-impacts-of-tourism/sound-pollution/
| 2020-09-23T01:56:58 |
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|
webtext-fineweb__CC-MAIN-2020-40__0__171827693
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en
|
The large of portion (90%) tourists visiting Cancun are foreigners, especially from United States. The principle mode of transportation is air travel and over the last the decade, there is a significant increase in aviation industry offering cheap flights. In order to reduce the cost, airlines may not strictly follow the aviation policies including Airport Noise and Capacity Act that suggests the reduction of aircraft noise by replacement of louder aircraft with quieter one. Tourism-related travel represents a significant portion of air travel in state, and airplanes are one source of noise pollution (Castillo, 2005).
Apart from, aviation industry, cars, buses, as well as recreational vehicles such as sand mobiles and jet skis supporting local tourism could also significantly contribute to sound pollution. In addition, large construction project required in support of tourism infrastructure may create a significant noise. In addition to causing annoyance and even hearing loss for humans, it causes distress to wildlife, especially in sensitive areas .
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aerospace
| 1 |
https://iflyaugusta.com/pages/the-sim
| 2023-10-03T23:09:38 |
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Touch Trainer VX BATD - $35/hrPOH
Our FTS TouchTrainer is an FAA approved high-performance BATD (Basic
Aviation Training Device). The BATD flight simulator is complete with
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http://susansdesign.com/freeflight.htm
| 2022-08-18T08:08:59 |
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aerospace
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The World Trade Organization has ruled that some U.S. government aid to aircraft maker Boeing Co. is illegal.
The WTO’s report details findings first issued in private to the EU and U.S. in January.
It says the EU has demonstrated the U.S. gave Boeing “export subsidies that are prohibited” and recommends the U.S. either withdraw them or “take steps to remove the adverse affects.”
The report is based on an EU complaint and the dispute will likely next go to a WTO appeals panel.
The Geneva-based trade body also has faulted European governments for illegally supporting local aircraft maker Airbus, a unit of European Aeronautic Defence and Space Co.
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https://proaviationtips.com/tag/fashion/
| 2022-05-16T05:59:14 |
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Here we take a look at the personalized experience offered by A Cut Above Pilot Shirts and their Pilot shirt and other uniform offerings.
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aerospace
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https://greeneyezwinkin5.wordpress.com/groupthink-and-the-space-shuttle-challenger-disaster/
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Groupthink And The Space Shuttle Challenger Disaster
I am posting this paper to reveal my writing and research skills.
WHY DIDN’T THEY LISTEN???
— DOOMED FROM THE BEGINNING–
What were the key events leading up to the “The Space Shuttle Challenger Disaster”?
1974: Morton-Thiokol awarded contract to build solid rocket boosters. 1976: NASA accepts Morton-Thiokol booster design. 1977: Morton-Thiokol discovers joint rotation problem. The test showed rotation of joints causes loss of secondary O-rings.
1980: SRB joint classification described as criticality 1R (1R = Redundant hardware element, failure of which could cause loss of vehicle). 1981-82: Anomalies in O-rings found in initial flights.
November 1981: O-ring erosion discovered after second shuttle flight.
December 1982: Tests proved secondary O-rings no longer functional under 40% maximum operating pressure.
- Criticality changer to 1(1 = loss of life or vehicle).
- Paperwork after this time showed SRB joint still as 1R.
|Criticality 1||Loss of life or vehicle if the component fails.|
|Criticality 2||Loss of mission if the component fails.|
|Criticality 3||All others.|
|Criticality 1R||Redundant components, the failure of both could cause loss of life or vehicle.|
|Criticality 2R||Redundant components, the failure of both could cause loss of mission.|
January 24, 1985: STS 51-C launched in lowest ever temperature: 53° degrees. Shuttle flight that exhibited the worst O-ring blowby.
February 8 1985: Analysis by Morton-Thiokol noted risk of O-ring failure.
Concluded risk should be accepted because of secondary O-ring. April 29 1985: STS 51 – B:
Primary O-ring never sealed, second eroded beyond predicted limits.
Marshallplaced a launch constraint on 51- F and all subsequent flights.
Morton-Thiokol was unaware of constraint (which was waived for each subsequent flight.
July 1985: Morton-Thiokol orders new steel billets for new field joint design. Morton-Thiokol engineers set up task force to solve O-ring problem.
October 1985: Task force complains of lack of cooperation from management.
October/November 1985: 61– A & 61– B both experience O-ring problems.
December 1985: Morton-Thiokol management 1) believes problem is so severe that they will not ship anymore engines with current design 2) recommends closure of O-ring problem. August 19, 1985: NASA Level I management briefed on booster problem. January 27, 1986: Night teleconference to discuss effects of cold temperature on booster performance.
January 28, 1986: Challenger explodes 73 seconds after liftoff.
Morton-Thiokol, a Utah based NASA contractor was awarded the contract to design and build the Solid Rocket Boosters (SRB) in 1974. Howard Berke described it as producing, “The solid rocket motors that lifted space shuttles from their launch pads. The rockets were like stacked metal cans stuffed with highly explosive propellant. The forces of liftoff tended to pull the cans apart slightly where they joined. Rubber O-rings lined those joints and kept burning propellant from leaking out.” NASA accepted the design in 1976.
Alan McDonald, director of the Solid Rocket Motor Project at Morton-Thiokol, was convinced that there were cold weather problems with the solid rocket motors. It had been communicated by two of the engineers working on the project, Robert Ebeling and Roger Boisjoly that leaking gas was already known to occur. His analysis proved that the hot gases went past the primary and secondary O-rings to the outside. Morton-Thiokol knew there was a dilemma with the boosters as early as 1977.
Leon Ray documented his visits to two O-ring manufacturers, both of whom expressed concerns relative to the O-ring performing properly in the joint design. During that time proposals were written suggesting the relaxation of clevis joint O-ring acceptance and the use of standard thickness for clevis joints allowing O-ring compression to fall below minimum industry accepted values, the office stated opposition
to these proposals. On January 9, 1978 John Miller, The chief solid motor branch at Marshall Space Flight Center, discussed the summary findings as, “We believe that the facts presented in the preceding paragraphs should receive your most urgent attention…high quality O-rings are mandatory to prevent hot gas leaks and resulting catastrophic failure.”
A Nasa memorandum written on February 6, 1979 acknowledged, “Parker experts would make no official statements concerning the reliability and potential risk factors associated with the present design; however, their first thought was that the O-ring was being asked to perform beyond its intended design and that a different type of seal should be considered.” Planning for mission 51-L Challenger began in 1984. Lynn Fraser (2004) described it as, “The aim of the mission was to deploy the second tracking and data relay satellite and the Spartan Halley’s Comet observer.” McDonald had commenced a redesign effort in 1985 regarding the O-rings.
On January 27, 1985, one year before launch, NASA announced the names of the astronauts assigned to mission 51-L: Commander: Francis R. Scobee; Pilot: Michael J. Smith; Mission Specialist One: Ellison S. Onizuka; Mission Specialist Two: Judith A. Resnik and Mission Specialist Three: Ronald E. McNair. On board there were seven people, five professional astronauts, one industrial client, and one civilian teacher. Captain Scobee and copilot Smith commanded the mission. Finally, there were Christa McAuliffe (a payload specialist) and Greg Jarvis (a payload specialist) from NASA client Hughes Aircraft. Not only did this crew contain the first civilian, but it had two women and two minorities (Onizuka was Hawaiian of Japanese descent, and McNair was black). This was to be the 25th shuttle into space from Cape Canaveral: Mission 51-L, the 10th flight of the orbiter Challenger.
The responsibilities for the payload specialists were to be: Ms. McAuliffe was going to perform a series of classroom lessons and experiments from orbit, who was assigned to the 51-L crew in July, 1985. Mr. Jarvis was going to perform a series of fluid dynamics experiments that would support satellite redesign and was last to be added to the crew on October 25, 1985.
NASA Level I organization had been briefed on the O-ring problem on August 19, 1985. Approximately half of the shuttle flights had experienced O-ring erosion in the booster field joints. Ebeling and Boisjoly had expressed to Morton-Thiokol that management was not behind the redesign task force. A memo went out from J.E. Kingsbury of NASA September 5, 1985 expressing his concerns. Kingsbury informed Lawrence Mulloy that he placed high priority on the O-ring seal problem and required supplementary information on a strategy for improving the circumstances “I consider the O-ring seal problem on the SRM to require priority attention of both Thiokol/Wasatch and MSFC….please arrange such a briefing no later than September 13, 1985, from my point of view, this can be accomplished by telecom with Morton-Thiokol.”
The crew began training 37 weeks before launch. All NASA crew members exceeded the number of training hours required and were certified in all mission tasks. All flight controllers were also certified and ready for flight.
The time frame during the day when a flight could be launched had many factors to consider. There were requirements of the Orbiter and the payloads. The Challenger was limited due to providing the best lighting conditions for Spartan’s observations of Halley’s Comet. There were three postponements of the launch date that was discussed during a late afternoon management conference on January 25, 1986 in which members reviewed the weather forecast for the Kennedy area. Since the forecast was unacceptable during the launch window the countdown actions were terminated.
The day before the anticipated launch, January 27 1986, the minimum temperature was 46.0°F with an average was 51.8° F. and NASA began with fueling of the external tank at 12:30 a.m. and the Challenger crew was awakened at 5:07 a.m.; the events proceeded in a normal fashion with the crew in the shuttle by 7:56 a.m.; but around
9:00 a.m. the countdown was terminated when there appeared to be a problem with the exterior hatch handle. When the crew corrected the situation the wind had changed in turn, cancelling the flight and rescheduled for January 28, 1986.
The night before the launch had been a cold one, and frost had formed on the O-ring in question, freezing it and making it brittle with ice accumulating on the launch pad causing considerable concern for the launch team. The weather forecasted to be clear and very cold, with temperatures dropping into the low twenties overnight. In reaction, the ice inspection team was sent to the launch pad at 1:35 a.m., January 28 and returned to the Launch Control Center at 3:00 a.m.
Also, during the night, prior to fueling, a problem developed with a fire detector in the ground liquid hydrogen storage tank. Though it was ultimately tracked to a hardware fault and repaired, fueling was delayed by two and half hours. By continuing past a planned hold at launch minus three hours, however, the launch delay was reduced to one hour. The Crew was awakened at 6:18 a.m. and rescheduled. Yet, after a meeting to consider the team’s report, the Space Shuttle program manager decided to continue the countdown. Another ice inspection was scheduled at launch minus three hours.
This mission had been postponed a number of times due to irregular weather and mechanical issues. There were many reasons NASA was pressured to launch, one being the need to launch the Challenger without any delays so the launch pad could be restored in time for the next mission. It was scheduled to carry a probe that would observe Halley’s Comet. If it had launched on time, this probe would have gathered data a few days before a similar Russian probe was scheduled to be launched. NASA had much to gain from the success of flight 51-L. The “Teacher in Space” mission had generated much more press interest than other recent shuttle flights. This was an important tool which NASA used to help ensure its funding. The recent success of the Space Shuttle program had left NASA in a Catch 22 type situation. Victorious shuttle flights were no longer news since they were almost commonplace. However, launch aborts and delayed landings were more news worthy because they were much less frequent.
In addition to general publicity gained from flight 51-L, NASA undoubtedly was aware that a successful mission would play well in the White House. President Reagan had a mutual love of publicity as did NASA and was about to give a State of the Union speech.
The Challenger disaster came in an era of tighter budgets, smaller labor forces and a steady need for the space agency to validate the shuttle program. NASA had hoped sending a teacher into space to give a lesson would win back some public attention and show the routine nature of shuttle flights. Pressures developed because of the need to meet client commitments, which translated into an obligation to launch a certain number of flights per year and on time.
To retain Shuttle funding, NASA was forced to make a series of major concessions. First, facing an extremely controlled budget, NASA sacrificed the research and development essential to produce a truly reusable shuttle. Instead they accepted a design which was only partially reusable, eliminating one of the features which made the shuttle attractive in the first place. Solid rocket boosters (SRB’s) were used instead of safer liquid fueled boosters since they required a much smaller research and development effort. Numerous other design changes were made to reduce the level of research and development required.
Before the decision to launch the Challenger, NASA held many meetings to discuss the low temperature performance of the boosters. The meeting(s) took place throughout the day and evening from 12:36 p.m., January 27, 1986 following the decision to not launch the Challenger due to high crosswinds at the launch site. Discussions continued through about 12:00 midnight via teleconferencing and Telefax systems connecting the Kennedy Space Center in Florida with engineers and management, Morton-Thiokol in Utah with several engineers and managers that were present at the table in corporate headquarters, Johnson Space Center in Houston, and the Marshall Space Flight Center in Alabama who was responsible for all rocket and propulsion systems.
Boisjoly and another engineer, Arnie Thompson, knew this would be another opportunity to express their concerns about the boosters, but they had only a short time to prepare their data for the presentation. No organization in the history of NASA has ever tried to stop a launch before.
The discussion surrounded the grease and the O-rings that could not handle the low temperatures and that both the primary and secondary seals would not function properly. They advised that no launches should take place below 53°F. Morton-Thiokol engineers debated for an hour presenting a persuasive argument that the cold weather would exaggerate the problems of joint rotation and delayed O-ring seating. The lowest temperature experienced by the O-rings in any previous mission was 53°F. With a predicted temperature of 26°F at launch, the O-rings were anticipated to be 29°F. After the technical presentation, Morton-Thiokol engineering Vice President Bob Lund presented the recommendations. His main focus was that 53°F was the only low temperature data Morton-Thiokol had regarding the effects of cold on the operational boosters. The boosters had experienced O-ring erosion at this temperature. Since his engineers had no low temperature data below 53°F, they could not prove that it was unsafe to launch at lower temperatures. He read his recommendations and commented that the predicted temperatures for the morning’s launch was outside the data base and NASA should delay the launch, so the temperature could rise and the O-ring temperature was at least 53°F.
This puzzled NASA managers since the booster design specifications called for booster operation as low as 31°F. Because of this, dynamic tests of the boosters had never been performed below 40°F. Marshall’s Solid Rocket Booster Project Manager, both the NASA engineers and engineers from Morton-Thiokol disagreed that under the current freezing weather conditions, it would be unsafe to launch.
During that period of time NASA’s had a safety policy in place that they called the “burden of proof.” This recognized that if someone could substantiate there is a problem, flaw, or if something is unsafe then in order to carry on they must first prove without a reasonable doubt that there is no foreseen predicament. In other words, NASA felt that an individual doesn’t have to establish that anything is unsafe, but one has to verify it was safe, before any launch was made.
This policy was distorted the night before the launch of the Challenger. Morton- Thiokol had mentioned to NASA that it was dangerous to launch under the current weather conditions because of the cold weather. NASA having never being told by a contractor not to launch became skeptical of the sudden announcement by Morton-Thiokol engineers and questioned why they were bringing up the safety issues of the O-rings.
A heated debate went on for several minutes before Joe Kilminster was asked for his opinion. Kilminster was in management, although he had an extensive engineering background and stood by his engineers. Several other managers at Marshall expressed their doubts about the recommendations, and finally Kilminster asked for a meeting off of the net, so Morton-Thiokol could review its data. Boisjoly and Thompson tried to convince their senior managers to stay with their original decision not to launch. A senior executive at Morton-Thiokol, Jerald Mason, commented that a management decision was required. Stanley Reinartz, the manager of the shuttle project office at the Marshall Spaceflight Center made the decision not to take engineer’s concerns about O-ring seals to the highest reaches of NASA management. The data presented to them showed no correlation between temperature and the blow-by gasses which eroded the O-rings in previous missions. Chris Bergin (2007) reported that according to the testimony by Kilminster and Boisjoly, Mason finally turned to Bob Lund and said, “Take off your engineering hat and put on your management hat.” Joe Kilminster wrote out the new recommendation and went back on line with the teleconference.
Morton-Thiokol was harshly chastised by NASA for expressing a launch delay. Marshall mentioned to the group that they have been flying for 5 years, with the knowledge of the conditions of the joints at cold temperatures. Things became heated between Morton-Thiokol and NASA. Morton-Thiokol provided fourteen charts at the conference trying to prove why there should not be a launch. But, to no avail and it was considered inconclusive. Faced with this extreme pressure, Morton-Thiokol management asked its engineers to reconsider their position. When the engineers stuck to their original recommendations not to fly, Morton-Thiokol management overruled them and gave NASA its approval to launch.
William H. Starbuck and Frances J. Milliken described the situation as, “…no consensus was reached, so a “management risk decision” was made. Managers voted and engineers did not. When a Marshall administrator asked, “Does anyone have anything to add to this? No one spoke.” NASA heard silence on the phone after that, which was interpreted by them to be the green light to launch. It was actually the silence that became the sound of looming death. At 11:15 P.M. the recommendation was finalized to launch. There were no procedures to guide their dialogue; the participants automatically reverted to the centralized, hierarchical method used in Flight Readiness Reviews. The entire discussion and decision making process to launch began and ended with this group of 34 individuals.
On January 28, 1986 the skies were clear and the sun shone brightly on an uncharacteristically cold morning at Kennedy Space Center. Roger Boisjoly questioned the feasibility of launching at these low temperatures because he knew of the effect that the cold temperature would have on the O-rings. Rockwell International primary contractor told NASA they could not guarantee the safety of the flight. The people on the launch pad explained what they saw as a scene right out of Dr. Zhivago….everything was covered with icicles. One potential problem was that if an icicle removed any of the thermal protection tiles on the orbiter, the vehicle would bum up and the astronauts would die during re-entry. From the weather situation alone and the scene at the launch pad, it was obvious that there was enough proof to stop the launching of the Challenger.
The management team directed engineers to assess the possible effects of temperature on the launch. No critical issues were identified to management officials, and while the assessment continued, it was determined that there was no sufficient evidence to prevent the proceeding of the countdown. With an extra hour, the team had more than sufficient time to consume breakfast, obtain a weather briefing and put on their flight gear. At the weather meeting, the temperature and ice on the pad were discussed, but neither then nor in earlier weather deliberations was the crew told of any apprehensions about the effects of the low temperatures. The seven crew members left the quarters and rode the astronaut van to launch pad B, arriving at 8:03 a.m.; they were in their seats in the Challenger at 8:36 a.m. The temperature at launch time was 36° degrees.
At T-6 seconds, the shuttle engines were ignited, followed by the vehicle’s solid rocket boosters. As the Challenger ascended, it encountered tremendous wind shears after liftoff. They were the worst wind shears any shuttle had ever faced. Already weakened by the cold weather the O-rings eroded; the field joint came completely out of alignment. A gap had opened through which blow-by gases could come in contact with Challenger’s external tank. The potentially fatal failure sequence was known to NASA officials before liftoff had begun.
At 56 seconds the super hot flame was burning a big hole. At 58.32 seconds, an unusual plume in the lower part of the right Solid Rocket Booster was recorded; at 58.72 seconds the first indication of smoke became visible from the right SRB. A fraction of a second later, at 58.77, the first flickering flame appeared on the right SRB in the area of the aft field joint. By 59.26, the flickering flame had grown into a continuous, well-defined cloud. At 64.66 seconds, the hydrogen tank was punctured and the hydrogen began to burn. Meanwhile, the crew was given the command to give the shuttle more power: “You are go at throttle up…” The next words heard from Challenger, was: “Roger, go at throttle up” At 72.3 seconds, it burned through the booster support. At 72.5 seconds the booster swung out from lack of support. At 73 seconds into the mission, a response was spoken from someone… most likely the pilot, Mike Smith speaking the words: “Uh-oh”. David Ellis stated in an article from Time Magazine, “The last response a NASA investigator has confirmed suspicions that the astronauts were conscious of their fate, and that among the last words from the craft were those of one astronaut saying to another, “Give me your hand.”
The crew at that moment knew of the impending danger of what lied ahead. At 73.6 seconds, everything ignited as the hydrogen and oxygen mixed and exploded. The explosion blasted the shuttle skyward at more than 1,000 MPH, but the sudden stress tore it apart as the world watched the doomed Challenger and mourned for the seven individuals who gave their lives in the name of progress.
It is in my opinion that the individuals involved in this fatal decision making process were considered a cohesive group (self-managing team) consisting of Socio-emotional and instrumental factors and there was a sense of esprit de corps within the group dynamics. They had been employed collectively for many years working toward a common goal and were familiar with each other moving up in their positions within the space shuttle program. Kreitner-Knicki (2006) described a cohesive group as being , “…a process whereby a sense of “we-ness” emerges to transcend individual differences and motives…a sense of togetherness based on emotional satisfaction…mutual dependency needed to get the job done.” (p.352) Esprit de corps is defined by Wikipedia as, “A state of mind, morale, a united sense, or feeling, of direction, conviction, spirit, and enthusiasm toward a generally positive cause or purpose.”
The organizational culture was one factor at NASA, Morton-Thiokol, Marshall Space Flight Center and Rockwell which contributed to the disaster as well as the communication patterns leading to the flawed decision making process. A second factor would be the role that leadership played in the destruction of the spacecraft and the loss of the crew member’s life.
Rockwell, the company which manufactured the Orbiter also had concerns about launching in cold and icy conditions. Their major concern was the possibility of ice from either the shuttle or the launch structure striking and damaging the vehicle. Like Morton-Thiokol, they recommended against the launch, and they too were pressed to explain their reasoning. Instead of sticking with their original strong recommendation against launch, the Rockwell team carefully worded their statement to say that they could not fully guarantee the safety of the shuttle.
In its desire to fly out its manifest, NASA was willing to accept this as a recommendation. The final decision to launch, however, belonged to Jesse Moore who was in charge of the Flight Readiness Review for NASA. He was informed of Rockwell’s concerns, but was also told that they had approved the launch. Somehow, as the warnings and concerns were communicated up each step of the latter of responsibility they became diminished.
The decision to suggest for a launch was made by lower level management officials over the objections of skilled individuals who opposed the launch under the environmental circumstances that existed on the launch pad at the time. Furthermore, the lower level managers who made this decision, both NASA and contractor personnel chose not to report the objections of the technical experts in their recommendations to higher levels in the management chain of authority to continue with the launch. Finally, it seems that the lower level managers had also received out of the ordinary demands from higher levels of management to continue with the launching of the shuttle.
This type of dysfunctional operational view of the organizations portrayed many opportunities for failure. The basic fundamentals of this process were the beginnings of failure as the groups searched for conformity and unity sacrificing everything in order to maintain peace within the groups. It is perceived that management wanted the organizations process to run without any type of questions.
I believe that Groupthink played a significant factor and major contributor to the Challenger disaster. This term referred to the preference of group members to have the same opinions and beliefs which, in this case lead to numerous errors. I.L. Janis defined Groupthink as, ”A mode of thinking that people engage in when they are deeply involved in a cohesive in-group, when members striving for unanimity override their motivation to realistically appraise alternative courses of action.” It is the sharing of false beliefs that everyone in the group agrees with its judgments. In the Report of the Presidential Commission there was a comment stating, “Morton-Thiokol became highly susceptible to Groupthink when they requested a break from the GDSS. At this point they became insulated, conducted private conversations under high stress and were afraid of losing potential future revenue should they disagree with NASA.” All these factors are considered prime to the formulation of Groupthink.
Some of the symptoms of Groupthink that lead up to this tragedy were: Overestimations of the group’s power and unquestioned morality such as believing that the group’s position is ethical/moral and that all others are inherently malevolent, closed-mindedness, mind guarding, inherent morality, rationalization, self-censorship, illusion of unanimity, pressure dissent and stereotype actions within the group. These symptoms lead to a faulty decision process among all of the organizations involved.
During the conferences concerning the option to launch appeared to be a rejection of the engineers opinions along with management’s bias of the facts presented to them. This was indicated when most of the group viewed themselves as invincible which caused them to make decisions that were at a high risk. Irving Janis described this occurrence as the illusion of invulnerability by summarizing this attitude as ‘‘Everything is going to work out all right because we are a special group.” The group had an enormous amount of confidence and authority in their decisions as well as in themselves. Two of the top three NASA officials responsible for the launch displayed a stereotyped view of the situation. They felt that they completely understood the nature of the joint problem and never seriously considered the objections raised by the MTI engineers. In fact they degraded and badgered the opposition bases on their information and opinions.
These same two officials pressured MTI to change its position after they originally recommended that the launch not take place. These two officials pressured MTI personnel to prove that it was not safe to launch, rather than to prove the opposite. This was a total reversal of normal preflight procedures. It was this pressure that top MTI management was responding to when they overruled their engineering staff and recommended launch. Pressure on dissent group members were considered direct pressure to anyone who questioned the validity of the arguments supporting a decision favored by the majority.
The self censorship group members censored themselves when they had opinions that deviated from the apparent group consensus. Janis felt that this reflected each member’s inclination to minimize their importance of the doubts and counterarguments.
The most obvious evidence of self censorship occurred when the Vice President of MTI, who had previously presented information against launch, bowed to pressure from NASA and accepted their rationalizations for launch.
Illusion of the unanimity group members were victim to Groupthink sharing an illusion of unanimity concerning judgments made by members who spoke in favor of the majority view. This symptom was caused by the false assumption that any participant who remained silent is in agreement with the majority opinion. No participant from NASA ever openly agreed with or even took sides with MTI in the discussion. The silence from NASA was amplified by the fact that the meeting was a teleconference linking the participants at three different locations. The group leader and other members supported each other by playing up points of union in their thinking at the expense of fully exploring points of divergence that might reveal unsettling problems. The group ignored obvious danger signals, being overoptimistic, and taking extreme risks.
Mind guarding group members assumed the role of guarding the minds of others in the group. They attempted to shield the group from adverse information that might destroy the majority view of the facts regarding the appropriateness of the decision. The top management at Marshall knew that the rocket casings that had been ordered to be redesigned were to correct a flaw 5 months prior to this launch. This information and other technical details concerning the history of the joint problem were withheld at the meeting. It was obvious that this group was protecting the group from negative, threatening information.
Even though there existed broad protection programs consisting of interdependent safety, reliability and quality assurance functions, I believe they were intentionally overlooked when reviewing any prospective safety issues with the Challenger. Preceding the accident however, the program became ineffective. The Report of the Presidential Commission stated, “This loss of effectiveness seriously degraded the checks and balances essential for maintaining flight safety.”
The group considered only two alternatives. No initial survey of all possible alternatives occurred during the decision making process. The Flight Readiness Review team had a launch – no launch decision to make. Other possible alternatives might have been to delay the launch for further testing, or to delay until the temperatures reached an appropriate level. The group failed to reexamine alternatives that may have been initially discarded based on early unfavorable information. Top NASA officials spent time and effort defending and strengthening their position, rather than examining the MTI position.
Members of the group tended to focus on supportive information and ignored any data that might have cast a negative light on their preferred alternative. MTI representatives repeatedly tried to point out errors in the rationale the NASA officials. Even after the decision was made, the argument continued until a NASA official told the MTI representative that it was no longer his concern.
NASA faced a variety of external and internal risks factors such as strategic risks, operational risks, financial risks, environmental risks and individual loss regarding the launch. The inherent risks in the management of these companies involved the failure in the control system. Since they were built on risks of management and control systems due to agency problems the managers were ignoring them or possibly were unaware of their existences.
The real cause of the space shuttle Challenger accident 1986 was the flawed decision making process leading to the launch of the shuttle. The flawed decision making process was not a result of an individual mistake but a multitude of individuals within a Groupthink setting.
To be successful, both task and social-emotional roles had to be filled, but many people could have helped fill these leadership positions. It is my opinion that the functional roles performed by the group members could have been conducted better to prevent the loss of seven lives and the shuttle. The initiators (Morton-Thiokol engineers; Bob Lund, Joe Kilminster, Jerald Mason, Alan McDonald, Robert Ebeling and Roger Boisjoly should have held their ground and not backed down to peer pressure, in this sense becoming an ethical dilemma. The evaluators (NASA; George Hardy, Stan Reinartz) even though it appeared understaffed, should have had a task force in place, a group of on site engineers to test certain theories such as the effects of erosion on O-rings since this had been a problem for many years. The energizers (top level managers of NASA) should have reflected on the pertinent information given by the information givers (Morton-Thiokol, Marshall Space Flight Center and Rockwell) and not manipulated the decisions of these organizations to push for making a defective decision. Mulloy, believing in the previous Flight Readiness Review assessments, unconvinced by the engineering analysis, and concerned about the schedule implications of the 53-degree temperature limit on launch the engineers proposed, was quoted in the Report of the Presidential Commission, “My God, Morton-Thiokol, when do you want me to launch, next April?” The compromiser (NASA) regarded all members of the group decision process should have lived up to the “norms” of the group. Although the Morton-Thiokol engineers were firm on their recommendation to scrub the launch, they changed their presentation of objections once threatened with the possibility of being expelled from the program. NASA gave no indication of resolving the conflict or to meet them half way. At this stage of the meeting NASA had a responsibility to the crew of the Challenger to consider other options before agreeing to launch.
Cultural beliefs about the low risk O-rings, backed by years of Flight Readiness Review decisions and successful missions, provided a frame of reference against which the engineering analyses were judged. When confronted with the engineering risk assessments, top Shuttle Program managers held to the previous Flight Readiness Review assessments.
The recorder (NASA) had documented the events of prior missions failing and yet, refused to take into account and incorporate the incidents regarding the forecasting of the Challenger’s outcome. The followers (many engineers) did not voice their opinions regarding the danger involved in launching in low level temperatures; if more had taken the initiative the end result might have been more successful with the crew surviving the launch.
It appeared that the missing elements of the maintenance/socio-emotional roles in the decision making process which would have kept the group harmonious. NASA (encourager) was not willing to accept the engineer’s point of view regarding the dangers involved in the launching of the Challenger. The harmonizers (managers) within this organization were not willing to keep the communication channels open. NASA (gatekeeper) was non-existent in encouraging all individuals to participate in the discussion to come up with a mutual consensus.
In conclusion, within the shuttle program there were continuous safety measures which were supposed to focus on the potential hazards while assessing the acceptable risks. This was to include the preparation and execution of plans for accident avoidance, flight system protection and industrial safety requirements. During the teleconference it was apparent that none of the individuals involved with the group decision making process considered incorporating the advice from a safety representative or a quality assurance engineer. Similarly, there was no representative of safety on the Mission Management Team.
Many problems were apparent such as the following of procedures regarding the reporting requirements which were not concise and failed to get critical information to the proper levels of management. Through all of the research done little or no trend analysis was performed on O-ring erosion and blow-by problems. As the flight rate increased, the Marshall safety, reliability and quality assurance work force was decreasing, which adversely affected mission safety. .
Many procedures and errors were overlooked prior to the launching of the Challenger. At the time of launch, all items called for by the Operational Maintenance Requirements and Specifications Document were to have been met, waived or accepted. A forward avionics bay closeout panel was not verified as installed. Landing gear voids were not replenished and crew module meters were not verified during final vehicle closeouts. During External Tank propellant loading in preparation for launch, the liquid hydrogen 17-inch disconnect valve was opened prior to reducing the pressure in the Orbiter liquid hydrogen manifold, through a procedural error by the console operator. The three requirements that verify the main engine pneumatic isolation valve actuation were not met as specifically called for in the Operational Maintenance Requirements and Specifications Document. A main engine pneumatic regulator functional test, which checks the redundancy of individual regulators, was not verified under flow conditions. The leak check steps for test port Number 4, after installation of the plug, were inadvertently omitted from the Operations & Maintenance Instructions. Main engine protective covers were not installed at times required. The humidity indicator inspection requirement was not met because the engines were not in the controlled environment.
The managerial structure and chain of command blocked effective communication of technical problems. Red flags were overlooked, people’s opinions were suppressed and important information on technical issues did not surface at higher levels. What was communicated to parts of the group was that O-ring erosion was not a problem to be considered. Every decision that was made on that day to launch the Challenger is precisely what I.L. Janis discussed and fits perfectly into the model of the eight characteristics of Groupthink.
In retrospect, this was undoubtedly a Groupthink decision making process. It was one of the worst tragedies in both the U.S. and NASA history. Therefore, every measure should be taken to stop Groupthink before it begins, and with any luck stop another tragedy like this from ever occurring again. Virginia McCullough described the group of individuals who lost their lives as, “Almost a perfect James Watt “Rainbow Coalition” went to their graves. One black, a classmate of Jesse Jackson, one Buddhist-Japanese, one Jew and two women.“ The lesson to be learned is: VALUE HUMAN LIFE.
Morton-Thiokol – Contracted by NASA to build the solid rocket booster Morton-Thiokol was the subcontractor directly responsible for the development of the SRB “O” rings.
Marshall Space Flight Center – In charge of booster rocket development.
Rockwell International – The company which manufactured the Orbiter and also had concerns about launching in cold and icy conditions.
NASA – National Aeronautics and Space Administration. Larry Mulloy – NASA manager who challenged the engineer’s decision not to launch. Morton-Thiokol – Contracted by NASA to build the solid rocket booster. Alan McDonald – Director of the Solid Rocket Motors project. Bob Lund – Morton-Thiokol VP in engineering. Robert Ebeling – Morton-Thiokol engineer who worked under McDonald. Roger Boisjoly – Morton-Thiokol engineer who worked under McDonald.
Arnie Thompson – Morton-Thiokol engineer. Joe Kilminster – Morton-Thiokol VP in boosters, also engineer in a management position. Jerald Mason – Senior executive who encouragedLund to reassess his decision not to launch.
Jesse Moore – Was in charge of the Flight Readiness Review for NASA.
George Hardy – NASA manager.
Stan Reinartz – NASA manager of the shuttle project office at theMarshallSpaceflightCenter.
Armenkis, A.A. (2002 September).Boisjoly on ethics: An interview with Roger M. Boisjoly. Journal of Management Inquiry. Retrieved July 31, 2007 from Web site: http://proquest.umi.com.library.esc.edu/pqdlink?Ver=1&Exp=07-15- 2012&FMT=7&DID=156142181&RQT=309
Bergin, C. (2007 January 28). Remembering the mistakes of Challenger. Retrieved on July 25, 2007 from Web site: http://www.nasaspaceflight.com/content/?cid=4267
Berkes, H. Challenger: (2006 January 28). Reporting a Disaster’s Cold, Hard Facts. Retrieved July25, 2007, from http://www.npr.org/templates/story/story.php?storyId=5175151
Commission Interview Transcript, April 3, 1986, page 2538.
Commission Interview Transcript, Quong, H., April 11. 1986,Washington, D.C, 29-30.
Commission Interview Transcript, Bunn, W., April 17, 1986,Washington,D.C., pages 42-43.
Ellis, D. (1990 December 24). Challenger: The Final Words. Retrieved July 18, 2007, from http://www.time.com/time/magazine/article/0,9171,972014,00.html
Fraser, L. (2004). Human Error: Study Project. Retrieved on July 20, 2007 from Web site: http://www.chemeng.ed.ac.uk/~jskillin/teaching/safety4/2004-05/longhumanerror.pdf
I.L Janis, I.L. (1982). Groupthink: Psychological studied of policy, decisions and fiascoes.Boston: Houghton Mifflin. 2nd 174-75.Jarvis, C. Group Think and Risky Shift. Retrieved on July 17, 2007, from http://www.bola.biz/communications/groupthink.html#groupthink#groupthink
Kreintner & Kinicki. (2006) Organizational Behavior. McGraw-Hill.352
Report of the Presidential Commission, Vol. I, 90./ Report of the Presidential Commission, Vol. I, pp. 91-92; Vol. IV, 612. Retrieved on July 18, 2007, from http://anon.nasa-global.speedera.net/anon.nasa-gobal/CAIB/CAIB_lowres_chapter8.pdf 201.
McCullough, V. (2003). Introduction: THE Parallels between the Challenger and Columbia. Retrieved July, 20, 2007, from http://www.newsmakingnews.com/
Moorhead, G. & Ference, R. & Neck, C.P. (1991). Group decision fiascoes continue: Space shuttle Challenger and a revised Groupthink framework. Human Relations. 539-540.
Report of the Presidential Commission on the Space Shuttle Challenger Accident: Recommendations. Retrieved July 25, 2007 from http://history.nasa.gov/rogersrep/v1recomm.htm
The Rhetoric of the Challenger Disaster: Casr Study for Technical and Professional Communication: The Social Context of the Challenger Disaster. Retrieved on July16, 2007, from http://english.ttu.edu/ATTW/text/archive.html
Rounds, J. (2000 November 13). Groupthink. Retrieved on July 22, 2007, from http://www.colostate.edu/Depts/Speech/rccs/theory16.htm
Starbuck, W.H. & Frances J. Milliken F.J. (1988) Challenger: Fine-tuning the Odds until Something Breaks. Journal of Management Studies. 319-40.
The Space Shuttle Challenger Disaster. Retrieved on July 28, 2007, from http://engineering.com/Library/ArticlesPage/tabid/85/articleType/ArticleVie w/articleId/170/The-Space-Shuttle-Challenger-Disaster.aspx
Wikipedia. Retrieved on July 29, 2007, from http://en.wikipedia.org/wiki/Esprit_de_corps
1988 Post-Challenger Evaluation of Space Shuttle Risk Assessment and Management. Retrieved July 17, 2005, from http://books.nap.edu/openbook.php?record id=106167PAGE=15 22.
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aerospace
| 1 |
https://www.enjoy-ulm.it/
| 2022-08-07T16:33:17 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882570651.49/warc/CC-MAIN-20220807150925-20220807180925-00195.warc.gz
| 0.958566 | 143 |
CC-MAIN-2022-33
|
webtext-fineweb__CC-MAIN-2022-33__0__169862458
|
en
|
The company Enjoy-Ulm was born from the passion for flight of three friends, initially structured for
repair and maintenance of basic aircraft, with the passing of time and the evolution of the market we have
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Currently we can boast of thirty years of experience in the light aviation sector with a well-stocked spare
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"Spillo" aircraft, a low-wing touring wing that supports the now consolidated production of the biplane "E
2 Enjoy" and last but not least from 2019 we are representatives for Italy of the "Skyleader" aircraft range
|
aerospace
| 1 |
https://www.belfasttelegraph.co.uk/news/republic-of-ireland/patrol-plane-in-emergency-landing-28566519.html
| 2022-08-19T00:04:54 |
s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573533.87/warc/CC-MAIN-20220818215509-20220819005509-00473.warc.gz
| 0.98063 | 124 |
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|
webtext-fineweb__CC-MAIN-2022-33__0__48063057
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en
|
An Air Corps sea patrol plane has been forced to make an emergency landing on one engine.
The Casa aircraft landed safely at Kerry Airport, Farranfore, after warning lights in the cockpit went off.
A Defence Forces spokesman said all six crew were safe and well.
The aircraft had been on a routine maritime patrol off the west coast at the time of the alert.
The spokesman said one of the aircraft's two engines was shut down as a precaution and a controlled emergency landing carried out without incident.
An Air Corps technical team from Baldonnel is to examine the aircraft in Farranfore.
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aerospace
| 1 |
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