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https://buying-guide.net/how-to-properly-choose-a-model-jet/ | 2021-10-18T22:55:45 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585215.14/warc/CC-MAIN-20211018221501-20211019011501-00204.warc.gz | 0.956417 | 348 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__192399815 | en | Model jets can be very enjoyable and fun to fly. Operating these planes can provide a lot of entertainment, but the construction process can be equally as fun. Building a model jet requires a lot of patience and time, so try to invite your friends or family to join you to make the task more enjoyable. Listed below are some tips to remember when constructing an RC jet.
You will need to start by choosing a kit to buy, so try looking around at a model shop to see if there is anything you like. Large shops and websites have hundreds of products available, so you should look around until you have found one that meets your exact style. Easy level kits can be constructed in a couple hours, while the difficult kits may take over a hundred hours to complete. A model jet engine has hundreds of tiny components that require a high level of skill to assemble properly. Always make sure your skill level matches the requirements of the kit before purchasing it. Otherwise, you may find out that the plane is too difficult to build.
Almost all model jet aircrafts are different. There are varieties in regards to their design, performance capabilities, and speed. Pick an aircraft that matches your style of flying for the area that you live in. If you live nearby a lake, it may be fun to purchase an airplane that can take off and land on water surfaces. For high speed planes, you will need a flat runway to keep the craft stead on the ground.
Turbine jets travel at very high speeds, so a large tarmac is needed for take-offs and landings. The optimal place to fly this aircraft is at an abandoned airstrip. Large driveways and roads are also suitable, providing the pavement is flat. | aerospace |
https://osnepal.tv/732410 | 2022-07-01T20:24:56 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103945490.54/warc/CC-MAIN-20220701185955-20220701215955-00364.warc.gz | 0.946088 | 172 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__256157231 | en | OSNEPALNEWS, Kathmandu, 12th April: A video of the US Bangla plane that came down at Tribhuvan International Airport on March 12 last year has surfaced on social media sites. The pilot of a plane that crashed in Nepal last March “seemed to have an emotional breakdown”, according to a final report into the disaster.
US-Bangla Airlines Flight 211 was a scheduled international passenger flight by US-Bangla Airlines from Shahjalal International Airport in Dhaka, Bangladesh to Tribhuvan International Airport in Kathmandu, Nepal. On 12 March 2018, the aircraft serving the flight, a 78-seater Bombardier Dash 8 Q400, crashed on landing, and burst into flames. There were 67 passengers and 4 crew members on board; 52 people died, while 19 survived. | aerospace |
http://paratopiary.blogspot.com/2010/03/feschino-with-tuskegee-airmen.html | 2019-02-20T04:55:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247494449.56/warc/CC-MAIN-20190220044622-20190220070622-00077.warc.gz | 0.9084 | 268 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__82898369 | en | THE TUSKEGEE AIRMEN
On Sunday, February 28, 2010, The African American Museum of the Arts and the Deland Area Regional Library of Florida presented, "The Traveling Exhibit of Charles Alfred 'Chief' Anderson and The Tuskegee Airmen."
The special guests of this aviation event were two World War II Tuskegee Airmen veterans; Mustang fighter pilot, Lt. Col. Hiram Mann and tailgunner and P-51D aircraft mechanic, James Autry.
Frank Feschino, Jr. had the honor of meeting, spending some time and talking aviation history with the two Tuskegee Airmen. These are some of the photographs taken at the event.
Some of the Brave Airmen. Colonel Mann is lowest in the frame looking the meanest! They never lost a bomber in escort!
Going out to their Fighters!
Autrey, Frank, and Lt. Col. Hiram Mann
Frank and Colonel Mann
Autographed Famous Film with Laurence Fishburne
James Autrey and Frank
NOTE: The Tuskegee pilots flew 1, 578 combat missions. They shot down more than 1,000 enemy aircraft and 66 Tuskegee pilots died in combat. During their bomber escort missions, they never lost a bomber aircraft. | aerospace |
http://blog.ficci.com/archives/8452 | 2020-07-02T22:48:42 | s3://commoncrawl/crawl-data/CC-MAIN-2020-29/segments/1593655880243.25/warc/CC-MAIN-20200702205206-20200702235206-00486.warc.gz | 0.942654 | 765 | CC-MAIN-2020-29 | webtext-fineweb__CC-MAIN-2020-29__0__56610500 | en | The adoption of drone technology will witness an upward trend as the technology advances rapidly with increasing use in both public and private sectors. Several major corporations such as Amazon and DHL are adopting this technology to drive down the cost of operations and improve last mile delivery. We are bound to see an increase in the number of drones in our airspace as other players join the race.
As drones are here to stay, we must invest in technology that can regulate the use of drones while preventing threats simultaneously. Threats can be broadly classified into two categories – malicious intent and accidental or improper use.
Entities with malicious intent carrying out attacks with rogue drones have limited access to technology. Based on our current understanding, these drones are not expensive and being assembled using commonly available parts sold to drone hobbyists. These drones are unlikely to rely on expensive communication technology for communication. Further, due to the distance these drones are travelling, it is unlikely that they are pre-programmed as they must consider weather and other modifications to flight path to implement their agenda.
Accidental or improper usage can be attributed to the technology which is available at reasonable cost to majority of the population that has a low level of awareness regarding the regulations governing safe usage of drones. However, serious cognizance must be taken as accidental or improper usage can cause disruption at airports as well as unnecessary issuance of high alerts if a drone is spotted flying over a sensitive area.
Hence, defence and homeland security agencies must be empowered with a comprehensive counter-drone system that can monitor complete RF spectrum (3G, 4G, 5G and LTE in real-time) and determine the accurate location and altitude without any additional equipment. The system must have capabilities such as a customizable drone database to classify drones, whitelisting of friendly drones and detection of the drone operator in real-time.
The system must be able to detect, identify and neutralize different types of risks and operate in a wide variety of environments ranging from airport zones where multiple communication technologies and security protocols are already present to an urban environment that has a dense congestion of Wi-Fi or other open radio frequency enabled devices.
Although drones are leading industrial revolution 4.0 and bringing about business transformation, lack of regulations and ease of access to drones have led to an increase in their malicious use. However, the potential of this technology should not be stymied by imposing blanket bans, but a regulatory framework should be created that nurtures this technology to its pinnacle. Regulations should cover the entire flight cycle – right from registering drones to logging the flight data. The Civil Aviation Requirements (CAR) by Directorate General of Civil Aviation (DGCA) is an example how regulations can support the growth of drone technology with built-in law enforcement. ‘No Permission, No Takeoff’ (NPNT) compliance will ensure safe usage of airspace as manufacturers are quickly moving towards adopting these regulations.
Steps need to be taken to increase awareness about the usage of drones among citizens. With increased vigilance among citizens, they can report a drone flying in their vicinity to the authorities. This can reduce incidences of accidental or improper usage of drones and discourage rogue drone flights as well.
The government should create an environment that can foster the growth of organizations involved in creating counter-drone solutions through Make in India program. Indigenous R&D capabilities of apex level bodies such as Defence Research and Development Organisation (DRDO) and Bureau of Police Research and Development (BPR&D) can be ramped up through technology aggregation projects. Expertise for such projects can be aggregated from startups and major players in private sector.
(The author is Co-Chair, FICCI Committee on Drones, and Co-Founder & CEO, IdeaForge Technology Pvt Ltd) | aerospace |
http://www.transoceanairlines.com/sisto.html | 2020-01-21T23:21:52 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250606226.29/warc/CC-MAIN-20200121222429-20200122011429-00234.warc.gz | 0.975446 | 1,188 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__123180384 | en | One of the More Unusual Pilots at Transocean Airlines
Charles "Chuck" Sisto, who was copilot to Captain Stich during 1953 while they were flying Muslim pilgrims to Mecca and Medina from Beirut, Jerusalem, Baghdad, Tehran, Abadan, had an unusual background. He had been a senior check pilot at American Airlines after World War II, and that prestigious position came to an abrupt halt after Sisto was on a flight from Dallas to El Paso in a DC-4.
What happened came close to killing a planeload of people, and seriously and tragically disrupted the career of that early pioneer in aviation.
Here is what Happened
The American Airlines DC-4 aircraft was on a flight from Dallas to Los Angeles, flying at night, at 10,000 feet. just east of El Paso, with 54 people on board. The captain was Jack Beck and the copilot was F. Logan. Also on board was American Airlines check captain Charles "Chuck" Sisto. The flight was just west of El Paso at 10,000 feet when Sisto engaged in a little frivolity that almost killed everyone on board.
Sisto reached behind the captain's seat and placed the aircraft gust lock into the locked position, holding it there. This gust lock was only to be applied while the aircraft was on the ground, and never in the air. What it did was to lock the flight controls in the neutral position.
The aircraft was on autopilot. As various factors cause the aircraft to climb or descend, the autopilot moved the trim tabs on the elevators to compensate and keep the aircraft at the altitude set by the pilot.
The deflection of the trim tabs causes the much larger elevator control surface to move in the opposite direction, thereby maintaining the desired altitude. If the autopilot signals the elevator to provide a downward movement of the aircraft, which results with the elevator control facing downward. The downward movement of the elevators is caused by the trim tab at the end of the elevator moving in the up position, and the airflow over the upward-positioned trim tab causes the elevator to go in the opposite direction, and causing the nose of the aircraft to pitch down.
However, when the elevator is locked in position, it cannot move in response to the control tab. Therefore, a signal by the autopilot that would normally result in the aircraft pitching down (the trim tab being in the up position), the upward position of the trim tab will cause the aircraft to climb rather than the desired descent.
The combination of the autopilot continuing to raise the elevator trim tab to cause the aircraft to pitch down, and the pilot's additional effort to manually roll in more elevator trim, caused the aircraft to continue its pitch-up attitude.
Realizing that his prank was putting the aircraft in an undesirable attitude, and without notifying the pilots, Sisto returned the elevator gust lock to the unlocked position. This in turn caused the aircraft to acts normally to the extreme nose-down trim tab setting. The aircraft suddenly pitched down and went inverted.
Only the copilot has his seat belt fastened. Inverted, the head of the captain and Sisto hit two of the four engine feathering buttons, causing those engines to cease operation.
According to what Stich was told by another American Airlines captain, the copilot managed to get the airplane upright and level out about 400 feet above the ground, so close that the exhaust illuminated the ground. The aircraft then landed at El Paso, Texas.
After the aircraft landed, the crew was praised for saving the aircraft from what they claimed was an autopilot malfunction. But a test of the autopilot confirmed that it was not capable of having done what was done.
The pilots then changed their statements. They stated that the autopilot was not engaged prior to the mishap, and that the copilot was hand-flying the aircraft and applying elevator trim manually. Eventually, it came out that Sisto had engaged the elevator gust lock which led to the aircraft upset.
As I had discovered from experiences I had with the pilots' union, ALPA, the pilot's union president, Dave Behncke, defended Sisto, stating that "The incident could have been averted had the DC-4 been equipped with a properly designed gust lock system."
Ironically, Behncke also protected the corruption of certain United Airlines flight managers at Denver that had been responsible for the conditions that resulted in many of the fatal airline disasters experienced by United Airlines from 1950 to 1978, including those that I reported when I was giving the assignment as an FAA inspector to correct the conditions responsible for the worse series of airline disasters in thee nation's history.
Behncke set a horrible example with that case. Effectively, he told his ALPA member pilots that their jobs were more important than safety itself. He set the standard, that no matter how unprofessional or incompetent their conduct, they deserved the right to continue in their jobs. The safety of the flying public took a back seat to Behncke's agenda of preserving the jobs of dues-paying members of ALPA.
Early Portrait of Chuck Sisto
Were it not for Sisto's character, he would have been portrayed in a much more favorable light, since he was a pioneer in the aviation field. Sisto started flying shortly before the stock market crash of 1929, and barnstormed around the western part of the United States. In 1938, Sisto became a pilot for American Airlines. Based upon experience, he should have been smart enough to realize what could happen by applying the gust lock on the DC-4, and especially upon the sudden release of the gust lock after considerable trim tab was applied.
Sisto died in November 2002 at the age of 90. | aerospace |
https://thefoggytimes.com/2018/09/05/nasa-working-on-asteroid-defense/ | 2020-01-24T01:15:30 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250614880.58/warc/CC-MAIN-20200124011048-20200124040048-00546.warc.gz | 0.93429 | 385 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__220252555 | en | Washington (TFT) – The National Aeronautics and Space Administration (NASA) along with several other agencies including the Federal Emergency Management Agency (FEMA), have released a 20-page report outlining a 10-year asteroid detection and defense strategy.
“The National Near-Earth Object Preparedness Strategy and Action Plan” outlines new steps that will be taken to increase coordination and organization within government agencies to discover, track and possibly defend against an NEO, or near-earth object.
NASA seeks to achieve five strategic goals that will increase Earth’s chance of surviving a serious impact. From tracking to detection, emergency protocols to “deflection and disruption missions”, the new plan will allow government agencies to better respond to a “low-probability but very high-consequence natural disaster.”
To underscore the difficulty of tracking NEO’s on a possible collision course with the planet, an asteroid spotted on June 2 hit the Earth mere hours after it was first discovered. Although the asteroid was only six-feet in diameter and quickly disintegrated in the atmosphere, it approached at a speed of nearly 38,000 miles per hour.
An asteroid strike that occurred in 1908 over Russia leveled 2,000 square kilometers of forest and exploded with a force of 5-10 megatons of TNT, an impact “hundreds of times” more powerful than the first atomic bomb. The new report warns that a similar strike over a metropolitan area could cause millions of casualties.
There are currently more than 300,000 of these potentially hazardous objects larger than 40 meters that could pose an impact threat according to NASA, all of which would be “very challenging to detect more than a few days in advance.”
To learn more about how NASA tracks near-earth objects, please view the video below.
The Foggy Times | Hunter Gomez | aerospace |
https://www.epsilor.com/product/batteries-for-unmanned-aerial-systems-uas/batteries-for-tactical-and-male-uas/ | 2023-05-28T09:15:47 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224643663.27/warc/CC-MAIN-20230528083025-20230528113025-00704.warc.gz | 0.911135 | 432 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__4890369 | en | Homepage Products & Services Batteries & Chargers for Aerospace Applications Batteries for Unmanned Aerial Systems (UAS)
Backup Batteries for MALE UAS
Epsilor offers a range of batteries especially designed for Tactical and MALE aerial vehicles. Used for starter, back-up and auxiliary systems applications, Epsilor UAS batteries offer the optimal combination of energy, power, battery management in aerial and cold weather conditions, safety and reliability, aerospace certifications and competitive pricing.
Following are some of Epsilor high altitude UAS battery features:
- Verity of cell chemistry to fit mission profile: Epsilor offers aerial batteries for energy oriented missions, such as back-up, deicing, auxiliary system power etc., and power oriented missions, such as mid-air starter, high power payload operation etc. The offered battery will be comprised of cells that keep the best size and weight ratio for the required mission.
- Packaging materials and structures: Epsilor’s airborne batteries are packed in metal, plastic and composite cases, according to mission profile and certification requirements. Epsilor can optimize weight, strength, volume, electromagnetic compatibility (EMC) and price, by using different pack materials and manufacturing methods.
- Operation in cold temperatures: most Tactical and MALE UAS operate in high altitudes of up to 30,000 ft, where external temperatures reach -55°C. In order to support battery operation in this altitude, Epsilor’s batteries usually include an internal smart heater that maintains battery temperature at its optimal temperature range.
- Aviation and aerospace certifications: in recent years as part of their integration into civil airspace, UAS and their components are required to pass strict aviation standards and certifications. These include: AS-9100D, MIL-STD-704 aerial electricity standard, MIL-STD-461 electromagnetic compatibility, DO-311 certificate for airborne Li-Ion batteries, as well as other software and hardware certifications. Epsilor offers a full suite of development, testing and certifications, according to international aviation directives. | aerospace |
http://www.techvert.com/page/26/ | 2015-03-30T02:19:00 | s3://commoncrawl/crawl-data/CC-MAIN-2015-14/segments/1427131298889.70/warc/CC-MAIN-20150323172138-00000-ip-10-168-14-71.ec2.internal.warc.gz | 0.972524 | 639 | CC-MAIN-2015-14 | webtext-fineweb__CC-MAIN-2015-14__0__135502766 | en | It’s been a beautiful winter for ice fishing in Minnesota and Wisconsin. Due to the especially cold weather, many lakes froze early giving hardy ice fishermen an early start to the season. On top of that, a Wisconsin Brewery, Lakemaid from Stevens Point, had developed the ability to deliver cold and fresh beer straight to their fishing spots via drone. They’d never run out of beer again! No one would have to make that cold trek to shore to visit the bar or liquor store. Technology to the rescue!
Enter the FAA, or Federal Aviation Administration. They spotted a video put up on YouTube by the brewery showing their test flight of what they call their UAV – Unmanned Aerial Vehicle. The FAA won’t have it, and they put a stop to it.
Although there are almost no laws governing drones specifically, the FAA rules the airspace and have determined that commercial drones, even when granted a research exception to the ‘no commercial drones’ rule, cannot fly higher than 400 feet. This means that the typical RC helicopter (seen here) is fine for a toy, but toss a delivery service into the mix and things become criminal. Additionally, Lakemaid was caught dead to rights. These drones flew higher than that and were officially in the FAA’s domain.
The Internet arose in full fury mode. Twitter and Facebook were inundated with stories of the beer drone shutdown. What seemed like a peaceful, logical and useful application of drone technology was being eliminated while military usage grew almost unrestricted.
Lakemaid even started a Whitehouse government petition asking the Obama administration to put their drones in the skies again. As of this writing only 1405 signatures have been gathered with only 98,595 to go by March 1st, 2014.
The drone in use by Lakemaid Brewery is a DJIF550, which can handle about a 12-pack or a little less on a day with windy flying conditions. Jack Supple, the president of Lakemaid, has said the company was pleased with their drone marketing so far and were about to order a larger model when the FAA called and put a stop to their drone operations. They will be keeping a sharp eye on the upcoming regulations, so they can continue their drone beer deliveries in a safe, legal manner.
Lakemaid isn’t the only commercial operator of drones that has received cease and desist orders from the FAA. A real estate company in Wisconsin had been using drones to get pictures of properties, and the University of Nebraska had been using them for journalism purposes. These programs have been halted.
Currently there are few regulations for drone technology despite the publicly-announced development by large companies like Amazon and Domino’s Pizza. The FAA is expected to come out with comprehensive regulation in 2015. In the meantime grounding protects the public from things like falling objects that could do harm to people or property.
It’s expected that special training and licenses will be involved, so drones won’t be filling our airspace for some years to come. For the time being ice fishermen will have to haul more beer out on the lake by themselves! | aerospace |
http://wheresweaver.blogspot.com/2017/01/white-sands-missile-range-museum.html | 2017-04-26T02:16:13 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121121.5/warc/CC-MAIN-20170423031201-00515-ip-10-145-167-34.ec2.internal.warc.gz | 0.961937 | 611 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__11689490 | en | Monday, January 23 – We headed out of the Coachlight Hotel & RV campground in Las Cruses, NM, and picked-up NM-70 to travel up and over the San Augustin Mountains. Our first destination was the White Sands Missile Range Museum (WSMR). Paul visited this site over 50 years ago and was interested to see how it changed. At that time, back in 1964, it wasn't much more that a half dozen missiles displayed at the side of the road.
In 1994, the WSMR was established as a place to collect, preserve and exhibit artifacts and other materials relating to the history of White Sands Missile Range. The White Sands Missile Range is an active Army installation. Security measures are in place requiring a valid photo Identification for one to walk through the gate to the museum. We waited in line 45 minutes to get approved along with maintenance workers, truck delivery people, traveling nurses, and even enlisted men.
The museum complex includes a building housing a restored V-2 German rocket and displays relating to early work with missile development and research.
WAC Corporal Rocket was the first rocket fired at White Sands in Oct. 1945 from a tower at Launch Complex 33. The rocket was designed to carry a 25-pound package of meteorological instruments to an altitude of 25 miles.
There are tons of displays in the Museum. All are very well described and nicely displayed.
The outdoor missile park contains examples of the rockets and missiles tested on the range. There are nearly 100 rockets and missiles in the park including Pershing II, Patriot, and many nuclear payload rockets. You can read all about them here. Here are just a few.
Pershing II is a two-stage, surface-to-surface missile sometimes credited with helping to win the Cold War.
The Patriot was designed to defend against high performance air-breathing targets. Each launcher can carry four missiles which are protected in their shipping containers. The missiles are launched out of their containers.
The Army Tactical Missile System (Army TACMS) was designed for deep attack. When reaching the target area the missile would dispense its submuntions.
The Patriot is the front, brown rocket. TACMS is red-tipped rocket.
Athena is a multi-stage research missile was used to simulate the trajectories of intercontinental missiles. Paul looks like a midget next to it.
Mace is large missile about the same size and weight of a small jet fighter. It was capable of carrying a conventional or nuclear warhead.
We had a wonderful time at the Museum and wondering around the missile park. Paul even thinks he found the missile he photographed over 50 years ago. Another interesting stop we would recommend to those traveling to the White Sands National Monument.
This was just our first stop for the day. Tell you about the rest in the next post.
Thanks for stopping by. Hope to see y’all back real soon. Have a great day! | aerospace |
https://whenevawhateva.wordpress.com/2009/03/06/the-first/ | 2017-04-25T10:33:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917120338.97/warc/CC-MAIN-20170423031200-00274-ip-10-145-167-34.ec2.internal.warc.gz | 0.921529 | 138 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__132472012 | en | The first… March 6, 2009Posted by Wheneva Whateva in Black History.
It’s Women’s History Month so just wanted to share…
The sisters on Flights 5202 and 5106 (a jet owned by Atlantic Southeast Airlines) have proven that African-American women can do anything if just given a fair opportunity.
They made history on Thursday, February 12, 2009 as the first all African American female crew. They operated flight 5202 from Atlanta to Nashville and flight 5106 from Nashville back to Atlanta.
The crew included Captian Rachelle Jones, First Offier Stephanie Grant, and flight attendants Robin Rogers and Diana Galloway! | aerospace |
http://www.gflashcards.com/collections/126838-b737-skv-aug-20-2015-rev/cards | 2018-01-23T23:36:35 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084892802.73/warc/CC-MAIN-20180123231023-20180124011023-00767.warc.gz | 0.820735 | 785 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__104915540 | en | GEN101 - (1.20.2) Maximum operating pressure altitude for the B737-800 is
GEN103 - (1.20.2) The maximum restricted takeoff/landing tailwind component is
GEN105 - (1.20.3) Recommended severe turbulence penetration airspeed in the B737-800 in climb & descent is
GEN106 - (1.20.5) The recommended crosswind component guidelines for takeoff on a dry runway with Blended winglets are
GEN109 - (1.20.5) The recommended crosswind component guidelines for landing on a wet runway with Blended Winglets are
outboard up to approximately 18 feet in front of the nose
GEN110 - (3.70.7) During a turn, the wing tip and tail travel _________.
Electrically unlocks flight deck door
GEN111 - (184.108.40.206) What is the function of the unlock push button on the Jamco flight deck door control panel?
Stops door emergency entrance unlock function that would occur after 30 seconds, thus keeping door HARD LOCKED for 30 minutes.
GEN113 - (220.127.116.11) What is the function of the hard lock push button on the Jamco flight deck door control panel?
does not rely on electrical power -will not allow the door to be opened by the FLIGHT DECK door EMERGENCY ENTRANCE system. -all answers are correct
GEN114 - (18.104.22.168) The mechanical lock (pin) located on the Jamco flight deck door_______.
By using the cabin mounted emergency entrance system
GEN115 - (22.214.171.124) With a Jamco flight deck door, how can the flight attendants gain access to the flight deck after all attempts to contact the flight deck have failed and the assumption is made that the pilots are incapacitated?
the MASTER CAUTION light and DOORS ANNUNICIATOR
GEN117 – (126.96.36.199) If the FWD and AFT cargo compartments are not locked _________________ is/are illuminated.
GEN119 - (188.8.131.52) Each lavatory has a water supply selector valve beneath the sink
aft flight attendant station
GEN120 - (184.108.40.206) Where is the panel that shows the quantity of water in the potable water tank?
GEN121 - (220.127.116.11) Outboard (retractable) landing lights may be extended _________.
may or may not extinguish automatically depending on aircraft number
GEN122 - (18.104.22.168) When the nose gear is retracted with the taxi light on, _________.
Standby compass light, white dome lights, instrument flood lights, and selected system information and warning lights.
GEN123 - (22.214.171.124) Which flight deck lights are powered with loss of normal electrical power?
On – Illuminates all emergency lights and bypasses flight deck control.
GEN125 - (126.96.36.199) Which statement is correct for the aft flight attendant emergency light switch positions? ()
individual chemical oxygen generators
GEN126 - (188.8.131.52) The passenger oxygen system is supplied by ___________located at each Passenger Service Unit (PSU)
GEN127 – (184.108.40.206) The passenger oxygen system is activated automatically by a pressure switch at a cabin altitude of ______ or when the Passenger Oxygen Switch on the aft overhead panel is positioned to ON.
By pulling any mask in the unit down
GEN129 - (220.127.116.11) How is the flow of oxygen initiated to the passenger masks? | aerospace |
http://www.alaskansfordonyoung.com/military-defense/ | 2020-01-24T11:11:25 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250619323.41/warc/CC-MAIN-20200124100832-20200124125832-00369.warc.gz | 0.961775 | 237 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__1820305 | en | Ensuring Our Nation’s Freedom
I have continually worked to ensure that our military is not only the best in the world, but able to succeed in any situation. America has faced and will continue to face many different enemies and must be prepared to defend itself against all of them. Whenever possible, America must use diplomacy to avoid conflicts and to build friendships. When diplomacy fails, however, we must be ready to fight.
Our military bases in Alaska are some of the most strategically located in the world and remain crucial to America’s efforts. The Joint Pacific Alaska Range Complex (JPARC) provides the best training facility for our troops. I have spoken with many high-ranking military officials and with senior Members of Congress about making the JPARC the premier training facility for our troops. The Air Force is considering Eielson AFB for the possible basing of two F-35 squadrons. Working together, I am hopeful that we can bring these squadrons to Alaska, where their power projection capabilities and their training opportunity will both be maximized.
I will continue to support all of our bases, and hope to see new missions continue to come to Alaska. | aerospace |
https://omanuals.com/garmin-d2-pilot-manual.html | 2023-06-08T18:24:28 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224655092.36/warc/CC-MAIN-20230608172023-20230608202023-00740.warc.gz | 0.898107 | 128 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__70396630 | en | Garmin D2 Pilot Manual
Garmin D2 Pilot Manual. View the Garmin D2 Pilot manual. The Garmin D2 Pilot is a watch for all aviators. It has all of the necessary , standard uses but adds so much more to the experience. You will know at a quick glance. It has an altimeter and barometer, displays multiple time zones. It remembers your flight path or you can direct to the nearest airport. It has various timers, alerts, and reminders. Find all of its features and operating instructions in the owners manual. You are viewing the manual and parts listings for the Garmin D2 Pilot. | aerospace |
http://www.station131.co.uk/55th/Encounter%20Reports/43-11-25%20338th%20Pruitt%20John%20R%202Lt.htm | 2019-02-23T02:43:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249434065.81/warc/CC-MAIN-20190223021219-20190223043219-00274.warc.gz | 0.950039 | 241 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__24026011 | en | PILOT'S PERSONAL ENCOUNTER REPORT
B. 25 November 1943.
C. 338th Fighter Squadron, 55th Fighter Group.
E. 5 miles north of Lens, France.
F. 2/10 cululus clouds at 4,000 feet.
G. FW 190.
H. One (1) FW 190 probably destroyed, pending assessment.
I. I was flying No. 4 position in Yellow Flight. My flight leader, Capt. Jones, made a 90º turn to the right and followed with a turn to the left, which put me in No. 3 position, whereupon I observed two FW 190's at 9 o'clock 1,000 feet below and dived on the leader, making a head-on attack of 10º above his line of flight. I closed to 150 yards firing about a three second burst and skidded out to the right. No results were observed and due to my position I was unable to follow enemy aircraft.
JOHN R. PRUITT,
2nd Lieut., Air Corps.
Return to 2/Lt. John R. Pruitt's page
Return to the Encounter Reports page | aerospace |
http://www.mie.neu.edu/news/nasas-big-idea-challenge-finalists | 2018-12-16T05:43:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827281.64/warc/CC-MAIN-20181216051636-20181216073636-00301.warc.gz | 0.9036 | 104 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__51551785 | en | You are here
NASA's Big Idea Challenge Finalists
Alanna Ferri, ME'16, and Jonathan Gray, ME'16 were selected as top 10 finalists to advance in NASA’s Big Idea Challenge for college students. Big Idea seeks to rapidly advance fledgling technology for use in a wide variety of NASA missions. This year, the project involves designing an inflatable heat shield for a mission to Mars. Special emphasis is given on manipulating the shape of the shield to increase mission flexibility and chance of success. | aerospace |
https://www.consumersafetyguide.com/news/drone-lawsuits-on-the-rise/ | 2022-07-02T17:43:14 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104189587.61/warc/CC-MAIN-20220702162147-20220702192147-00579.warc.gz | 0.959831 | 752 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__214327052 | en | Drone use continues to rise. People are using drones in a variety of different ways, both personally and professionally. For many, drones have made life easier, but this isn’t always the case.
Drones have caused injuries, property damage, and privacy invasions for thousands of people and many are taking legal action against drone companies and the operators and owners of these devices.
One of the biggest challenges is that drone operation is more complex than many people think. Drones are not toys and should not be treated as such. They occupy the same airspace as planes and helicopters and travel onto private property when in use.
The FAA has authority over the use of all hobby and commercial drones, and commercial operators are supposed to obtain a remote pilot certification, but many do not before using their drones.
Smaller drones flown by hobbyists must still abide by certain federal laws regarding where they fly, what time they fly, how they treat right-of-way, and whether they are flying over large crowds of people or over major landmarks. Drones are also not allowed to fly over emergency response efforts or leave the operator’s line of site.
FAA Files Lawsuit against SkyPan for Misuse of Drone
In one recent lawsuit, the FAA sued the company SkyPan for taking aerial drone photos over restricted areas and then publishing those photos.
The company had to pay $200,000 and agreed to pay $150,000 in the future every time it violates FAA rules. SkyPan also agreed to help the FAA create PSAs concerning safe and compliant drone operation.
Drone Regulations Might Be Easing
In 2017, the president issued an executive order allowing more drones to fly in the sky. The order also allows the FAA and the federal Transportation Department to grant waivers from restrictions.
The order further established the Unmanned Aircraft System Integration Pilot Program, which creates a group made up of state, local, tribal, and industry representatives who will update and establish national drone laws.
Drones and the Invasion of Privacy
In addition to personal and public safety, there are also concerns about privacy and how drones might infringe on the rights of private citizens.
Drones can easily fly over private land and on more than one occasion, a drone operator has intentionally invaded another person’s private space. There are fewer than half a dozen states with drone privacy laws, but that number is expected to rise as more and more people feel their privacy is invaded.
The Drone Aircraft Privacy and Transparency Act was introduced in 2017 by lawmakers from Vermont and Massachusetts in an effort to protect Americans from privacy infringement as it relates to drones. The law would affect both private and commercial drone users.
Have You Been Injured by a Drone?
Drone operators and drone manufacturers can both be held liable when someone is injured by a drone. Though operator error is a problem, many drone collisions occur because of technology flaws – a problem that existed before a drone even reaches the hands of the operator. In many cases, the problem was related to drone-to-controller communications.
If you suffered a physical injury, invasion of privacy, or other financial or personal injuries because of a drone, you could be eligible to take legal action. Drone lawsuits help those suffering damage in a drone incident recover compensation for current and future medical bills, lost wages, and pain and suffering.
There are currently numerous lawsuits related to drone operation pending in federal and state courts. Issues raised in these lawsuits include:
- Illegally created drone registration rules
- Destruction of personal property
- Personal injury
Laws will continue to evolve concerning drone use. As technology changes, the law must change too in order to keep up. | aerospace |
https://www.mermaidray.com.au/post/air-force-cadets | 2023-11-28T19:30:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099942.90/warc/CC-MAIN-20231128183116-20231128213116-00582.warc.gz | 0.941082 | 118 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__168901288 | en | Air Force Cadets
It was great to meet Baz and Daniel – volunteers with 232 Squadron Australian Air Force Cadets who meet and parade at Robina SHS on Wednesday evenings. This is an important opportunity for our Youth to participate and learn and it may inspire them on to a career in the Australian Defence Force.
This year is 232 Squadron’s 20th Anniversary so there will be a big Celebratory Parade.
See https://www.airforcecadets.gov.au/how-to-join if you are interested in becoming a cadet or volunteering. | aerospace |
http://vulcanuav.com/custom_projects/ | 2021-04-19T11:18:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038879374.66/warc/CC-MAIN-20210419111510-20210419141510-00205.warc.gz | 0.955395 | 1,826 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__247223701 | en | Although we produce some standard aircraft, it is often the case that a particular application needs something slightly different. There is often a need to find a machine that can operate within quite specific operational parameters, in unusual ways or very particular circumstances and, with the number of ways these aircraft might be used increasing constantly, this is far from uncommon. Currently the vast majority of our work involves some kind of system customisation. This may be something as simple as specifying a particular set of components to optimise performance, but can often involve more. Making changes to an airframe to enable the use of different sensors, fit unusual antennas, attach non-standard payloads, integrate power systems for payloads, customise landing gear, or customised functionality are commonplace. In some cases an entirely bespoke aircraft specifically designed for the particular application may be the only solution.
With our long history of building unusual VTOL flying machines, and our ability to manufacture many parts either in house or through our carefully chosen manufacturing partners, we are able to work with our customers to produce bespoke or customised systems that most closely fulfil their specific requirements. Please feel free to get in touch if you would like to discuss your project, we are happy to sign an NDA if required and you may be surprised how inexpensive a custom solution could be.
D8 High Altitude Spraying
This D8 series aircraft has been produced to allow spraying at much greater height than the original Harrier version. The D8 is a very powerful aircraft that can lift the hose full of water to over 200 feet. Spraying is undertaken using our 2nd generation robotic spray arm that now offers various control modes such as full proportional, position and hybrid position modes, and also includes automated side to side and rotational movements of the spray arm to cover specific areas with only general directional control required from the operator. A clear view of the spraying operation is provided by a high mounted FPV camera including a one axis gimbal with a cleaning pad to keep the camera free of water and maintain a clear view for the operator.
Industrial Jet Wash – Harrier 7
This waterproof Harrier 7 variant is fitted with a high power jet wash with custom built remotely operated robotic arm. Designed to operate at up to 20m above take off point (to cover tidal variation) this aircraft is used to clean the guano from access landers on the new breed of ultra large wind turbines in the North Sea. Located over 100 miles off shore, these turbines provide the only place to land for sea birds for miles and so attract them in huge numbers. The resulting guano presents a significant health and safety risk to engineers working on the structures and has to be removed prior to access. Operating from a crew vessel in what can only be described as very harsh conditions this aircraft is highly resistant to wind, rain and spray, and with it’s high pressure cleaning payload enables safe access without risk to engineers who would otherwise have to call in a specialist crew to clean the structure.
BioCarbon Engineering V3
Having gone commercial at the end of 2017 Biocarbon Engineering go from strength to strength with a rapidly expanding fleet of the version 3 tree planting aircraft. This version is white to help with heat management in hot climates and features a laser altimeter and RTK GPS for precision low level autonomous mission flying and precise positioning of each tree that is planted. The current system is capable of planting an incredible 600 trees in 10 minutes!
With three years of R & D behind them and fully verified success rates across a wide range of species, BioCarbon are well on their way to their target of planting a billion trees a year!
This world first from Flying Screens (a joint venture between RES Ltd. & Light Initiative Ltd) presented us with some unique challenges! Each aircraft carries a pair of ultra bright hi resolution LED panels displaying live co-ordinated graphics whilst in flight. See four of these in action in their ‘Lucid’ video promo. Click to view: LUCID
The aircraft had to be structured to fit entirely behind and within the screens themselves causing some interesting aerodynamic effects, and well as the difficulty of managing the considerable weight outside the diameter of the props. They also have to be flown accurately and in close proximity in a turbulent air environment, and so use both lasers and optical flow for position and height control. An interesting challenge. On top of this the aircraft were designed to be stacked and fitted together to make one large screen then flown off one at a time!
Airlift 2 Offshore Delivery Variant
This variant of the Airlift was designed specifically for one of our large offshore energy industry clients. It will carry a payload up to 25 Kgs and features a remote payload release system to allow the pilot to fly from support ship to the heli pad on an oil rig, release the payload and leave without anyone needing to approach the aircraft.
This aircraft is fully weather resistant, has a custom one axis FPV camera gimbal and range sensor for remote landing assistance and can be folded for transportation.
GPR (Ground Penetrating Radar)
As the name implies GPR is used to look for information about what is beneath the ground with applications ranging from archeology to mine detection. Normally GPR would be fitted to a small ground vehicle or even dragged across the ground by a human operator, however this approach is not always practical or in some cases even possible. GPR sensors rely on close proximity to the ground, so to undertake this from a UAV requires operation at very low level and at a very consistent altitude. A grid pattern using waypoints is generated and altitude is maintained using a very accurate laser altimeter and some clever terrain following algorithms.
Flying at this level means the aircraft must have very accurate control and also be highly resilient to wind as any deviation could easily result in a crash. This particular aircraft is extremely stable, produces minimal vibration, and can manage around a 30 minute flight with the GPR allowing for good coverage between battery changes. Altitude control is accurate to around 1 cm.
RF Spectrum Montioring
This Raven variant was designed to carry an extremely sensitive RF spectrum monitoring system. Traditionally such systems are bulky and heavy but Metis Aerospace developed a system light enough to be flown by one of our aircraft. With a payload as sensitive and high value as this, low vibration levels, excellent resilience in difficult conditions, ultimate reliability, quick deployment and ease of use are all key.
The system itself is designed to pop up anywhere at very short notice and monitor activity across the full range of RF frequencies. We cannot disclose exactly how wide a range or number of frequencies it can monitor simultaneously, but it is a very impressive piece of kit!
Airmageddon is a ‘Robot Wars’ type TV show made by the BBC in conjunction with DHX Media in Canada. It features 9 – 14 year old pilots flying drones in a tasks from obstacle courses, to knocking down brick walls with wrecking balls, lifting objects with electro magnets, hitting targets with paint ball guns and more. The show aired for the first time on CBBC at the end of January 2016.
An interesting project as we had to produce six ‘house drones’ (WASP & GUARD featured in this picture), as well as a fleet of bespoke X8s for the competitors to fly. These had to be very tough but also easy to repair as crashes were, to say the least, common!
UAV Smart Winch
The UAV smart winch developed by us for delivery of light payloads to areas where landing is not possible (such as the top of wind turbines), or for placing of equipment or sensors in hard to reach or no access locations (with the addition of our remotely operated dropping hook – not shown here). The smart winch is integrated into one of our removable quick release landing gear systems for quick swapping of different payloads for different functions.
The winch is almost entirely automated as it must be able to operate well away from clear view of the pilot operator. A downward facing camera is fitted, and the winch is able to monitor it’s position at all times enabling the operator to have no worries about deployment height or correct retraction. A simple three positon switch is all that is needed to operate all winch functions. A number of safety systems are included such as overload protection, signal loss, positional override reset and even an emergency escape procedure in case the winch line were to get tangled or hooked to something on the ground.
Unfortunately we cannot discuss the payload or application for this particular aircraft, or the reasons behind why it was developed. However the Hex8 is a truly unique aircraft configuration which offers the redundancy offered by 8 motors, with the improved efficiency of having only two pairs of co axial motors. The machine also maintains the benefits gained by co axial aircraft in handling difficult weather conditions.The Hex 8 folds neatly into a compact form factor for transportation. | aerospace |
https://www.theabi.org.uk/news/case-study-uav-drone-surveillance-farnborough-international-airshow-2018 | 2020-11-27T20:38:29 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141194171.48/warc/CC-MAIN-20201127191451-20201127221451-00650.warc.gz | 0.939265 | 1,288 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__114972424 | en | In July 2018 Airvis Ltd provided a UAV security provision, to Farnborough International Airshow. This case study provides a summary of the events that took place and describes how Airvis Ltd were able to successfully provide their services.
It is provided in open source format; to highlight the key learning points for colleagues across the industry to take away. It is therefore highly recommended that all event management, safety consultants and safety officers familiarise themselves with the content of this document, to provide a guideline and propose a benchmark on UAV security service delivery, particularly in areas of mass crowd congregation.
Over a period of meetings in 2017, Airvis Ltd were requested to provide a comprehensive proposal and operating plan to Farnborough International Ltd, for the provision of a UAV security service. Its purpose; to enable a sustained aerial overwatch of the Airshow, bolstering the existing CCTV network and ensuring a flexible and dynamic response to critical incidents.
An amalgamation of relevant military and security expertise ensured that the comprehensive framework required to safely deliver this provision was approved by all agencies and stakeholders.
Identified and selected specifically for this task, only personnel with proven experience in delivering protective services in austere or high-risk environments were deployed.
Agencies and Stakeholders
Operating UAVs on an active airfield during flight displays, with crowds in excess of 30,000 people demanded the strictest risk mitigation, prior to agency and stakeholder permissions. Airvis Ltd.’s framework and strategy were approved by Farnborough International Ltd (FIL), National Air Traffic Service (NATS), Hampshire Constabulary, Hampshire Fire and Rescue Service and others, over a period of meetings and planning collaboration.
Ensuring that our team could operate in varying weather conditions from a remote location, with a standby requirement for a dynamic sustained deployment in place in the event of a major incident; required the leading industry equipment.
Our aircraft are enterprise grade aircraft, IP rated (weather resistant) with an abundance of built in safety features. Equipped with a 180x imaging system and higher capacity intelligent dual batteries resulted in extraordinary visual coverage of the airfield and beyond, and minimal down time during battery changes; offering a significantly reduced turnaround time, critical in times of incidents and ingress/egress periods.
Our team operated from remote locations, therefore required the use of our operational support vehicles. These service specific vehicles (built specifically for this role by Airvis Ltd) provides UAV teams with LCD screens, seating, workstations, IT systems, electricity, lighting, heating/air conditioning and welfare provisions on location.
Ensuring enough battery supplies for sustained operations is a critical success factor. Airvis Ltd utilise a systematic battery management programme, continually cycling batteries throughout operations, maintaining a continual supply of “in use”, “ready for use” and “charging”. With the ability to charge in remote locations through our support vehicles, Airvis Ltd are capable of remaining airborne indefinitely (excluding battery hot swap periods).
Airvis Ltd operated an Air Managers Desk from within the Show Control Office, commonly known as Event Liaison Team (ELT), Command Post (CP), Operations Room or similar. All relevant agencies to the show and airfield operated from the same open plan room, therefore ensuring clear and effective communication between all.
With an ongoing media threat of hostile UAVs (any other unknown UAV within 1km from the aerodrome boundary – ANO article 94B), police and security forces were instructed to report any sightings of such nearby. A way to deconflict our aircraft from that concern/threat was embedded, ensuring clear operating transparency and minimal disruption to the show.
Airvis Ltd operated during air show flight displays on an active runway, thanks to a system of communications to the ATC (Air Traffic Control) and FIL (Farnborough International Ltd) through a hierarchy structure, embedded into the SCO. The Air Managers Desk maintained direct communications with the UAV operators, utilising enhanced radio communications (provided by a contractor), throughout the airfield. Utilising group messaging systems, personnel GPS tracking and continual APK mapping updates ensured that our team were always synchronised.
Providing a live video feed into the SCO, enabling stakeholders and agency commanders to make informed decisions in real time was a critical success factor. Camera control orders were relayed through the Air Manager to the UAV operator in real time, therefore any latency would have rendered this impossible.
Our UAV video feed was decoded and displayed permanently on the Air Managers Desk, but with the option to mirror this onto the CCTV display wall offering visibility for all decision makers.
Although our imagery was always recorded onto the CCTV Network Video Recorder when airborne, we also had the capability to record directly onto our onboard UAV SD card, ensuring redundancy in evidence should it be required. SD cards would be sealed in evidence bags and handed to Hampshire Constabulary to maintain continuity of evidence.
Airvis Ltd maintained an operational deployment log, keeping records of all relevant communications, requests, incidents and flight times. The records were transferred to a digital log which allowed our team to review the up and down time over the week period. This data can be used to establish KPIs for repetition of this project and forecast workloads.
Predetermined Landing Zones (LZs) were identified within our operations plans, enabling our teams to operate from multiple locations as required. The effective detection range for vehicles and persons, was 2.6km from a static position.
The mere ability to quickly deploy and offer rapid situational awareness of an incident, area, casualty or threat offers better control of assets and hugely assists command composure.
This new ability promotes a sufficient and relevant response through visual evaluation and confirmation of the scene. Providing a reduced level of risk exposure to responders (where required) and minimizing the resilience impact elsewhere during response periods (through considered resource deployment); promotes safer environments for all.
Our deployment was very quickly utilised by all agencies within the SCO to counter issues that historically have maybe been very difficult or time and asset consuming to rectify. Throughout the week deployment, Airvis Ltd were tasked by every agency within the SCO on numerous occasions, to assist and support their objectives; examples of which are shown in the full case study. | aerospace |
http://africanvoiceonline.co.uk/nigerian-astronauts-to-weather-space-technology/ | 2018-01-19T01:14:07 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887692.13/warc/CC-MAIN-20180119010338-20180119030338-00399.warc.gz | 0.953766 | 287 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__188651819 | en | The Honourable Minister of science and Technology, Prof. Ita Ewa, while briefing the nation on his ministry’s activities on Monday at the ministerial press conference in Abuja, stated that plans were afoot to ensure that the training of local astronauts begin by 2015 all things being equal.
He added that a memo requesting the President Goodluck Jonathan’s approval for the programme had been submitted. The training would be done in collaboration with the Chinese government who will also assist the country in developing a space rocket.
It should the noted that space technology has been a developing ambition of successive governments in Nigeria leading to the establishment of the National Space Research and Development Agency (NARSDA).
The Minister further stated that a launch site with a 20-kilometre launch capability had already been set up in Epe, Lagos State, adding that 12 engineers from the National Space Research and Development Agency (NARSDA) are in China for training.
While expounding on the benefits of an improved programme to the country, Prof. Ewa stated that the Nigeria would begin making preparations for the launch of two or more communication satellites after Mr. President’s approval.
According to him, the socio-economic benefits of such deployment of satellites include; security surveillance, flood management, environmental surveillance for pest and diseases infested areas, desertification and pollution, especially oil spillage in the Niger Delta. | aerospace |
http://grimteam.us/cucu/space-race-essay-beve.php | 2018-06-20T17:05:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863830.1/warc/CC-MAIN-20180620163310-20180620183310-00086.warc.gz | 0.909807 | 871 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__203883823 | en | Space race essay
The Space Race - Home
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Thesis Statement: The Space Race was a major turning point in the late 20th century.The space race essaysThe USSR (Union of Soviet Socialists Republic, now known as Russia) and the United States had been disagreeing on things since 1917.Space race research paper - Get to know main advice as to how to receive the greatest essay ever Expert writers, top-notch services, fast delivery and other.Although the US had launched more satellite than the USSR, Sputnik 1 weighed more than all four of the US satellites combined and Sputnik 3 weighed and astonishing 2,950 pounds. | aerospace |
http://liveind24.com/first-flight-mirror-fitted-by-nasa-on-the-james-webb-telescope/ | 2016-12-07T10:34:00 | s3://commoncrawl/crawl-data/CC-MAIN-2016-50/segments/1480698542060.60/warc/CC-MAIN-20161202170902-00172-ip-10-31-129-80.ec2.internal.warc.gz | 0.903214 | 158 | CC-MAIN-2016-50 | webtext-fineweb__CC-MAIN-2016-50__0__33905282 | en | First flight mirror fitted by NASA on the James Webb Telescope.
Washington: NASA has successfully installed 18 flight mirron on James webb Space Telescope. Hubble space telescope has to replace by James webb in the year 2018 so its first and significant changes has been done in it's structure.
NASA's Goddard Space Flight Center Engineering team used hexagonal shape and a robotic arm to lift and bring down in this week. It will work together as 6.5 meters size large mirror after conneting 18 units of mirror. At the beginning of next year it is likely to get fully installed.
Associate Administrator for the Astronauts and NASA's Science mission Directorate John M. Grunsfeld Said, "James Webb Space Telescope in the next decade will be a major astronomical observatory." | aerospace |
https://bw.figgysfoodtruck.com/4082-cold-war-bell-x-1.html | 2022-07-01T13:01:29 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103941562.52/warc/CC-MAIN-20220701125452-20220701155452-00271.warc.gz | 0.964906 | 1,265 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__63227487 | en | We are searching data for your request:
Upon completion, a link will appear to access the found materials.
Bell X-1E Specifications:
- Length: 31 ft.
- Wingspan: 22 ft. 10 in.
- Height: 10 ft. 10 in.
- Wing Area: 115 sq. ft.
- Empty Weight: 6,850 lbs.
- Loaded Weight: 14,750 lbs.
- Crew: 1
- Power Plant: 1 × Reaction Motors RMI LR-8-RM-5 rocket, 6,000 lbf
- Range: 4 minutes, 45 seconds
- Max Speed: 1,450 mph
- Ceiling: 90,000 ft.
Bell X-1 Design & Development:
Development of the Bell X-1 began in the waning days of World War II as the interest in transonic flight increased. Initially contacted by the US Army Air Force and the National Advisory Committee for Aeronautics (NACA - now NASA) on March 16, 1945, Bell Aircraft began designing an experimental aircraft dubbed the XS-1 (Experimental, Supersonic). In seeking inspiration for their new aircraft, the engineers at Bell elected use a shape similar to a Browning .50-caliber bullet. This was done as it was known that this round was stable in supersonic flight.
Pressing forward, they added short, highly-reinforced wings as well as a movable horizontal tailplane. This latter feature was included to give the pilot increased control at high speeds and later became a standard feature on American aircraft capable of transonic speeds. In the interest of retaining the sleek, bullet shape, Bell's designers elected to use a sloped windscreen in lieu of a more traditional canopy. As a result, the pilot entered and exited the aircraft through a hatch in the side. To power the aircraft, Bell selected an XLR-11 rocket engine capable of around 4-5 minutes of powered flight.
Bell X-1 Program:
Never intended for production, Bell constructed three X-1s for the USAAF and NACA. The first began glide flights over Pinecastle Army Airfield on January 25, 1946. Flown by Bell's chief test pilot, Jack Woolams, the aircraft made nine glide flights before being returned to Bell for modifications. Following Woolam's death during practice for the National Air Races, the X-1 moved to Muroc Army Air Field (Edwards Air Force Base) to begin powered test flights. As the X-1 was not capable of taking off on its own, it was carried aloft by a modified B-29 Superfortress.
With Bell test pilot Chalmers "Slick" Goodlin at the controls, the X-1 made 26 flights between September 1946 and June 1947. During these tests, Bell took a very conservative approach, only increasing speed by 0.02 Mach per flight. Dismayed by Bell's slow progress towards breaking the sound barrier, the USAAF took over the program on June 24, 1947, after Goodlin demanded a $150,000 bonus for achieving Mach 1 and hazard pay for every second spent over 0.85 Mach. Removing Goodlin, the Army Air Force Flight Test Division assigned Captain Charles "Chuck" Yeager to the project.
Familiarizing himself with the aircraft Yeager made several test flights in the X-1 and steadily pushed the aircraft towards the sound barrier. On October 14, 1947, less than a month after the US Air Force became a separate service, Yeager broke the sound barrier while flying X-1-1 (serial #46-062). Dubbing his plane "Glamorous Glennis" in honor of his wife, Yeager achieved a speed of Mach 1.06 (807.2 mph) at 43,000 feet. A publicity boon for the new service, Yeager, Larry Bell (Bell Aircraft), and John Stack (NACA) were awarded with the 1947 Collier Trophy by the National Aeronautics Association.
Yeager continued with the program and made 28 more flights in "Glamorous Glennis." The most notable of these was on March 26, 1948, when he reached a speed of Mach 1.45 (957 mph). With the success of the X-1 program, the USAF worked with Bell to build modified versions of the aircraft. The first of these, the X-1A, was intended to test aerodynamic phenomena at speeds above Mach 2. First flying in 1953, Yeager piloted one to a new record speed of Mach 2.44 (1,620 mph) on December 12 of that year. This flight broke the mark (Mach 2.005) set by Scott Crossfield in the Douglas Skyrocket on November 20.
In 1954, the X-1B began flight testing. Similar to the X-1A, the B variant possessed a modified wing and was used for high speed testing until it was turned over to NACA. In this new role, it was used until 1958. Among the technology tested on the X-1B was a directional rocket system that was later incorporated into the X-15. Designs were created for the X-1C and X-1D, however the former was never built and the latter, meant for use in heat transfer research, only made one flight. The first radical change to the X-1 design came with the creation of the X-1E.
Constructed from one of the original X-1s, the X-1E featured a knife-edge windscreen, new fuel system, a re-profiled wing, and enhanced data collection equipment. First flying in 1955, with USAF test pilot Joe Walker at the controls, the aircraft flew until 1958. During its final five flights it was piloted by NACA research pilot John B. McKay who was attempting to break Mach 3. The grounding of the X-1E in November 1958, brought the X-1 program to a close. In its thirteen-year history, the X-1 program developed the procedures that would be used in subsequent X-craft projects as well as the new US space program. | aerospace |
https://forensicfireinstitute.com/team/brittany-brown/ | 2024-04-21T01:15:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817699.6/warc/CC-MAIN-20240421005612-20240421035612-00137.warc.gz | 0.92986 | 416 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__71962370 | en | Brittany Brown is an Assistant Professor at Eastern Kentucky University teaching in the Fire, Arson, and Explosion Investigation degree program. She was the Fire Marshal for the Lovington Fire Department in Lovington New Mexico. Brown also serves as the team lead for the Lea County Arson Task Force, the Vice President for the New Mexico Fire Marshal’s Association, and as an adjunct instructor for the Fire Investigation Program at the New Mexico Firefighters Training Academy.
Prior to working for the City of Lovington, Brown served as a Deputy State Fire Marshal for the Texas State Fire Marshal’s Office, Code Enforcement Bureau, and as a New Mexico State Fire Marshal for the New Mexico Fire Marshal’s Office in the Fire Investigation Bureau. Brown has also spent time working for the Clovis Fire Department in Clovis New Mexico and the Farwell Fire Department in Farwell, Texas working in fire investigation, firefighting, and emergency medical services capacities.
Brown holds two Associate of Science degrees in Aviation Maintenance Management and Aviation Maintenance Technology and holds a dual Bachelor of Science in Aviation Maintenance Management with majors in Aviation Management and Aviation Safety with an Undergraduate Specialization in Aviation Safety. Additionally, she has completed a Master of Science in Systems Engineering with a technical specialization from Embry-Riddle Aeronautical University. Brittany is currently pursuing a Ph.D. in Fire and Explosives Investigation.
Prior to entering the Fire Service, Brown served 10 years in the United States Air Force as an enlisted Aerospace Maintenance Craftsman and Flight Mechanic. During this tenure, she operated with the Flight Safety Department as an Aviation Crashworthiness and Survivability Analyst and Fire and Explosion Mishap Investigative analyst participating in several large-scale aviation mishaps. She also operated as an occupational safety specialist, holding an OSHA General Industry license with specialization in industrial hygiene with special reference to respiratory protection.
Brown currently serves as a principal member for the NFPA 407 Technical Committee for the Standard on and Aircraft Fuel Serving and the NFPA 410 for the Standard on Aircraft Maintenance Operations. | aerospace |
https://amazing-24.com/was-there-a-remote-control-plane-named-fuddrucker/ | 2022-05-20T16:18:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662533972.17/warc/CC-MAIN-20220520160139-20220520190139-00255.warc.gz | 0.952565 | 337 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__130639555 | en | Read 5 answers by scientists to the question asked by Eridy Lukau on Jan 13, 2016
FAQ Was there a remote control plane named fuddrucker?
When did remote control airplanes come out?
The first remote-controlled model airplane flew in 1932, and the use of remote control technology for military purposes was worked on intensively during the Second World War, one result of this being the German Wasserfall missile . By the late 1930s, several radio manufacturers offered remote controls for some of their higher-end models.
Is the F4U the right RC plane for You?
The F4U makes it easy to roll, duck, dive, climb, and more. This makes the plane the perfect choice for intermediate and pro RC pilots who are looking to take their flying skills to the next level. On the flip side, this plane is not the ideal choice for beginners because of its more manual controls.
How do you land a remote control plane without crashing?
Easier landing #2: Let the plane glide into landing by cutting the power shortly before touchdown. Raise the nose at the last second so all three wheels touch the ground. Space: Having a wide, open, and unobstructed area to practice with your remote control airplane is the best way to start and will prevent crashes.
What is a universal remote control duplicator?
In this case, the transmitter is normally called a universal remote control duplicator because it is able to copy existing remote controls, while the receiver is called a universal receiver because it works with almost any remote control in the market. A radio remote control system commonly has two parts: transmit and receive. | aerospace |
http://bekkiestheovervieweffect.blogspot.com/2013/07/ | 2017-11-22T08:55:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-47/segments/1510934806543.24/warc/CC-MAIN-20171122084446-20171122104446-00091.warc.gz | 0.883495 | 222 | CC-MAIN-2017-47 | webtext-fineweb__CC-MAIN-2017-47__0__165057924 | en | This is an overview of the planet Mars like you have never saw it before! In stunning HD, the HiRISE camera is one of the strongest camera’s ever to see another planet. If only “it” could speak. But it did, take a look.
Uploaded on Jan 25, 2012
HiRISE: High Resolution Imaging Science Experiment
The HiRISE camera onboard the Mars Reconnaissance Orbiter is the most powerful one of its kind ever sent to another planet. Its high resolution allows us to see Mars like never before, and helps other missions choose a safe spot to land for future exploration.
NASAs Jet Propulsion Laboratory, a division of the California Institute of Technology in Pasadena, Calif., manages the Mars Reconnaissance Orbiter for NASAs Science
Mission Directorate, Washington. Lockheed Martin Space Systems is the prime contractor for the project and built the spacecraft. The HiRISE camera was built by Ball Aerospace & Technologies Corp. and is operated by the University of Arizona.
In Space, they don’t have things fall on the floor. | aerospace |
http://www.connectytrip.fr/a572-steel/a36_aircraft_plate_871.html | 2021-03-05T03:16:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178369721.76/warc/CC-MAIN-20210305030131-20210305060131-00237.warc.gz | 0.897599 | 2,649 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__134191112 | en | With the exploration and innovation of company people, gradually formed four major advantageous products: steel plate, steel pipe, stainless steel, special steel.
ASTM A36 plate is a common grade of low carbon steel with good strength and good formability. It is easy to machine, form, drill, machine, punch, and shear. It North American A-36 Apache - Aviation HistoryMar 14, 2010 · Powered by an Allison V-12 engine equipped with a single stage supercharger, the A-36 Apache was essentially an early model P-51 Mustang fitted with two dive brakes on each wing. Other modifications to the airframe included strengthening of the wings, movement of the bomb racks closer to the main landing gear for less wing flexing while the plane was taxiing, and the installation of a36 aircraft plateBeechcraft Aviation Parts & Accessories for sale | eBayGet the best deals on Beechcraft Aviation Parts & Accessories when you shop the largest online selection at eBay, a36 aircraft plate. Free shipping on many a36 aircraft plate Beech A36 Link Assy Landing Gear Door Outbd. $30.00. 2 sold. 45-410185-15 FRAME - BAGGAGE DOOR BEECHCRAFT PISTON AIRCRAFT PARTS. $68.50 a36 aircraft plate BEECHCRAFT AIRCRAFT FUEL FLOW MANIFOLD 36-380053-7 NEW W/ 8130 a36 aircraft plate
1977 Beechcraft A36 Bonanza SOLD a36 aircraft plate Yoke Mounted Approach Plate Holder a36 aircraft plate Steel Aviation has not inspected the aircraft or its logbooks, and strongly suggests that any Buyer arrange for a comprehensive pre-buy inspection of the same. Printable Spec Sheet Print Aircraft Spec Sheet .BEECHCRAFT 36 BONANZA SERIES Aircraft For Sale - Used a36 aircraft plateWe have 43 BEECHCRAFT 36 BONANZA SERIES Aircraft For Sale. Search our listings for used & new airplanes updated daily from 100's of private sellers & dealers. 1 - 24BONANZA PARTS - SPECIALIZING IN 35 AND 36 BONANZAJun 24, 2016 · Bonanza Parts - Specializing in 35 and 36 Bonanzas. We dismantle many Bonanzas for parts! A thru P, M thru V35A-B, A36, B36, Debonair, A-F33. Email mailto:omor call requests to 530-661-1696. Visit our web page, www.bonanzaparts.biz. 562
this a very low time bonanza a36 with a factory re-manufactured engine io550 300hp , clean logs well maintained aircraft, best equip avionics on market, paint and interior is in excellent condition. the airframe has 1911 hours total time. the hours will change as aircraft is used weekly. enga36 aircraft plateMetalsDepot® - Buy A36 Steel Plate Online!A36 Steel Plate is one of the most popular hot rolled, low carbon steel plates used in manufacturing, fabrication, and repair projects. A36 Steel plate adds strength and rigidity to any project at a lower price compared to other grades of steel plate. It is easy to weld, cut, form and machine.Steel Road Plates | Traffic & Crossing Plates | NTSNTS steel road plates may be stacked flat requiring no dunnage. All NTS plates are a minimum ASTM-A-36 grade steel. 12 various sizes of 1 and thicker steel plates are available to cover many roadway applications. A variety of plate sizes have a skid-resistant texture applied for enhanced vehicle safety.
We have 24 BEECHCRAFT A36 BONANZA 36 Aircraft For Sale. Search our listings for used & new airplanes updated daily from 100's of private sellers & dealers. 1 - 24N367HP (1981 BEECH A36 owned by N367HP LLC) Aircraft a36 aircraft plateN367HP (1981 BEECH A36 owned by N367HP LLC) aircraft registration information with aircraft photos, flight tracking, and maps. N367HP (1981 BEECH A36 owned by N367HP LLC) aircraft registration information with aircraft photos, flight tracking, and maps.A36 Steel Plate | Midwest Steel & AluminumSteel plate is processed by flame cutting or High Def Plasma cutting. Hi Def Plasma is utilized to sizes 1" and under, over 1" is flame cut. A36 Steel plate has a 36,000 min yield strength. Steel Plate. Steel plate A36 is stocked in all pattern sizes up to 96" x 288" and can be processed to special shapes per print.
Jun 25, 2015 · The Beechcraft A36 Bonanza: Reliability, Comfort, and Performance The Beech Aircraft company was founded in 1932 in Wichita, Kansas, by Walter Beech and his wife Olive. Beech had previously founded Travel Air in 1924, but afterASTM A36 Steel Properties, Modulus of Elasticity, Yield a36 aircraft plateA36 Material Applications. ASTM A36 structural steel has good weldability, it is usually hot rolled into rectangle steel, square steel, round steel, steel plate, and is also commonly made into all kinds of steel sections such as H beam, I beam, U channel, steel angle, steel tube, etc.What Is A36 Steel? | HunkerAs mentioned, ASTM A36 is the most common type of steel alloy. It is used for most building components, including columns, beams, decking and finish elements. The ductility of ASTM A36 doesn't allow the alloy to be used as cable, and it should not be used as reinforcing bar (rebar). Nevertheless, the majority of other uses are perfect for ASTM A36.
2015-2016 Plate Steel Specification Guide Page 2 ASTM Specifications SPECIFICATION A36 A36 A36 A36 A36 A131* Type of Steel Carbon Carbon Carbon Carbon Carbon - Requirements for Delivery A6 A6 A6 A6 A6 - Tensile Strength (ksi) 58/80 58/80 58/80 58/80 58/80 - Yield Strength (Min. ksi)Plate :: ArcelorMittal USAPlate is steel that is generally heavier than 3/16-inch-thick and greater than 48 inches wide. At ArcelorMittal, plates are produced on a discrete plate mill. If required, further heat treating can be utilized to tailor the physical properties of the plate to meet various Steel Road Plates | Traffic & Crossing Plates | NTSNTS steel road plates may be stacked flat requiring no dunnage. All NTS plates are a minimum ASTM-A-36 grade steel. 12 various sizes of 1 and thicker steel plates are available to cover many roadway applications. A variety of plate sizes have a skid-resistant texture applied for enhanced vehicle safety.
We specialize in all bonanzas; model 35, A through V35B, A36, B36TC, F33, A through E33, as well as Barons too. The photos are only examples of what we sell for your Bonanza. For other requests not shown, please email or call to inquire about any item.ASTM AH36 VS A36, difference between A36 and AH36 steelIn this condition, ASTM AH36 steel and A36 steel is totally the same. However, at most times, ASTM A36 steel means another steel type, it is A36 mild steel. A36 mild steel is for general construction, seldom used for ship building. A36 mild steel strength is lower than ASTM AH36 shipbuilding steel strength.1977 Beechcraft A36 Bonanza| Steel Aviation1977 Beechcraft A36 Bonanza SOLD a36 aircraft plate Yoke Mounted Approach Plate Holder a36 aircraft plate Steel Aviation has not inspected the aircraft or its logbooks, and strongly suggests that any Buyer arrange for a comprehensive pre-buy inspection of the same. Printable Spec Sheet Print Aircraft Spec Sheet .
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The aircraft model was designed by Mikko Maliniemi of Finland, one of the most talented 3D modelers in the flight simulation industry, and you can be certain that this A36 is one of the most complex and detailed aircraft models ever produced.Products Results | EMJPlate. Matched with our vast array of plate processing capabilities, EMJs offers plate inventory in multiple grades of carbon, stainless, alloy and aluminum plate for both commercial and aircraft What Is the Difference Between SA36 and A36 Metals a36 aircraft plateWhat Is the Difference Between SA36 and A36 Metals? a36 aircraft plate The ASME SA36 designation is based on the ASTM designation and covers all carbon steel plates, bars and shapes used in construction of bridges and other structures. It covers all the psi requirements of the ASTM A36 standards as well as requirements for boiler and pressure vessel codes.
Aircraft Quality 4130 per 6350 & 6351 Hot Rolled Plate. Chromaloy 4130 steel plate introduces exceptional machinability and strength for heat treated parts with critical hardness requirements. Benedict-Miller only stocks AQ steel.Beechcraft Bonanza PartsWe specialize in all bonanzas; model 35, A through V35B, A36, B36TC, F33, A through E33, as well as Barons too. The photos are only examples of what we sell for your Bonanza. For other requests not shown, please email or call to inquire about any item.Carbon and Alloy Steel Supply in Connecticut (CT)Connecticut Metal and Tool supplies a full range of carbon and alloy steel (commercial and aircraft quality) in many forms and sizes.
Nov 05, 2005 · What is CQ steel? I believe that is stands for commercial quality, which leads me to my next question. What is commercial quality steel? We use a lot of A-36 steel plate, and I wanted to know if anyone could compare these different grades of steel for me.Carbon & Alloy Steel - Continental Steel & Tube CompanyContinental Steel & Tube is definitely a global leader in the supply of Carbon Steel Beams, Plate, Tube, Coil, Sheet and Bar. Carbon Steel is the most commonly used form of steel for Construction and many other applications. We earned our leading market position by providing our customers with quality Carbon Steel products and unsurpassed service.Search For Aircraft & Aircraft Parts - Airplane Sale, Jets a36 aircraft plateWe have a wide selection of aircraft for sale. Search our database to find the best new and used aircraft for sale such as business jets, helicopters, UAVs, Drones, and more now.
A36: A36 plate is the highest demand hot-roll steel plate in the world, as engineers specify ASTM A36 for more structural steel fabrications than any other type of plate. Among the least expensive of the carbon steels. Very good welding properties along with 36ksi yield strength. Considered a Home - D'Shannon AviationWe are the world's largest STC holder and manufacturer of 'upgrades' for the Beechcraft fleet of Bonanzas, Debonairs and Barons, leading the industry for more than 50 years.Aircraft Alternators | Plane-PowerThe Plane-Power brand delivers aircraft alternators with outstanding performance, value and installation flexibility.
The aircraft slid down the runway on only this A/C condenser, none of the rest of the belly of the airframe received any damage. The owner was not happy with that model of A/C system, so he had them remove it then and reinstall the original style belly skins on the airplane. a36 aircraft plate Registration #: N9876T. WAAS: Yes. This low-time, 2-owner A36 a36 aircraft plate
You may also leave contact information, we will contact you as soon as possible! | aerospace |
https://prep.usi.com/property-casualty/aviation/ | 2024-04-16T16:06:56 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817103.42/warc/CC-MAIN-20240416155952-20240416185952-00485.warc.gz | 0.90011 | 459 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__182358074 | en | Risk Management and Insurance for Aviation and Airport Businesses
USI’s Aviation team brings a complete understanding of the specific risk management challenges associated with aviation related businesses such as employee and passenger safety, terrorism, government regulations, technology, products liability and complex operations locally and abroad.
Our team members have decades of experience in a variety of backgrounds, which include active pilots, former aviation underwriters, attorneys and risk management professionals. The team works hard to build lasting relationships with both our clients and underwriters by establishing trust and gaining respect and confidence in our abilities through consistent service execution and successful favorable marketing results. Our industry expertise includes airports, large flight schools, corporate aviation (fixed wing and rotary wing), maintenance repair and overhaul facilities, regional, national and international air carriers, on demand air taxi services, and aerospace/aviation manufacturers.
USI structures insurance solutions and services for aviation and airport businesses including:
- Aircraft Hull Insurance
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To analyze our clients' business issues and challenges, our Aviation Practice leverages USI ONE®, a fundamentally different approach to risk management. USI ONE integrates proprietary business analytics with a network of local and national technical experts in a team based consultative planning process to evaluate the client’s risk profile and identify targeted solutions. Clients then receive tailored recommendations for improving their total cost of risk.
Experience the USI ONE Advantage® and learn how our Aviation team works with aviation and airport businesses to control risk and improve margins both on and off the ground. Email email@example.com to learn more or contact your local USI office today. | aerospace |
https://www.cyber.nj.gov/data-breach-alerts/20190701/nasa | 2019-09-23T00:37:33 | s3://commoncrawl/crawl-data/CC-MAIN-2019-39/segments/1568514575844.94/warc/CC-MAIN-20190923002147-20190923024147-00522.warc.gz | 0.936677 | 169 | CC-MAIN-2019-39 | webtext-fineweb__CC-MAIN-2019-39__0__110854863 | en | NASA Office of the Inspector General recently released a report identifying a breach that occurred in April 2018. The attackers, classified as an Advanced Persistent Threat (APT), were able to access both the Jet Propulsion Laboratory (JPL) mission network, as well as the IT department of JPL’s DSN (Deep Space Network)—a worldwide network of satellite dishes used to transmit information from active spacecraft. The network was penetrated via a Raspberry Pi device, and continued infiltration through a shared network gateway. Compromised information included 500 MB of data from 23 files pertaining to Mars missions. Two of these files pertained to International Traffic in Arms Regulations related to the Mars Science Laboratory mission, according to the Office of Inspector General. Culpability has been laid upon the JPL and IT staff for multiple indiscretions surrounding standard procedures. | aerospace |
http://www.echo-news.co.uk/NEWS/11283549.Our_brave_air_crews_to_be_remembered/?ref=rss | 2017-05-25T03:11:19 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607963.70/warc/CC-MAIN-20170525025250-20170525045250-00291.warc.gz | 0.963851 | 422 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__30425932 | en | A COMMUNITY will join together on Saturday to honour Second World War air crew members who died after a mid-air collision over Canvey Dignitaries from across the globe will gather at St Nicholas Church, Canvey, to remember two flight crews, who collided above the island.
Among those in attendance will be the daughter of the last survivor Richard Andrews, from Washington, in the United States, and a representative from the US Embassy and United States Air Force.
The Rev David Tudor, of St Nicholas Church, Long Road, said: “I think it’s good to pause and remember these people of immense courage and bravery.
“People have made it their life’s work to document this event, its significance is timeless.”
Shortly after 6pm on June 19, 1944, two B-17 Flying Fortresses from the 525th Bomb Squadron collided, killing 11 men.
The squadron was returning from a successful raid on a Nazi V1 rocket site over France.
One of the planes was flying in heavy cloud cover, piloted by Lt. A.J. Ramacitti, and experienced engine troubles.
It was reported the plane gained some altitude, overtaking the formation, before turning into an uncontrollable dive. Lt. Ramacitti’s plane collided with flight 42-97942 just behind the pilot’s compartment, where Lt. L.L. Burns was at the controls.
According to an eyewitness at the time, Mr C.T. Ellison, the collision happened over the Leigh Middle Buoy, east of Canvey Point.
Lt. Ramacitti’s aircraft plunged into a dive, crashing into a mine field in the Thames. Airmen of Lt. Burns’s aircraft managed to bail out before the pilot turned away from the town and ditched in the mud.
In total 11 men died, including both pilots. Seven men managed to parachute to safety The service will begin at 11am on Saturday, at St Nicholas Church, Canvey. | aerospace |
https://va-list.com/?s=info&i=573 | 2020-05-31T01:09:33 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347410535.45/warc/CC-MAIN-20200530231809-20200531021809-00226.warc.gz | 0.904558 | 150 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__32637628 | en | Milan Airways - The first virtual airline of Milan!
Milan Airways is the Virtual Airline of Milano for Microsoft Flight Simulator, we are not af real world airline. With the colors of the city of Milan, with two hubs Milan Malpensa and Milan Linate, Milan Airways connect the city of Milan to the world. Our philosophy is to simulate an enviroment, the more realistic as possible, where our pilots can experience the typical airline with air traffic rules and above all with a real interaction with other pilots and controllers, simulating the real flight operations in the airports of Milan. But that's just the beginning of many other features we have. We also have created a fun environment to learn, exchange and fly! | aerospace |
http://helmeteering.tumblr.com/page/2 | 2014-08-27T14:53:03 | s3://commoncrawl/crawl-data/CC-MAIN-2014-35/segments/1408500829421.59/warc/CC-MAIN-20140820021349-00162-ip-10-180-136-8.ec2.internal.warc.gz | 0.929202 | 284 | CC-MAIN-2014-35 | webtext-fineweb__CC-MAIN-2014-35__0__174182444 | en | Wearing my absolute favorite watch of all time today.
It was the Omega Speed master watch, the first watch worn on the moon and today still the only watch certified by NASA for EVA, that helped save the lives of the Apollo 13 astronauts.
"Another burn was needed, but no help from the guidance system would be available, as powering the lander’s guidance system, its gyros, the computer, etc. would use too much electrical power.
Here’s where the backup navigation approach that Lovell experimented with on Apollo 8 came to the rescue.
“If a ‘dead-reckoning’ approach could be used, no electricity would be needed,” said Woodfill. “Simply point the vehicle correctly, start the engine and stop it based on Mission Control’s prescribed time for its operation.” Lovell eyed up the Earth’s terminator line and controlled the “yaw” of the spacecraft, Haise controlled the “pitch” and Swigert timed it with his accurate Omega Speedmaster watch.”
Read more: http://www.universetoday.com/62763/13-things-that-saved-apollo-13-part-6-navigating-by-earths-terminator/#ixzz31RP5PqAM | aerospace |
https://technewsblog.net/2019/02/rise-of-the-drones-managing-the-unique-risks-associated-with-unmanned-aircraft-systems/ | 2019-04-19T02:37:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578526966.26/warc/CC-MAIN-20190419021416-20190419042451-00042.warc.gz | 0.942264 | 1,910 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__106847075 | en | Rise of the Drones – Managing the Unique Risks Associated with Unmanned Aircraft Systems
This posting may contain affiliate links for products and services that I use and recommend. If you click through and make a purchase, I may receive a commission (at no additional cost to you). Thank you for your support in this way.
Report – Allianz Global Corporate & Specialty
Drones or unmanned aircraft systems (UAS) used to be primarily associated with military operations. Today, compact versions are increasingly operating in everyday life and the UAS industry is fast becoming a multi-billion dollar business, as the benefits to be gained from utilizing such innovative technology become apparent.
This Allianz Global Corporate & Specialty (AGCS) report examines the key issues and trends underpinning rapid growth in usage of UAS and provides insight into the potential risk exposures related to their deployment in the private, public and commercial realms.
> Download the full report Rise of the Drones – Managing the Unique Risks Associated with Unmanned Aircraft Systems
> Download the Executive Summary of the report
UAS have the potential to both solve problems and save costs in the future across a number of industries, throughout the developing world and in disaster relief scenarios. Growth projections for the sector are significant as UAS become cheaper to purchase, smaller in size and easier to operate. In fact, the UAS industry is regarded by many as the most dynamic growth sector of the global aerospace industry.
However, as civilian and commercial use of UAS rapidly increases and continues to evolve, the potential for misuse of this technology needs to be considered. Advances in technology are inevitably accompanied by a host of new and little understood risks. There have already been enough incidents and near-misses to date involving UAS to generate concern that the likelihood of collisions and other loss events will grow as UAS numbers multiply.
The landscape today
Use of drones or unmanned aircraft systems (UAS) in public airspace is increasing dramatically. In the US, the Federal Aviation Administration (FAA) projects that by the end of 2016 over 600,000 UAS will be deployed for commercial use – three times the amount of manned general aviation aircraft. In addition, 1.9 million UAS are expected to be in recreational use. The number of UAS is set to triple by 2020. (1)
Globally, UAS market volume is forecast to reach 4.7 million (2) units by 2020 (other estimates are even higher), with the market for commercial application of UAS technology estimated to soar from $2bn to $127bn (3). Such projections are driven by UAS becoming cheaper, smaller and easier to use, as well as regulatory progress.
UAS – The nuts and bolts: Types of UAS
(Click to enlarge)
Graphic in German
Uses and benefits
Piloted remotely on the ground via control stations, UAS are increasingly used for menial or dangerous tasks, potentially solving problems and overcoming challenges across numerous countries and industries, improving the safety of thousands of workers every year and significantly reducing costs.
UAS are commercially used in a variety of situations, the most popular of which are industrial inspections, aerial photography, agriculture (surveying crops) and law enforcement. As UAS technology penetrates further, a decline in workers compensation losses can be anticipated, particularly related to building inspections. Insurers are also increasingly utilizing UAS to survey loss damage from floods and other catastrophic events, to help alleviate distress and damage to victims and property more quickly.
Emerging UAS usage includes delivering blood and vaccines to remote locations in Africa, as monitoring tools to prevent the exploitation of slave labor in Brazil, fighting grass fires and even delivering pizza and coffee. Subsidiary UAS industries are also being created, such as the emergence of third party “drone for service” vendors, who rent UAS to commercial operators.
UAS – The nuts and bolts: Featured Technology
(Click to enlarge)
Graphic in German
The risk landscape
As recreational and commercial UAS usage increases, new risk exposures are emerging. More incidents likely will occur once regulations are finalized that encourage more widespread use. Such incidents could result in multi-million dollar claims against businesses, operators and manufacturers.
Hobbyists account for the majority of UAS owners yet remain largely unregulated in many countries, raising safety concerns, as many can be untrained and inexperienced. Insurers have already seen loss activity resulting from novice control of UAS. Regardless of technological sophistication or operator skill, however, accidents happen.
UAS raise two priority safety concerns: mid-air collisions and the loss of control. A collision can occur if the pilot cannot see and avoid manned aircraft in time. Most at risk are manned aircraft which fly below 500 feet, such as helicopters, agricultural planes and aircraft landing or departing from airports.
Loss of control can result from system failure or flying beyond signal range; a major risk that has already caused incidents involving injuries. A scenario involving a pilot losing control of a UAS during a building inspection could result in a loss easily in excess of $5m. Damage from “foreign objects”, such as bird strikes for example, is already an issue for the aviation sector, as it is the fifth largest generator of insurance claims (6). A collision involving a UAS striking the engine of an airliner could cause $10m in physical damage alone.
As with manned aircraft there are concerns UAS may be used for malicious acts. An emerging peril is the potential threat from UAS being used to target critical infrastructure. There have been a number of incidents of drone overflights at power stations. There are also concerns that UAS could be utilized to attack sports stadiums or other events where large crowds gather.
Other risk scenarios include the prospect of hackers “spoofing” a UAS radio signal, potentially leading to a crash, the potential loss or theft of valuable recorded data when the device is transmitting information to the control station or after the flight by cyber-attack when the data has been stored. In addition to data protection, there are also many public concerns around such issues as privacy and trespass and nuisance.
Increasing use of UAS is also altering the risk profile of many industries. For example, a real estate agent has little bodily injury exposure but this changes if it engages UAS to take aerial photographs.
Regulations have been a significant barrier to more widespread use of UAS. Standards differ remarkably around the world, as evidenced by the hundreds of working groups trying to harmonize rules. Another challenge is posed by the fact that regulations cannot keep pace with technological advancement.
In most cases, the designation between commercial and recreational UAS use is the starting point. Other common standards exist such as visual line of sight (VLOS) requirements for pilots, size restrictions (usually <55 lbs/25 kg.), and restrictions against operating UAS near airports or outdoor venues.
New rules for commercial use in the US (effective August 2016) represent a milestone as they lower the barrier to entry for new commercial users and are expected to significantly increase the number of units in operation. These new regulations will likely influence other countries to adopt similar laws. The European Union (EU) is also working towards UAS rules.
Improving UAS safety: insurance and risk mitigation
As UAS ownership grows so will expectations around safety education. Operators should make this a top priority and obtain the necessary training and experience to competently pilot their UAS.
Training is crucial to reducing the number of incidents and operators should focus on flight time calculation, meteorology, security checks for aircraft navigation systems, emergency instructions, and air traffic law. For businesses, additional training should include on-board camera image uses, flight communications and planning, system maintenance and a host of other technological issues. Even basic safety checklists can help.
In many countries UAS registration is not required, causing problems for insurers and claimants. Identification of both UAS and operator will be essential for maintaining proper liability in future. Introduction of car registration-style schemes will help.
Insurance can protect both operators and the public from risk of mid-air collision, as well as physical or property damage or injury to others. Manufacturers, owners and operators of UAS are exposed to a number of risks, as are businesses which sell and service UAS.
If growth projections for the commercial UAS industry in the US materialize, there is potential for the drone insurance market to be worth $500m+ by end of 2020. Globally, its value could be approaching $1bn (7).
(1) FAA Aerospace Forecast FY2016-2036
(2) Unmanned Aerial Vehicles Market, By Value and Volume Analysis and Forecast 2015-2020 – Research and Markets
(3) Drones will take $127bn worth of human work by 2020, PwC says. Clarity from above – PricewaterhouseCoopers
(4) New Era for Aviation: Opening the Aviation Market for Civil Use of Remotely Piloted Aircraft Systems In A Safe and Sustainable Manner – European Commission, 2014
(5) Allianz Global Corporate & Specialty
(6) Global Claims Review, Allianz Global Corporate & Specialty
(7) Allianz Global Corporate & Specialty | aerospace |
https://www.earnbooster.com/2020/08/08/air-india-airplane-splits-in-two-on-touchdown-killing-at-least-16-and-injuring-dozens/ | 2021-05-10T07:46:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989115.2/warc/CC-MAIN-20210510064318-20210510094318-00251.warc.gz | 0.944987 | 735 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__51447073 | en | (NEW DELHI) — A particular flight carrying evacuees to India who had been stranded overseas due to the coronavirus skidded off a runway and break up in two whereas touchdown Friday in heavy rain within the southern state of Kerala, killing at the least 16 passengers and injuring 123 extra, police stated.
Abdul Karim, a senior Kerala state police officer, stated the useless included one of many pilots of the Air India Specific flight. He stated at the least 15 of the injured had been in vital situation, and that rescue operations had been over.
The 2-year-old Boeing 737-800 flew from Dubai to Kozhikode, additionally referred to as Calicut, in Kerala, India’s southernmost state, the airline stated.
An identical tragedy to Friday’s was narrowly averted on the similar airport a yr in the past, when an Air India Specific flight suffered a tail strike upon touchdown. Not one of the 180 passengers of that flight had been injured.
Kozhikode’s 2,850-meter (9,350-foot) runway is on a flat hilltop with deep gorges on both facet ending in a 34-meter (112-foot) drop.
Civil Aviation Minister Hardeep S. Puri stated in a press release that the flight “overshot the runway in wet circumstances and went down” the slope, breaking into two items upon affect.
An inquiry shall be carried out by the ministry’s Plane Accident Investigation Bureau, he stated.
The airport’s runway finish security space was expanded in 2018 to accommodate wide-body plane.
The runway finish security space meets United Nations worldwide civil aviation necessities, however the U.N. company recommends a buffer that’s 150 meters (492 toes) longer than what exists at Kozhikode airport, in line with Harro Ranter, chief government of the Aviation Security Community on-line database.
Dubai-based aviation advisor Mark Martin stated that whereas it was too early to find out the reason for the crash, annual monsoon circumstances seemed to be an element.
“Low visibility, moist runway, low cloud base, all resulting in very poor braking motion is what seems to be like led to the place we’re in the meanwhile with this crash,” Martin stated, calling for the European Aviation Security Company and the U.S. Federal Aviation Administration to help with the Indian authorities’s investigation.
The Air India Specific flight was a part of the Indian authorities’s particular repatriation mission to deliver Indian residents again to the nation, officers stated. The entire passengers had been coming back from the Gulf area, authorities stated. Common business flights have been halted in India due to the coronavirus outbreak.
There have been 174 grownup passengers, 10 infants, two pilots and 4 cabin crew on board the plane, Jain stated.
Prime Minister Narendra Modi tweeted that he was “pained by the aircraft accident in Kozhikode,” and that he had spoken to Kerala’s high elected official.
Air India Specific is a subsidiary of Air India.
The worst air catastrophe in India was on Nov. 12, 1996, when a Saudi Arabian Airways flight collided midair with a Kazakhastan Airways Flight close to Charki Dadri in Haryana state, killing all 349 on board the 2 planes.
Related Press writers Sheikh Saaliq in New Delhi and Aijaz Hussain in Srinagar, India, contributed to this report | aerospace |
https://tineyintharvoice.wordpress.com/2009/12/13/%E1%80%B1%E1%80%BB%E1%80%99%E1%80%AC%E1%80%80%E1%80%B9%E1%80%80%E1%80%AF%E1%80%AD%E1%80%B8%E1%80%9B%E1%80%AE%E1%80%9A%E1%80%AC%E1%80%B8%E1%80%99%E1%80%BD%E1%80%9E%E1%80%9A%E1%80%B9%E1%80%B1%E1%80%86/ | 2018-03-19T05:14:43 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257646375.29/warc/CC-MAIN-20180319042634-20180319062634-00245.warc.gz | 0.725235 | 5,303 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__251632675 | en | ေျမာက္ကုိးရီယားမွသယ္ေဆာင္လာေသာ အေလခ်ိန္ ၃၅ တန္ေလာက္ရွိေသာ လက္နက္မ်ားကုိထုိင္းဒြန္ေမာင္းေလဆိပ္မွာ ဖမ္းမိ၊
ဤကိစၥကုိ ႏုိင္ငံတကာရာဇာဝတ္မွဳဆုိင္ရာရဲတပ္ဖြဲ.ပါဝင္ပတ္သက္မွဳရွိေၾကာင္းထုိင္းဝန္ၾကီးခ်ဳပ္အဘိဆစ္ကေျပာပါသည္၊ ထုိင္းအစုိးရအေနနဲ.ဤအမွဳကုိ ကုလသမဂၢ၏သေဘာတူညီခ်က္အတုိင္းကုိင္တြယ္သြားမည္ဟုဆုိသည္၊အေမရိကန္အစုိးရက လည္းစုံစမ္းစစ္ေဆးတဲအခါပူးေပါင္းလုပ္ေဆာင္လုိေၾကာင္းထုိင္းအစုိးရကုိခ်ည္းကပ္ေနသည္၊ အၾကမ္းဖက္သမားတုိ.၏လက္ နက္သယ္ေဆာင္မွဳဟုတ္မဟုတ္ႏွင့္ ေျမာက္ကုိးရီယားအစုိးရက ကုလသမဂၢ၏လက္နက္ေရာင္ခ်မွဳပိတ္ပင္တာဆီးထားတာ ကုိခ်ဳိးေဖာက္မွဳဟုတ္မဟုတ္ကုိေတာ့ေစာင့္ၾကည့္ရအုံးမည္ျဖစ္သည္၊ အကယ္၍ ေျမာက္ကုိးရီယားအစုိးရကအၾကမ္းသမားအ ဖြဲ.အားလက္နက္ေရာင္ခ်မွဳထင္ရွားရင္ႏုိင္ငံတကာ၏အေရးယူခံရျခင္းကုိအျပင္းအထန္းခံရပါလိမ့္မည္၊ဗမာစစ္အစုိးရအားလ ည္းစကၤာပူကုိျဖတ္ေက်ာ္ျပီးေျမာက္ကုိးရီယားကႏူကလီးယားလက္နက္ပစၥည္းေရာင္ခ်ေပးေနတာကုိလည္းအက်ဳိးသက္ေရာ က္မွဳရွိႏုိင္သည္ဟုသုံးသပ္ရပါသည္၊ေျမာက္ကုိးရီယားအာဏာရွင္အစုိးရ၏ေခါင္းမာမွဳႏွင့္အာဏာရွင္မဟာမိတ္တည္ေဆာက္ ေနျခင္းကိုလည္းရပ္တန္.သြားႏုိင္လိမ့္မည္၊လြန္ခဲ့ေသာ တစ္ႏွစ္ႏွႏွစ္အတြင္းမွာ ဗမာစစ္အစုိးရ၊ေျမာက္ကုိးရီယား၊အီ၇န္၊ဗီယ က္နမ္း၊ႏွင့္အေရွ.အလယ္ပုိင္းႏုိင္ငံတစ္ခ်ဳိ.တုိ.ႏွင့္ေရႊးလမ္းေငြလမ္းခင္းက်င္းေနျခင္းကုိအရွိန္ျမွင့္လုပ္ေဆာင္လာတာကုိေတြ.ခဲ့ ရေၾကာင္းတင္ျပအပ္ပါသည္၊ေျမာက္ကုိးရီယားႏွင့္အီရန္အာဏာရွင္မ်ားက်ဆုံးရင္ဗမာစစ္အစုိးရအာဏာရွင္ကလည္းသက္ဆုိး ွရွည္မည္မထင္ပါ၊ရုရွားႏွင့္တရုတ္အစုိးရကေတာ့ကုလသမဂၢ၏ပဋိဥာဏ္စာခ်ဳပ္ကုိလုံးလုံးခ်ဳိးေဖာက္မွဳလုပ္မွာမဟုတ္သလုိရစ ရာရွိရင္လိမၼာပါးနပ္စြာလက္ခံယူရုံပဲရွိသျဖင့္ အေရးၾကီးလာတဲ့အခါဗမာစစ္အစုိးရကုိသူတို.အကာအကြယ္ေပးမည္မဟုတ္ ေၾကာင္းေမာင္သန္းေရႊတုိ.အုပ္စုသိေစရန္.အခ်ပ္ပုိတင္ျပလုိက္ပါသည္။
Huge N Korea arms cache seized
RUSSIAN CARGO PLANE INTERCEPTED ON ASIAN WEAPONS RUN
- Published: 13/12/2009 at 12:00 AM
- Newspaper section: News
Thai authorities have seized tonnes of weapons from an eastern European plane travelling from North Korea.
WAR BIRD: An Ilyushin Il-76 aircraft which is believed to have come from North Korea is cordoned off for examination at Don Mueang airport after an arms cache weighing 35 tonnes was found on board.
The plane, headed for South Asia, was searched when it landed at Don Mueang airport yesterday.
Five foreigners on board the aircraft were detained, the weapons confiscated, and the plane impounded.
The transport plane, thought to be a charter flight en route from the North Korean capital Pyongyang, had stopped for refuelling.
Security authorities asked to search the aircraft after being tipped off by their American counterparts.
The armed forces, police, immigration and customs officers are investigating the mystery surrounding the arms and ammunition cache, found concealed in 12 crates and weighing about 35 tonnes.
Government spokesman Panithan Wattanayakorn confirmed the seizure and the arrests, saying the weapons included “missiles, explosives and tubes”.
Lt Gen Thangai Prasajaksattru, commander of the Central Investigation Bureau, said five men from eastern Europe had been detained.
“There were a lot of weapons such as rocket-propelled grenades, missiles and other war weapons,” he said.
Four of the suspects hold Kazakh passports and the other a Belarus passport.
They were identified as Alexandr Zrybnev, 53, Viktor Abdullayev, 58, Vitaliy Shumkov, 54, Ilyas Issakov, 53, from Kazakhstan; and Mikhail Petukhou, 54, from Belarus. Air force spokesman Montol Suchookorn and special branch police said the chartered cargo plane originated in Pyongyang.
“It was a cargo flight that requested to land at the civilian side of the airport,” Cpt Montol said.
GROUNDED: The pilot and crew of the Ilyushin Il-76 aircraft were detained at the Crime Suppression Division yesterday.
The Russia-made Ilyushin Il-76 transporter aircraft carried five people on board.
When customs and immigration authorities examined the aircraft they found suspicious packages in tightly-sealed wood and metal crates.
They were told that the shipment comprised “parts” of war weapons.
Authorities asked the five people to leave the aircraft and alerted the air force, which is in charge of the airport.
The suspects have told the interrogators little.
Authorities have yet to confirm where the aircraft, registered 4L-AWA, originated. At this stage they believe it was registered in Georgia, or Russia.
The flight schedule says the plane was headed for Colombo, Sri Lanka. Security authorities suspect the weapons could be destined for Sri Lanka or the Middle East.
One suspect told authorities that the aircraft flew from Russia to North Korea where the weapons were loaded.
The foreigners are in the custody of the Crime Suppression Division. They face charges of violating aviation regulations, arms trafficking and making a false declaration.
The weapons were transferred to the air force’s arms depot in Wing 4 in Nakhon Sawan’s Takhli district.
The Defence Ministry, the Foreign Ministry and the Justice Ministry are reviewing international regulations to find out if the aircraft and the cache can be seized permanently.
Foreign embassies will be asked to take part in the investigation. Foreign Ministry deputy spokesman Thani Thingpakdi said the government’s response is in line with UN Security Council resolutions.
One unconfirmed report says the plane had made regular trips across the region.
An air force official involved in the inspection said Thai authorities had been asked by the United States to investigate the plane and its cargo.
“We were approached by the United States, seeking our cooperation to examine the suspected plane. It came from North Korea and was heading for somewhere in South Asia, probably Pakistan,” he said.
Prime Minister Abhisit Vejjajiva said Interpol was also involved.
A spokesman for the US embassy in Bangkok, Michael Turner, said he was unaware of the incident. | aerospace |
https://www.iowaculture.gov/history/museum/exhibits/more-exhibits-and-displays | 2020-06-04T17:40:15 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347445880.79/warc/CC-MAIN-20200604161214-20200604191214-00165.warc.gz | 0.923504 | 422 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__91639488 | en | More Exhibits & Displays
Throughout the museum and atrium, you will find smaller exhibits and displays about a variety of Iowa topics.
Rand McNally Globe
View the iconic globe, produced by Rand McNally, that stood in the lobby of the Des Moines Register & Tribune Company for 63 years. Rand McNally artisans spent 3,000 hours hand painting the 6-foot-wide, 150-pound, spun aluminum globe. In 1950, its installation commemorated 100 years of publishing.
Wall of Iowans
Explore notable Iowans from Chief Mahaska to Shawn Johnson in this interactive touch display. Search through extraordinary Iowans on a touch screen and learn about their lives and the impact they made on their state,
Wings Over Iowa
View three vintage aircraft suspended from the ceiling of the atrium.
- The Bleriot XI Monoplane (about 1909) was the first of Louis Bleriot’s aircraft designs to be fully successful. He proved the success of the machine by becoming the first person to cross the English Channel in an airplane 17 years before Lindbergh’s famous flight across the Atlantic Ocean. Following this success, Bleriot’s monoplanes sold well and many flying schools adopted them as standard trainers. Evert “Hud” Weeks restored this Bleriot XI to
flyablecondition in the late 1950s/early 1960s.
- Brothers Arthur and Ben Klein built the Curtiss Pusher Biplane (about 1911) from a kit in Treynor, Iowa. The brothers flew the plane from 1911 to 1915, but due to frequent mechanical problems the plane was disassembled, stored and then rediscovered in the 1960s.
- Oscar Solbrig, known as the Davenport Bird Man, built and flew the red and white Benoist Tractor Biplane (about 1917). Louis Anderson restored the plane, and it was on display at the old city museum of Davenport until 1962.
99 Counties of Iowa
Take a virtual tour | aerospace |
https://montclairfilm.org/event-archive/proxima/ | 2024-04-14T15:09:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816879.72/warc/CC-MAIN-20240414130604-20240414160604-00177.warc.gz | 0.897897 | 305 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__4666086 | en | $8 for Members (not a member?)
Virtual Screenings Available In the USA Only
Available Friday, November 6 – Thursday, November 12
Eva Green gives a career best performance in this epic and emotionally charged new drama from acclaimed director Alice Winocour. Green plays Sarah, a French astronaut training at the European Space Agency in Cologne. The only woman in the arduous programme she has been chosen to be part of the crew of a year-long space mission called ‘Proxima’. Putting enormous strain on her relationship with her daughter (played by outstanding newcomer Zélie Boulant-Lemesle), the training begins to take its toll on both as Sarah’s training progresses and the launch looms ever closer. Featuring stunning performances from the entire cast which includes Matt Dillon, Lars Eidinger and Sandra Hüller, Winocour’s new film is an unmissable cinematic experience which will take audiences on a gripping, emotional and life-affirming journey.
In English, and in French, German and Russian with English subtitles.
Isabelle Madelaine, Emilie Tisné
Eva Green, Matt Dillon, Zélie Boulant-Lemesle, Aleksey Fateev, Lars Eidinger, Sandra Hüller | aerospace |
https://megghomes.com/business-spotlight-florida-air-museum/ | 2024-04-24T12:10:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819273.90/warc/CC-MAIN-20240424112049-20240424142049-00500.warc.gz | 0.943805 | 553 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__49365359 | en | As the Sunshine State’s official aviation museum, the Florida Air Museum offers something for everyone. This Lakeland gem will deliver hours of fun and exploration for the whole family. When looking for great things to do in Lakeland, do not miss the chance to dive deep into the history of aviation in Florida at this immersive museum.
What to Expect to See at the Museum: The Florida Air Museum is proud to offer a diverse collection of vintage aircraft. The focal point of the exhibits is the personal aircraft collection of aviation pioneer Howard R. Hughes. Pieces include his iconic flight suit and an oxygen mask that he took with him on his global flight.
In addition to this vast collection of artifacts, the museum also features a number of exhibits that detail the history of flight in the state. Visitors will also learn more about how locals influenced the aviation industry over the years.
Warcraft Collections: History enthusiasts will delight in the extensive collection of warcraft housed at the museum. The naval collection includes a variety of commercial, military, and experimental aircraft. Be sure to take time to check out the F-14 Tomcat and the full-scale replica of the legendary Wright Flyer.
About Your Visit: The Florida Air Museum is conveniently located on the SUN ‘n FUN campus. This campus is just to the southwest of Lakeland Linder International Airport. While the museum is generally open seven days per week, it will close occasionally for private events. Be sure to check the website or call for the latest operating hours.
General admission ticket prices are $15 for adults and $10 for youth ages 11 – 17. Kids 10 and under and active military will receive free admission. There are also discounted rates for seniors and retired military members. If you are local, you may want to consider purchasing an annual membership, giving you access to the exhibits at the museum as well as discounted admission to SUN ‘n FUN.
While there are no dining options onsite at the museum, you will find a variety of eateries at the nearby Lakeside Village, ranging from casual breweries to upscale restaurants.
Focus on Education: In addition to delivering an informative and entertaining experience every time that you visit, the Florida Air Museum is also committed to educating others about the aviation industry. The museum boasts a partnership with the Aerospace Center for Excellence, also located on the SUN ‘n FUN Expo campus. The two work together to support the education and engagement of the next generation of aviation experts and aerospace professionals. This mission is achieved with a focus on developing interactive STEM exhibits and a discovery area that encourages families to learn more about the exciting world of aerospace.
From interactive exhibits to historic pieces of aircraft, a visit to the Florida Air Museum will not disappoint. | aerospace |
http://daggett.uk/page69.html | 2022-05-25T21:44:06 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662594414.79/warc/CC-MAIN-20220525213545-20220526003545-00581.warc.gz | 0.897505 | 813 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__173857721 | en | Geoffrey William Daggett in a Harvard during his training in Ottawa, Canada. 1941-
Claude William Daggett (below) became a WWI pilot a few weeks before the end of the Great war.
He was assigned to RAF 107 Squadron in October 1918.
The video right is an exact replica of the type of Aircraft that Claude William Daggett flew during the last weeks of WWI (1914 -
The B.E.2 was one of the first aircraft designed at what was then called the Royal Balloon Factory (renamed the Royal Aircraft Factory in 1912) under the direction of Mervyn O'Gorman.
Its designation followed the system devised by O'Gorman which classified aircraft by their layout: B.E. stood for Blériot Experimental, and was used for aircraft of tractor configuration (although in the event all the B.E. types were biplanes rather than the monoplanes typical of the Bleriot company).
This picture was taken by Claude William DAGGETT of the actual aircraft he flew. A Geoffrey de havilland D.H.9J
RAF Station ‘Lake Down’ airfield , Salisbury.
Claude William Daggett (1899-
Service Number : 110161
The clip on the left is a German warplane dropping bombs and engaging Allied airplane during World War I.
Although this is a German video clip it does show how bombs were manually dropped over the side of the aircraft during WW1.
Pilot Claude William Daggett trained for similar operations in England during WW1.
But the Great War ended weeks after he became operational at ‘Lake Down’ airfield near Salisbury, so he did not have a sortie to his name.
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http://astroesp.tumblr.com/ | 2013-05-20T20:56:28 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699238089/warc/CC-MAIN-20130516101358-00074-ip-10-60-113-184.ec2.internal.warc.gz | 0.91556 | 164 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__124322650 | en | We regret that you were not selected or waitlisted for the Landsat Data Continuity Mission launch NASA Social on Feb. 10-11, 2013, at Vandenberg Air Force Base in Lompoc, Calif.
We value your interest in space and wish we had room to accommodate all who applied. Thank you for your ongoing support of our space program.
da da da da da dum dum da
I’m crazy about you. You leave me speechless. What an honor to be able to study a STAR up close. Billions and billions of stars, but we have YOU. XOXO ;)
Thank you, Jupiter. Scientists see the big planet as a cosmic vacuum cleaner. How lucky were are to share this beautiful gas giant in our solar system and sparing us from doom. | aerospace |
https://www.chescoplanning.org/news/2023/0717-PiaseckiHelicopter.cfm | 2023-09-23T18:25:35 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506528.19/warc/CC-MAIN-20230923162848-20230923192848-00888.warc.gz | 0.918518 | 333 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__69458664 | en | Taking Chester County to New Heights with Coatesville's Piasecki Helicopter Plant
Posted July 17, 2023
Buckle up, aviation enthusiasts, because the new Piasecki Aircraft helicopter plant has landed in Chester County! In addition to being great news for the aviation world, this new plant will help drive economic growth and establish Chester County as a global hub for aerospace innovation.
Formerly the Lockheed Martin Sikorsky Heliplex, Piasecki Aircraft Corporation acquired the facility in Coatesville earlier this year with plans to transform it into an innovative research and development center. A Ribbon Cutting Event took place in May, where representatives from Piasecki — along with well-known aviation leaders, and US State Representative Chrissy Houlahan — celebrated the announcement in addition to Piasecki’s 80 years in vertical flight.
According to representatives from Piasecki, the 219,000 square foot Coatesville plant will push the boundaries of aviation technology, focusing on the development of next-generation Vertical Take Off and Landing (VTOL) aircraft and Unmanned Aerial Systems (UAS). One of their most thrilling projects involves creating the world's first zero-emission hydrogen fuel cell rotorcraft — the PA-890 helicopter.
The facility will open its doors to employees in the fall and is expected to attract about 400 workers by 2028.
This initiative supports the Prosper goal in Chester County's Comprehensive Plan, Landscapes3, as it helps to "grow our economic strength through developing and sustaining a skilled workforce, adaptable work areas, supportive infrastructure, a culture of innovation, and engaged communities. | aerospace |
https://www.dicintai.com/2020/09/27/spacex-scales-back-plans-for-starships-first-high-altitude-flight/ | 2020-10-27T05:53:32 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107893402.83/warc/CC-MAIN-20201027052750-20201027082750-00449.warc.gz | 0.919907 | 173 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__117544618 | en | Don’t be surprised if that timeframe moves. Musk said on September 13th that he expected SN8 to be ready about a week from then, and clearly that didn’t happen.
While a 50,000-foot trip won’t be quite as ambitious, the goal should remain the same. SpaceX wants to show that Starship can perform more than short hops. If the high-altitude test is successful, it’s much closer to providing a fully operational rocket. The company is betting its future on Starship in hopes it will enable space tourism and interplanetary trips, and that won’t happen without major milestones like this.
Starship SN8 with rear body flaps pic.twitter.com/GdxMbzX0ct
— Elon Musk (@elonmusk) September 26, 2020 | aerospace |
https://www.themindfinders.com/2017/10/27/faa-awards-mindfinders-efast-idiq-contract-contract-dtfawa17a-00036-moa-ceiling-7-4-billion/ | 2023-05-30T17:06:53 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224646076.50/warc/CC-MAIN-20230530163210-20230530193210-00082.warc.gz | 0.897365 | 216 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__253592481 | en | The Federal Aviation Administration (FAA) has awarded MindFinders, Inc. a multi-award 7-year Electronic Federal Aviation Administration (FAA) Accelerated and Simplified Tasks (eFAST) multi-year MOA (Multiple Ordering Agreement) with a ceiling of $7.4 Billion. The eFAST program offers a vast array of labor categories with fixed ceiling rates. eFAST is the FAA’s preferred contracting vehicle for small business contracts.
As a prime small business contractor, MindFinders will support the FAA in several functional areas, including business administration and management (BAM), Engineering Services (ES), Computer Systems Support (CSS), Computer/Information Systems Development (CSD), and Documentation and Training (D&T).
“We are excited to expand our effort as a strategic small business partner to FAA in providing innovative solutions” said Tim Booker, President/CEO of MindFinders.
For more information, please email us at firstname.lastname@example.org.
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https://flyfabrikken.com/157074712.html | 2024-04-19T19:22:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817442.65/warc/CC-MAIN-20240419172411-20240419202411-00119.warc.gz | 0.934897 | 573 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__127170684 | en | Wings clamped together outside airframe
Main spars drilled to full size using step drills. Easy to maintain control and direction with wings outside airframe.
Fullsize drillbit poking through
After carefully reaming to size, the bolts fit perfectly
Rear spar clecoed in place. This ensures correct distance on the rear spar carry through assembly will be set as the main sparts are clamped together.
To siplify alignment, we kept the rear spars holes at 40 size with this exercise in mind.
Fuselage on saw horses, initial alignment
Wings in, alignment measurements and leveling complete in accordance with SNX-F02
Wing inciden angle set at rear spar carry through.
We made two fullsize OD / 3/16" ID bushings and inserted them into the main spars. Then we drilled the fwd fuselage angles and spar tunnel
L/H side shown, drilling 3/16" hole through bushing
Rear fuselage angles and spar tunnelparts installed, drilling through bushing fwd to aft
L/H side fwd to aft drilling
Wings out again, full size drilling of rear spar carry through assembly
L/H side shown
Fuselage side angles fullsize drilled in a drill press. Once back inside fuselage, we carefully reamed the holes. The fit is perfect
L/H aft side
Wing rigging sequence complete. The wings are fixed to the fuselage the way they should for the first time.
The rigging of wings to fuselage is a critical part of the build process. Ever since we first started the project, this building step has been on our mind, and we ended up doing it slightly different than called for in the plans.
1) First we mated the wings and full size drilled the main spar outside of the fuselage. This made it easier to keep everything still and properly clamped together while drilling. It also made it easier to maintain direction while drilling, having everything outside the fuselage.
2) With the main spars clamped together, the distance between the to rear spars were set, and correct lineup and initial drilling of the rear spar carry through assembly, could be done.
3) Once lined up inside the fuselage, we pilot drilled the fuselage side angles and spar tunnel assembly to 3/16" by using bushings inside the main spar for guiding. Everything were then removed from the fuselage, and the side angles and spar tunnel assembly were full size drilled in a drillpress.
We carefully reamed the main spar and the fuselage angles/spar tunnel, once assembled with holes to full size. We're extremely happy with the fit and accuracy of this critical assembly | aerospace |
https://soroushhearingclinic.com/tag/siemens-hearing-aids/ | 2021-10-27T17:33:37 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588216.48/warc/CC-MAIN-20211027150823-20211027180823-00632.warc.gz | 0.967536 | 1,113 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__55971136 | en | A pilot needs to be able to “make an airplane’s engine sound like an airplane,” says a new book about the world of aircraft.
The pilot of the World War II-era U.S. S-1 biplane will be introduced to his or her inner-circle on Sunday when he or she sits down for the first of five hours of a lecture series at the Smithsonian’s National Air and Space Museum.
The series, entitled “Siemens Hearing-Aid Basics,” is part of the Smithsonian Air and Rocket Museum’s annual Air and Engine Symposium, which is being held in Washington, D.C., and New York City from Dec. 13 to 19.
It is being hosted by the Smithsonian Institution’s Center for Aviation History, and will be led by the aviation historian and professor Michael L. Sauer, who taught the course at the University of Illinois.
“The pilot, in particular, is going to learn about the instruments and systems that go into making an airplane do what it does,” Sauer said.
“But the lessons are not necessarily the most interesting ones.”
Sauer says the pilot will be given a series of training exercises.
“It is a great way for the student to get to know the airplane’s systems and instruments and their various systems and functions,” Sager said.
The lessons are divided into three sections: Instrument flight, instrument handling, and instruments control.
Sauer said the pilot’s flight and instrument training will be followed by a short presentation on the S-3 engine and the engines of the U.s.
Army Signal Corps during the war.
“If you think about it, they were really the only airplane that actually made the S and the S2 engines, which were the two largest engines used in World War I,” Siegel said.
“Siemengs S-2 engine was the one that went into the F-1 fighter, the one used in the F3A and F-4 fighters,” he added.
“We’ve heard a lot about the F4F-4, the F8F-2, and the F7F-3.
But they’re the only airplanes that actually produced the S. It was the first airplane to fly.”
The S-7 engine, which powered the Army Signal corps’ F4 and F7 fighters, was used in both the F5 and F6 airplanes, according to Sauer.
The S-4 was used on the first F4 fighter, and was the primary engine powering the first American combat aircraft, the P-51 Mustang, during World War Two.
Siegel said the airplane used in a S-5 airplane is the same one that powered the first aircrafts P-41 Thunderbolt and the P51 Mustang.
“That’s the one we’ve been able to track down,” he said.
Skipping the P1 engine and continuing on to the S1 engine, Sauer pointed out the “big difference between the two engines is that the S is a smaller, lighter, lighter-wattage version of the S, which, in turn, allows it to have higher power.”
“The S2 was a big, big step forward in terms of power, and it was one of the first airplanes to make the change,” Sauer said.
To make the S3 engine, a smaller version of S-6, was needed.
“You have to have a lot of different things,” Sarge said.
“There are different engines, different materials, different types of parts, and different kinds of heat exchangers and so forth,” he continued.
“There’s all these things that have to be adjusted to accommodate this.”
The airframe used to power the S5 was the S6, S7, S8, S9, S10, and S11 engines.
“And that was the engine that went in the first-generation P-47 Thunderbolt,” Sgger said.
In a series titled “S-1: How to Make an Engine Sound Like an Aircraft,” the pilot of an S-8 biplane is introduced to the engine of his or herself.
The S1 is an all-metal airplane engine with four pistons, a piston gear and an intake manifold.
Sarge noted that the airplane had four engines on board, and said that each one of them was used to create the engine’s sound.
The S6 engine was used for a series that also features a biplane’s S2 engine, as well as the S7 engine.
“But there’s also a very important difference between those engines,” Sabe said.
When a biopter is built, there are many different parts, from the airframe, to the wings, to ailerons, to landing gear, to all the electronics, to engine mounts and to other elements of the plane.
“Each of those elements has to be balanced and put into place so that the sounds are as authentic as possible,” Saur said. | aerospace |
https://spacejim.com/why-humans-should-go-to-venus-before-mars/ | 2024-04-25T05:40:24 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297284704.94/warc/CC-MAIN-20240425032156-20240425062156-00597.warc.gz | 0.952229 | 1,244 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__136796231 | en | Look outside at dawn or dusk, and you'll see it: Venus, the planet on our doorstep.
We can't land humans there, but it's a captivating place—and we should go there as soon as we possibly can.
Check out this deep-dive on missions to Venus, or read along below!
Venus is the Hell of the Solar System—and humans should go there as soon as possible.
I know what you're thinking. Wouldn't Venus kill you in seconds?
It would. You'd roast in 460 degree heat … nearly twice as hot as an average oven.
But you wouldn't even make it to the surface. The atmosphere is 90 times thicker here, so it's less like walking on the surface and more like swimming at an ocean floor.
The pressure is so high here that you and your spaceship would be crushed long before you hit the ground.
Sounds bleak. But we didn't always know it was such a death trap.
Venus is totally covered in cloud. To the human eye, it's featureless, so its inside*** was open to interpretation.
In the early 20th century, many thought Venus was hiding a paradise planet, with tropical forests and even potentially roaming animals.
This influenced science fiction, but also gave Venus a scientific allure ... A place worth visiting.
So, space agencies did.
The First Steps
When NASA's Mariner 2 arrived in 1962, any leftover dreams of paradise were shattered.
The place is bone dry, with an atmosphere almost completely comprised of carbon dioxide.
This is a greenhouse effect turned planetary furnace, boiling off any chance of habitability.
And yet, the missions kept coming.
The Soviet Union was particularly committed to Venus, sending an entire family of missions under the name Venera: 28 launched.
Venera 3 was the first to land … hard. It crashed.
5 and 6 focused on studying the atmosphere, each sending under an hour of data before they failed.
On and on it went, until Venera 9 ... Which captured our first ever photos of the surface.
Colour was added in Veneras 13 and 14 ... Showcasing a flat, rocky, and punishing surface.
But then, interest waned, with no purpose-built missions launched from 1989 until 2005, with Venus Express.
Mars, clearly, was the preferred candidate for exploration, both robotic and crewed: Inhospitable, for sure, but brimming with potential.
And yet, Venus may be the better pick.
To learn why, we shouldn't look at the surface, but in the clouds.
50 kilometres up, to be exact.
Up here, the temperature is merely balmy, about 75 degrees Celsius.
The atmospheric pressure is more favourable too, virtually the same as on Earth's surface.
And then there's the gravity, much closer to Earth than Mars.
In fact, these conditions were so promising that NASA and a team of university researchers hashed out an entire mission concept: HAVOC, or the High Altitude Venus Operational Concept.
HAVOC relies on airships, inflated at the destination, to sail among the toxic clouds.
Robots would go first, followed by a 30-day, and then a year-long crewed mission.
There would be plenty for astronauts to learn, dropping probes and balloons to study the history of the planet, and searching the clouds for complex molecules and even life.
There are other benefits of going here over Mars: for one, astronauts would be well-protected from radiation in the clouds, and would have little need for space suits.
This is just a concept.. but in reality, we don't even have to choose one or the other: Astronauts could fly past Venus on their way to Mars.
This two-planet trip would actually be quicker and cheaper than a direct trip, allowing astronauts to use Venus' immense gravity to swing it towards Mars.
This kind of manoeuvre would also gives the crew an opportunity to abort to Earth if something goes wrong, after all, we're talking about humanity going interplanetary for the first time.
In fact, an early Venus-only mission would be a perfect dress rehearsal for going to Mars … completed in about a year.
This is all decades away, but space agencies are getting excited about Venus once more.
Take VERITAS, an orbiter to search for active volcanoes and map the planet's surface with radar.
Even more exciting is DAVINCI, which includes a descent probe to investigate the planet's lower atmosphere.
This would be our first descent to Venus since 1984 … meaning radically improved technology to tell us everything we need to know about atmospheric gasses.
As the probe plunges closer to the surface, we'll learn about the history of water on the planet … and whether those warm clouds could be hospitable to life.
The findings from these missions will help us understand why our planets are so different … offering a window to our Solar System's past and its future.
And those discoveries can be extrapolated to other planets … distant ones … orbiting faraway stars.
Ultimately, it's not a race. Mars holds us captive with its desolate surface, one that we can touch, and feel, and study.
People want to go there … geologists, and engineers, an entirely new breed of astronaut.
But I humbly request that you take a moment to consider our nearest neighbour, in substance and in size, and maybe even history.
You might want to be the first to touch down on Martian soil … but imagine, for a moment, being the first human to see another planet right there in front of you …
A shining jewel in the black, hiding its mysteries but offering so much in its heart.
Venus is worthy of your attention … and if you want to go to Mars right … you should swing by here first. | aerospace |
http://innove.com.vn/case-study/bae-systems/ | 2022-01-22T23:02:26 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320303917.24/warc/CC-MAIN-20220122224904-20220123014904-00675.warc.gz | 0.917922 | 312 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__73105352 | en | BAE Systems-Cresview uses SolidWorks software to quickly deliver systems to the field, whether to develop a safety system for CH-47 helicopters or new satellite communications for C-130 military transports:
“We had a high confidence level that the concept would work because we had run motion simulations in SolidWorks, it functioned exactly as we had envisioned.”
– Craig Yort, Engineering Manager
BAE Systems’ Intelligence, Electronics & Support operation in Crestview, Florida, develops defensive and communications systems for retrofitting on military aircraft. The group was an early adopter of 3D CAD technology in 1997, when it transitioned from AutoCAD 2D CAD software to 3D technology in order to respond to defense contracts more quickly, control costs more effectively, and grow operations more efficiently.
The company selected the SolidWorks 3D mechanical design system because it is easy to use, includes robust 3D visualization tools, and comes with the SolidWorks eDrawings design communications package. By deploying SolidWorks software, BAE Systems-Crestview was able to deliver a safety system to the field within three months, eliminate costly prototyping cycles, increase the level of confidence in its designs, and support tenfold growth in its number of defense contracts.
Delivered aircraft safety system to field in less than three months
Eliminated costly prototyping cycles
Increased level of confidence in designs
Supported ten-fold growth in defense contracts | aerospace |
http://www.vbgov.com/government/departments/emergency-medical-services/Air_medical/Landing_zone/Pages/default.aspx | 2016-05-06T01:41:24 | s3://commoncrawl/crawl-data/CC-MAIN-2016-18/segments/1461861700326.64/warc/CC-MAIN-20160428164140-00211-ip-10-239-7-51.ec2.internal.warc.gz | 0.926543 | 1,124 | CC-MAIN-2016-18 | webtext-fineweb__CC-MAIN-2016-18__0__118950522 | en | Optimal Landing Zone (LZ) Set-up
- 100 x 100 foot area close to the incident scene and free from obstructions is the best selection
- The landing zone should be a flat surface that is firm, free of overhead obstructions and free of any debris that can blow up into the rotor system. The maximum allowable slope is 10 degrees.
- Obstacles such as wires, poles, signs, etc. can be difficult to see from the aircraft. If wires are present at or near the scene, this information must be relayed to the flight crew prior to landing.
- Advise the flight crew on overhead radio contact if there are any obstructions in the area, obstructions at the edge of the LZ, or any obstructions in-line with the departure or approach path.
- If the roadway is too narrow, or numerous trees or other obstacles are present, another area must be selected as an alternate LZ and checked for obstacles and other unsafe conditions. After the on-scene officer-in-charge has evaluated all areas, the best unobstructed landing site must be secured, and the flight crew advised of any unsafe conditions they may encounter during the landing.
NOTE: In determining landing zones, be aware that helicopter take-offs and landings can be done in a vertical manner; however, these landings limit the pilot's visibility of the LZ. Increased power requirements on the helicopter may eliminate land-back areas should an engine malfunction occur making the approach slower, causing extended periods of rotor wash
Additional Landing Zone Tips
The LZ Officer should walk the area on both sides of the LZ and check for hazards. During night operations, walk the LZ with a flashlight that is directed up and down to detect wires in and around the LZ.
- 45 Degree Test- The LZ Officer should stand in the middle of the LZ with one arm extended at a 45 degree angle in front of him/her. Any objects at or above this line are obstacles and need to be All traffic must be stopped in both directions of the roadway, even on multi-lane highways or interstates.
- Do not allow traffic to use the roadway until after the aircraft has departed. Traffic should be stopped at least 200 feet in both directions from the landing zone.
- Do not recommend landing zones that contain loose material such as gravel. The rotor wash will cause stones or gravel to become airborne, striking personnel and/or damaging vehicles.
- Do not use flares or cones to mark the landing zone: they will become airborne during the landing. (Weighted cones/lights that are designed for aircraft operations are generally acceptable.)
- The pilot is the final authority when selecting an LZ. On some occasions, the pilot may not choose to utilize the ground personnel's suggested LZ and choose an alternate LZ. This decision is usually based on information that is unknown to the ground personnel (e.g., wind, aircraft performance limitations, etc).
Approaching the aircraft
Hearing and eye protection shall be utilized at all times when approaching the aircraft.
Personnel should approach the aircraft only when accompanied by an MSP flight crew member.
Response personnel are usually limited to four when loading patients. The Flight medic will provide additional guidance prior to these personnel approaching the aircraft.
Only approach the aircraft from the Safe Zone (see diagram).
Never approach the aircraft from the rear areas due to the hazards existing from the tail rotor.
If it becomes necessary to go from one side of the aircraft to the other, this will be done by walking around the front of the aircraft; however, do not walk under the rotor blades.
Personnel shall not wear hats and loose clothing when approaching the aircraft. Do not lift anything above shoulder height (e.g. IV bags).
If the aircraft has landed on a slope or hill, care must be taken when approaching the aircraft. Approaching from the downhill side is preferred. Uphill side approaches should be avoided, as the main rotor blade is spinning and is lower to the ground on the uphill side of the aircraft. The Flight medic will provide additional guidance in this situation.
Never bring the patient to the aircraft prior to advising the Flight medic of the patient's information. Very high noise levels found in the general proximity of the aircraft make communication and patient turnover impossible.
If debris gets in the eyes and it impairs vision - do not continue to approach or egress from the aircraft - immediately "take a knee" and the Flight medic will provide assistance.
In an emergency situation it may be necessary to render assistance or rescue occupants of the helicopter. In such cases DO NOT APPROACH THE AIRCRAFT UNLESS THE MAIN ROTOR HAS STOPPED! REMAIN CLEAR OF THE REAR AND TAIL ROTOR AT ALL TIMES!
Miscellaneous Safety Tips
Personnel should not attempt to open or close any aircraft doors. If a person is in the aircraft, they should remain inside until the flight crew member opens the door for them, thus preventing damage to the door and greatly reducing the risk of an aircraft door opening inadvertently in-flight.
No vehicles or personnel shall be permitted within 200 feet of the aircraft.
Do not direct spotlights onto the landing area or at the aircraft, but keep vehicle's emergency lights displayed until the aircraft is overhead. Once the LZ has been confirmed and verified by the flight crew, vehicle lighting can be reduced to running lights or parking lights for night vision purposes. | aerospace |
https://www.en.aau.dk/cooperation/how-to-cooperate/inventions-technology/examples/Successful+inventions/space-junk--we-take-out-the-trash.cid269548 | 2021-08-04T05:10:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154796.71/warc/CC-MAIN-20210804045226-20210804075226-00206.warc.gz | 0.929363 | 534 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__254344623 | en | The invention consists of a ring-shaped frame, a sail stretched over the frame, a unique folding method, an anchorage to the satellite and a locking mechanism which ensures that the folded sail does not unfold until the satellite mission is over. The invention is based on a basic principle used in pop-up tents, in pop-up frisbees and in the screens which photographers use to control light and shade which can be folded two or three times at most. The unique folding principle means that the frame can be folded as many as seven or nine times, and thus the inventors have created an ultra-compact, simple and energy-neutral solution that can be used as a wind brake for end-of-life satellites in space.
Supported by the Agency for Research and Innovation, in 2011 the inventors cooperated with satellite experts from GomSpace to conduct a proof of concept project, which proved the invention technically suitable as a satellite brake for satellites. In Low Earth Orbit (LEO), up to 1000 km from the Earth, sufficient air resistance exists ensuring that the massive increase in the satellite surface area caused by the brake will slow down the satellite to the extent that it will come out of its orbit and burn up on its way down through the atmosphere instead of ending up as space debris.
The technology has been testet within the framework of AAU through a Proof of Concept project received from The Danish Agency for Science, Technology and Innovation and furthermore evolved by GomSpace in collaboration with AAU for a full scale demonstration in a Danish National Advanced Technology Foundation project. The collaboration also continues in projects like TeSeR (Technology for Self-Removal of Spacecraft), which will help ensure that future spacecraft do not present a collision risk once they reach the end of their operational lifetimes. TeSeR is part of the European Union’s Horizon 2020 research and innovation program.
- Article from AAU Update: Support for space inventions and other AAU projects (in Danish)
- Article from The Engineer (Ingeniøren): Mickey Mouse ears to clean up space junk (in Danish)
- Article from Nordjyske: Northern Jutland firm gets large cash injection (in Danish)
- Article from JydskeVestkysten: Success: Now space will be cleaned (in Danish)
- Article from Videnskab.dk: Danish invention to destroy end-of-life satellites (in Danish)
- Article from Videnskab.dk: Satellite brake will send space junk on the road to destruction (in Danish)
- Read more about the TeSeR project | aerospace |
https://funyat.com/collections/4drc | 2024-02-28T18:19:09 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474744.31/warc/CC-MAIN-20240228175828-20240228205828-00650.warc.gz | 0.791282 | 199 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__181334799 | en | Explore the skies with our high-quality drone series, designed for both beginners and professionals. Our drones feature advanced technology, including GPS navigation and HD cameras, to capture stunning aerial footage. Choose from a range of models, including foldable and waterproof options, to suit your needs. Shop now and experience the thrill of flying with our top-rated drone collection.
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https://caifunds.com/portfolio/douglas-machine-tool-co-inc/ | 2020-05-25T23:13:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347390437.8/warc/CC-MAIN-20200525223929-20200526013929-00071.warc.gz | 0.913953 | 126 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__132567853 | en | At the time of CAI’s investment, Douglas Machine, based in Cincinnati, Ohio, was a leading manufacturer of industrial and aerospace gas turbine engine components. Widely considered to be the leading provider of drilling services to the turbine industry, Douglas Machine was named GE Power Systems’ “Supplier of the Year” in 2002-2004. Its unique EDM process technology enables it to produce the lowest cost and highest quality precision components in the industry. An additional facility in Budapest, Hungary serves European customers. In 2007, Douglas Machine was merged into TurboCombustor Technology, Inc.
CAI Fund III | aerospace |
https://www.commonsensewithmoney.com/air-hogs-star-wars-x-wing-vs-death-star-rebel-assault-rc-drones-just-77-94-shipped/ | 2020-03-28T18:34:02 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370492125.18/warc/CC-MAIN-20200328164156-20200328194156-00358.warc.gz | 0.86095 | 221 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__131000892 | en | Now this looks like lots of fun to play with. The Air Hogs – Star Wars X-wing vs. Death Star Rebel Assault – RC Drones is just $77.94 on Amazon! And shipping is FREE for everyone since it’s over the $49 minimum. It features:
- Pilot the X-wing drone and shoot down the autonomous Death Star by firing 3 direct hits! Careful not to get hit!
- Enjoy a smooth, high-performance flight with gyro-stabilization, 4-channel control, and 2.4GHz communication for up to a 200ft range.
- Pair the X-wing vs. Death Star, Rebel Assault with the Air Hogs Star Wars TIE Fighter Drone (sold separately) for even more epic battles.
- The Star Wars X-wing vs. Death Star, Rebel Assault is for ages 8+ and requires 6 AA batteries (not included).
Keep in mind, Amazon pricing can change at any time! Don’t wait to purchase this deal or it might be gone when you come back! | aerospace |
https://zamzool.com/south-koreans-ufo-sighting-ufotwitter/ | 2023-09-30T00:31:33 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510529.8/warc/CC-MAIN-20230929222230-20230930012230-00347.warc.gz | 0.958813 | 802 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__92517190 | en | SOUTH KOREANS ARE NOW REPORTING UFO SIGHTING ‘UFOTWITTER’
A twisty tendril of vapour in white-to-red ombre could be seen snaking behind a bright white light in parts of South Korea’s sky Friday evening.
South Korean social media and internet sites were abuzz with messages by citizens who said they saw a soaring object, rainbow-coloured vapour trail or other mysterious lights. Some also posted photos and videos.
“What is this? Is this a UFO? I’m scared,” said one Twitter user. Another said they suspected it was a North Korean missile launch and worried about a war. Others suspected it was a drone light show or a supernatural phenomenon.
South Korean emergency offices and police received hundreds of citizens’ reports of witnessing of a suspicious flying object and mysterious lights across the country, according to local media
WHAT REALLY HAPPENED UFOtwitter
South Korea’s military confirmed it test-fired a solid-fueled rocket Friday after its unannounced launch triggered brief public scare of a suspected UFO appearance or a North Korean missile launch.
The Defense Ministry said in a statement that the rocket launch was part of its efforts to build a space-based surveillance capability and bolster its defense posture.
It said it didn’t notify the general public of the launch in advance because it involved sensitive military security issues
Defence ministry officials said that the rocket was part of the military’s efforts to build a space-based surveillance capability and bolster its defences. As for the reason why it hadn’t notified the public about the rocket’s launch in advance, officials said it involved sensitive military security issues.
(Defense ministry of South Korea)
Earlier this week, South Korea accused North Korea of flying five drones across the border.
South Korea’s failed to shoot down the drones, raising security concerns about its air defence network.
North Korea has conducted a record number of missile tests this year, which has been seen as an escalation by South Korea and the West.
UFOtwitter is going electric
Well People reall like aliens and stuff, any news be it real or fake people just go with it, sometimes it feels like people are really looking for answers in this
People from all around the world are now reacting to this, there have been many other ufo sightings in past that made the light
Few months ago Pakistani pilot saw the UFO near Rahim Yar Khan while operating a regular flight (Airbus A-320) to Lahore from Karachi.
“The UFO was extremely bright despite the presence of sunlight,” the pilot said, according to sources, adding that spotting such a bright object at daytime is very rare.
According to the pilot, the thing he spotted in the sky was not a planet but could be a “space station” or an “artificial planet” near the Earth.
Well during world war 2 people really thought they saw Aliens lol
The “Battle of Los Angeles,” also known as “The Great Los Angeles Air Raid,” is the name given by contemporary sources to the fictional enemy attack, and subsequent anti-aircraft artillery barrage which took place from late February 24 to early February 25, 1942, over Los Angeles, California.
Initially, the target of the aerial barrage was thought to be an attacking force from Japan, but Secretary of the Navy Frank Knox, speaking at a press conference shortly afterward, called the incident a “false alarm.” When documenting the incident in 1983, the US Office of Air Force History attributed the event to a case of “war nerves,” likely triggered by a lost weather balloon, and exacerbated by stray flares and shell bursts from adjoining batteries.
There are many other incidents realated to UFOs and Aliens | aerospace |
https://duuhealth.com/2021/03/16/3-tiny-israeli-satellites-to-orbit-earth-on-just-1-gram-of-fuel-a-day-the-times-of-israel/ | 2021-07-27T06:24:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046152236.64/warc/CC-MAIN-20210727041254-20210727071254-00555.warc.gz | 0.950744 | 1,128 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__288812105 | en | Israeli scientists are preparing to launch a trio of tiny satellites that will hurtle around earth every 90 minutes, using a total of just 1 gram of fuel per day.
The shoebox-sized nanosatellites will leave Earth from Kazakhstan aboard a Russian rocket at midday local time on Saturday, and will be launched from the rocket four hours later, 50 kilometers above the surface of the earth, for a three-year orbit.
The mastermind behind the operation is Pini Gurfil, an aerospace engineer whose father and grandparents were banished from Russia to Kazakhstan “just because they were rich Jews.” The Israeli-born professor, whose father immigrated to Israel in 1973, told The Times of Israel that launching his innovation from Kazakhstan feels like closure of the traumatic ordeal endured by his family, which ultimately killed his grandmother.
Israel has already staked a place in the growing field of nanosatellites with several single-satellite launches, including one last month. Gurfil’s team hopes the ambitious three-satellite plan will further bolster Israel’s standing in the global push toward tiny satellites.
“This is a significant step forward for Israeli space research and technology,” said Gurfil, one of the Technion’s top space experts. “This opens new possibilities for locator beacons, and for the miniaturization of satellites which is an important focus internationally, and seen as a disruptive innovation.”
The trio of satellites will be kept in perfect formation, less than 250 kilometers apart, thanks to minute on-board navigators.
A specially built fuel system, developed at the Technion-Israel Institute of Technology along with the rest of the tech onboard, will allow each satellite to complete its mission on 400 grams of krypton, the gas often used to fill fluorescent light bulbs. This averages 133 grams of fuel per year, or 0.37 grams per satellite per day.
The Technion team expects that having three separate satellites located relatively close to one another, each following the location of beacons, will deliver high-accuracy readings. It will be testing the theory with its “low-cost” $9 million satellite trio, funded by the Adelis Foundation and the Israeli Space Agency, which has been in development for almost 10 years.
Gurfil said that it will be an emotional occasion. “It has taken so long to develop these satellites, especially the tiny fuel system, and this is the first launch of three satellites together by Israel, so all of this is meaningful,” he commented. “But it’s also significant on another level.
“The rocket carrying the satellites will launch from Kazakhstan. Some 80 years ago my father and his parents were deported from the USSR by Stalin to Kazakhstan — like others — just because they were rich Jews.
“My grandmother died there in Kazakhstan of hunger and was buried, and now we’re launching an Israeli satellite from the same ground. So this is emotional for me, and symbolic on a national level for the Jewish state. In a way, it feels like healing from history.”
Gurfil said the fuel efficiency has been achieved by designing the satellites to harness natural forces to maneuver.
“The Earth’s gravity propels them forward, meaning that only minimal fuel is needed for their actual orbit,” said Gurfil. “This is normal for satellites, but what is special is that these satellites also use minimal fuel to control and navigate.
“This is because they very effectively harness natural forces like gravity and atmospheric resistance to find their way. For 10 years we’ve been researching how to fly satellites in a formation without them drifting apart due to natural forces, and in a fuel-efficient way. Now we are ready to launch, and we’re moved and excited.”
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That’s why we come to work every day – to provide discerning readers like you with must-read coverage of Israel and the Jewish world.
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For as little as $6 a month you can help support our quality journalism while enjoying The Times of Israel AD-FREE, as well as accessing exclusive content available only to Times of Israel Community members. | aerospace |
https://iamgraememcmillan.com/best-flight-schools-in-chicago/ | 2022-09-26T22:12:41 | s3://commoncrawl/crawl-data/CC-MAIN-2022-40/segments/1664030334942.88/warc/CC-MAIN-20220926211042-20220927001042-00026.warc.gz | 0.934892 | 1,995 | CC-MAIN-2022-40 | webtext-fineweb__CC-MAIN-2022-40__0__70025462 | en | Best Flight Schools In Chicago – Phone: 1-800-901-0730 | Email: [email protected] | Wheeling, IL | follow us on facebook
Chicago Executive Flight School (CEFS) is the #1 flight school in Chicagoland. Located at the Chicago Airport, we have been training students to become pilots since 1994. CEFS is a cut above the rest, focusing 100% on quality, safety and punctuality to ensure you get the best training available.
Best Flight Schools In Chicago
In addition to our flight training, CEFS offers a wide variety of full dive flights. There is no better way to see Chicago! But our planes aren’t just pretty planes, they command. You fly with a certified instructor and your instructor challenges you to do everything a pilot does before, during and after a normal flight. There is no experience to lose!
Getting Creative With The Gi Bill — How I Get Paid Thousands Per Month To Learn How To Fly Planes
It is the only school to use GoPro and Foreflight cameras to record specific aspects of flight operations. It helps the student to demonstrate the correct procedure and learn the language of flight. The camera audio is integrated with an intercom system that allows the student to record for both the instructor and air traffic control. The front lights allow us to follow the student’s flights and see the reading height, very useful for movements that require precise accuracy.
If you are interested in renting an aircraft, we have a wide range of aircraft to choose from and our aircraft are kept in perfect working order by a full-time team of mechanics. A trip to Wisconsin, a trip to Mackinac Island, or a leisurely flight through Chicago, we are your rental source.
Meet our trainers Meet some of the many dedicated, passionate, collaborative and light-hearted people who add genuine passion and variety to our service.
A good team shows you things, a great team pushes your limits. That’s what I hope for here.
Pilot Shortage Prompts Proposals To Raise Retirement Age, Lower Training Hours.
When I finally went to heaven, I felt free. Colin is a great driver and tour guide! Go east on I-190. Take exit 1D and you are on I-294 S (partial toll road). Take the US-20/IL-64/I-290 W exit toward Rockford. Keep right and take exit 13B and merge onto IL-64 W/E North Ave. The ATP Training Center will be on the left.
The ATP Training Center is on the first floor of the FSDO building, a gray two-story building on the north side of the DuPage County Airport.
The Air Career Pilot Program provides the industry-leading equipment and flight training you need to become a pilot in just seven months (from scratch) for one fixed price.
In preparation for FAA Advanced Certification, ATP CTP training will cover aerodynamics, automation, adverse weather, aircraft operations, aircraft operations, technology, and leadership and development.
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The ATP Flight School has the largest training fleet, consisting of 484 officially built Piper Archers, Seminoles and Cessna 172s. Read about ATP for all vehicles »
ATP has arranged discounted rates for students attending extended stay hotels. Visit extendedstayhotels.com and enter the company code “ATP” at the time of booking.
Discounted rates for ATP students for regular and extended stays. Free transportation to DuPage Airport for ATP students (pickup requested the night before). This full-service Alberto’s property also offers amenities such as a restaurant, room service, and complimentary wireless Internet access, a business center, and a spacious lounge.
The ATP includes shared space (double occupancy), a good selection of high-end furnished apartments with WiFi and all utilities. (No telephone service provided.) All ATP apartments have well-equipped business centers and entertainment facilities. No lease obligation, this option is eligible for airline pilot program students.
Learn To Fly Dupage Airport
If you are interested in the airline pilot program, the best way to receive training at ATP and learn about our benefits is to schedule a welcome flight.
The scheduling requirements of our instructors at this flight training center prevent us from accepting walk-ins. Most of our sites offer tours. Call 904-595-7950 and we will help you make an appointment.
Accreditation is a great way to experience the level of professional aviation training that flying ATP offers and will give you a better understanding of what to expect during your future program. Now you can fly a Piper Archer or a Cessna 172 Skyhawk on your accreditation flight and discover why ATP is the nation’s leader in professional flight training.
If you’ve never flown an ATP before, read some of the testimonials we’ve received recently from other pilots. Editor’s Note: The following article is not intended to be official, but serves only as a list of possibilities. As the word goes, your mileage may vary.
Flying In Premium Cabins Is All The Rage Now That People Travel Again
It is important to consider your flight training and flight goals when deciding which flight training school to attend. Sign up because flying is a hobby? Or do you want to pursue a full-time career as a pilot? Answering these and similar questions is important if you want to identify the right flight school for you, your needs, and your preferences.
No matter what type of flying you plan to focus on, you should talk to several flight schools to find out which one best suits your personality, flying style, and ultimate flying goal. While there is the argument that all flight training programs always deliver the same results, choosing the best flight school in Illinois can help you reach your goals efficiently and quickly.
This article will review flight schools in Illinois to help you make the most informed decision about which flight school to attend. Without further ado, let’s go straight to the details!
When you decide to attend flight school in Illinois, whether you are a commercial or private pilot, the 5 flight schools in Illinois reviewed in this section will help you find the best option to consider to achieve your goal.
United Wants To Train 5,000 Pilots, Get Women, People Of Color In Cockpit
Illinois Aviation Academy is an accredited flight school in Illinois dedicated to offering a variety of flight training programs to beginner and first-time trained pilots in Illinois. Founded 23 years ago, the Illinois Aviation Academy has helped more than 2,000 pilots achieve their dreams of flying, and the company is still committed to helping more people.
Elite Training and Aviation Management is known for providing advanced and comprehensive flight training programs for individuals seeking their personal, commercial or instrument rating certification on time and on budget.
Founded in 1994, Chicago Executive Flight School is one of the largest flight schools in Illinois, specializing in training beginners, adults and part-time students. Offering a lot of financial support, this flight school is especially recommended for those who want to train as a pilot without spending a lot. Interestingly, they offer employment opportunities to their students, making their field an ideal place to start your flying career.
Experience, expertise and rigorous hands-on training are Windy City Flight School’s main selling points. Founded 30 years ago, Windy City Aviation has been offering aviation training programs in Chicago to aspiring individuals ever since. Whether you are a beginner pilot or an experienced pilot, Windy City Aviation has a program to meet your needs.
Republic’s Lift Academy Flight School Getting High Marks: Travel Weekly
Tuition and Fees: The cost of training at Windy City Aviation strictly depends on the type of program, location and level of experience: whether you are a new pilot or a trained pilot, etc. Please contact the school for the exact cost of your flight training.
Another school worth mentioning is Avel Flight School, known for its high safety standards and timely delivery of flight instruction. This flight school is equipped with modern aircraft, classes, facilities and flight simulators, making it a great place to learn what you love or start your flying career.
Tuition and Fees: The cost of studying at Avel Flight School depends on several factors, including the type of program you enroll in, your schedule, equipment required, and more. Please contact the school for the exact cost of your flight training.
There are different qualifications and licenses you need to fly an airplane in Illinois, including a private pilot’s license, a commercial pilot’s license, and an airline pilot’s license. The flight schools mentioned in this article are the best places to get these licenses.
Black Pioneers In Aviation Who Broke Barriers
A private pilot license will allow you to fly an aircraft for non-commercial purposes. As the name suggests, a commercial pilot license will allow you to fly for hire or reward. This is the minimum requirement for consideration for employment in Illinois.
The minimum time required for a commercial pilot license as defined in CFR 14 Part 61 is 250 hours. The pilot’s aviation license is the primary type of pilot’s license in Illinois. The minimum flight time required for this license is 1,500 hours.
This section describes important facts and figures about Illinois flight schools. Be sure to familiarize yourself with these details when looking for the best flight school in Illinois.
The tuition fee of flight schools in Illinois mainly depends on the training course, books, billing, examination fee and other significant factors in the cost of flight training. Generally, the exam fee ranges from $100 to $500, | aerospace |
https://greenparkhotel.by/en/events/belavia-and-green-park-hotel-expand-cooperation.html | 2024-04-14T08:42:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00573.warc.gz | 0.9497 | 497 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__176886036 | en | The proximity of the Green Park hotel complex to Minsk National Airport makes it convenient not only for air crews and transit passengers, but also for conferences, seminars, and trainings.
In September - October 2019, the national air carrier Belavia Airlines OJSC held a number of training seminars, conferences, and trainings based on the Green Park hotel complex as part of the annual training of flight staff.
Today Belavia is more than 100 first pilots, more than 100 second pilots, more than 500 flight attendants. And it is not always possible to gather such a number of employees at the ICAO training centre at Minsk National Airport.
The hotel complex is a five-minute drive from the airport. We have everything you need for conferences, seminars, and trainings. In addition, there is a large parking, which is very convenient for pilots, since they prefer to arrive at the airport in their cars.
The crews of various airlines have long fallen in love with our quiet, comfortable hotel located in a picturesque forest it blends perfectly with. The crews of Austrian Airlines, Ukraine International Airlines, Uzbekistan Airlines, Aeroflot and many others stop here.
Belavia Airlines OJSC has rapidly growing air traffic. So, 3 million passengers used the services of Belavia in 2018 and it is planned to transport 3.6-3.7 million in 2019.
Belarus has a very high pace of civil aviation of development. There are nearly 600 civil aviation pilot licensees in the country today. Aviation staff are the fundamental value of civil aviation.
Pilot work involves ongoing training. Belavia pilots are constantly improving their knowledge, since flight safety is largely dependent on their qualifications. Classes and seminars are conducted by both Belavia experts and experts from foreign training aviation centres. The airline is expanding cooperation with foreign partners in this regard. Specialists of international level are involved in lecturing, conducting seminars and trainings. So, a cooperation agreement was concluded with the Baltic Aviation Academy UAB «BAA Training» recently, which is one of the top 3 largest independent aviation training centres in Europe.
Belavia has been offering transit passengers to use a flight with a stopover in Minsk since 2019. This option allows passengers traveling with a transfer via Minsk National Airport to stay for a period of 24 to 72 hours in the capital of Belarus.
Green Park hotel complex is always glad to welcome Belavia air crews and passengers! | aerospace |
https://eyqxat.health-todays.info/american-airlines-flight-attendant-training-2022.html | 2022-11-26T18:17:12 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446708046.99/warc/CC-MAIN-20221126180719-20221126210719-00468.warc.gz | 0.931308 | 423 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__52451674 | en | Feb 03, 2022 · First in a long list of flight attendant requirements is the minimum age. All flight attendants must be at least 18 years of age, but the minimum age can be higher depending on the airline – but never higher than 21 years. For example: at United Airlines, you must be 19. Southwest Airlines and Continental Airlines expect you to be 20..
Feb 23, 2022 · Written by: Erickson. Published on: February 23, 2022. It is customary for JetBlue flight attendants to be paid for their training. Furthermore, while in training, you will receive food and lodging. During JetBlue’s flight attendant training program, flight attendants receive about $38 every day..
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American Airlines joins race for pilots, set to add 1,350 flight crew by 2022. Following the release of American Airlines' ( A1G) ( AAL) 2021 second-quarter financial report, the carrier revealed its intent on adding 1,350 pilots by the year 2022. Prior to the report, American Airlines ( A1G) ( AAL) reported having asked over 3,300 employees. Delta Flight Attendant Training Program. Delta is one of the airlines that offers paid training for new flight attendants. This is great since it means you can join the organization and not only save money by not having to pay for flight attendant training, you actually get paid to learn. The pay for attending training is listed as $1822 per week.
American Airlines is facing up to the new reality and making crisis de-escalation training mandatory for frontline employees. ... AAL) it was a determined flight attendant seen on tape trying to.
Currently hiring Flight Attendants to: Set a high standard and provide remarkable in-flight service; Turn challenges into solutions or alternatives; Think independently while still being part of a collaborative team; Handle a wide variety of situations while in continuous contact with the public both on and off the aircraft; Work independently ....
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https://patrowland.me/185.php | 2020-02-23T07:40:03 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875145747.6/warc/CC-MAIN-20200223062700-20200223092700-00141.warc.gz | 0.812435 | 1,071 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__3477640 | en | Rocket propulsion elements: an introduction to the engineering of This new edition concentrates on the subject of rocket propulsion, its basic. Rocket Propulsion Elements. Ninth Edition. GEORGE P. SUTTON. Acknowledged expert on rocket propulsion. Formerly Executive Director of Engineering at. Rocket Propulsion Elements. Eighth Edition. GEORGE P. SUTTON. Consultant. Formerly Laboratory Associate. Lawrence Livermore National Laboratory and.
Students can download ebook of Rocket Propulsion Elements from this page. Available in PDF Liquid Propellant Rocket Engine Fundamentals. Rocket Propulsion Elements (PDF) - MIT Certificate Error Unfu_k_Yourself__ Unfu*k Yourself: Get out. Rocket Propulsion Elements remains the definitive guide to the field, providing a comprehensive introduction to essential concepts and applications. Led by.
eBOOK [ PDF ] Rocket Propulsion Elements P.D.F By George P. Sutton” is published by Webb. 7/24/ 2. Have you discovered the missing element? . Opel flew aircraft propelled by solid rocket propellant charges mounted on a glider. Aerospace Engineering Mechanical Engineeringrnrn The definitive text on rocket propulsion-now completely revised to reflect rapid advancements in the.
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Rocket Propulsion Elements. New York, NY: Mechanics and Thermodynamics of Propulsion. 16, Solid Propellants: Design Goals and Constraints (PDF).
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Hybrid rocket propulsion displays several advantages when compared to .. regression rate consists of adding high energy-fuel ingredients (such as metals. Falcon 9 on the cover of Rocket Propulsion Elements, Ninth Edition (). submitted 8 So who has the PDF of the ninth? permalink. PDF | Nowadays, the satellite technology development becomes very intensive. Hybrid rocket propulsion is being considered in several specific areas of G. P. Suton, O. Biblarz: Rocket Propulsion Elements, Seventh Edition,
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one of the Apollo 11 astronauts who planted that flag, Buzz Aldrin. Thank you, Buzz. This year, American astronauts will go back to space in American rockets.". Pdf download Rocket Propulsion Elements Along with the complete set of lecture notes the following readings were assigned in the class. Prev · Earth-Moon Fire Pole. My son (5y) asked me today: If there were a kind of a fireman's pole from the Moon down to the Earth, how long would it take to slide.
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low-weight, maneuverable precision element that can be dropped into enemy territory and identify static and .. The US Navy's Nuclear Propulsion Contracts.
RUAG develops valuable innovations and internationally sought-after cutting- edge technology in the fields of aerospace and defence.165 :: 166 :: 167 :: 168 :: 169 :: 170 :: 171 :: 172 :: 173 :: 174 :: 175 :: 176 :: 177 :: 178 :: 179 :: 180 :: 181 :: 182 :: 183 :: 184 :: 185 :: 186 :: 187 :: 188 :: 189 :: 190 :: 191 :: 192 :: 193 :: 194 :: 195 :: 196 :: 197 :: 198 :: 199 :: 200 :: 201 :: 202 :: 203 :: 204 | aerospace |
http://miresumen.info/two-people-are-reported-injured-in-a-plane-crash-in-new-hampshire/ | 2023-02-05T04:41:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500215.91/warc/CC-MAIN-20230205032040-20230205062040-00085.warc.gz | 0.981257 | 514 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__266561015 | en | Plane crash into multi-family home in New Hampshire kills two people on board, officials say
(Courtesy of New Hampshire State Police)
A plane crash in New Hampshire last night with two women and three children aboard is believed to have been caused by pilot error and there are reports of two people injured, officials said.
The Piper Saratoga, a two-seater with the registration number N42Y, was taking off from the State-owned White Pond Airport in Concord at 9:52 p.m. on Wednesday for a trip to the Bahamas, the Federal Aviation Administration (FAA) said. One of the five people on board, described as a 41-year-old female, 42-year-old female and three children ages 5, 12 and 13, died in the crash. The plane was carrying a total of 18 passengers.
“This was an apparent mid-air accident after the plane flew into a multi-family house which caught fire,” FAA spokesman Ian Gregor said in a statement.
The Saratoga had a “probable loss of hydraulic pressure” which has been attributed to “multiple factors and/or contributing factors in the crash,” the FAA said.
Local police first received calls about the crash at 9:58 p.m. The Saratoga was found at the intersection of U.S. 302 and Whitefield Highway. Fire crews on scene immediately put out the blaze but could not save the victims or the plane.
There were no reports of other victims.
The FAA said the plane likely crashed while trying to land in the steep terrain of the White Pond area but didn’t immediately know if it was going to be a landing or take-off. Gregor said it wouldn’t be determined if the plane ran out of fuel before it crashed until further investigation was completed.
In a statement, State Police said the plane went down at the intersection of U.S. 302 and Whitefield Highway.
“Both of the occupants on board and the passengers and three children in the home that was also struck by two other airplanes are confirmed to have suffered serious injuries,” the statement said. “The occupants of the home were in the process of evacuation. No injuries have been reported at the home.”
“The occupants are cooperating with the family,” the statement continued. “An investigation is in the process to better understand this incident.” | aerospace |
http://jet-oil.com/properties_mobil_jet_ii.html | 2023-12-09T03:05:20 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100781.60/warc/CC-MAIN-20231209004202-20231209034202-00478.warc.gz | 0.77491 | 682 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__139254307 | en | Sale Mobil Jet Oil II
Mobil Jet Oil II is a step for aircraft gas turbine engines to long-life operation and activity. Being the one of the world-renowned brand, Mobil Jet Oil II has worked up the Aviation Market and became Gas Turbine Lubricant
|cSt @ 40ºC (102ºF)||27,6|
|cSt @ 100ºC (212ºF)||5,1|
|cSt @ -40ºC (-40ºF)||11|
|% change @ -40ºC after 72 hours||0,15|
|Pour Point, ºC (ºF), ASTM D 97||-59 (-74)|
|Flash Point, ºC (ºF), ASTM D 92||270 (518)|
|Fire Point, ºC (ºF)||285 (545)|
|Autogenous Ignition Temp, ºC (ºF)||404 (760)|
|TAN (mg KOH/g sample)||0,03|
|Density @15 ºC, kg/l, ASMT D 4052||1,0035|
|Evaporation Loss, %|
|6.5 hr @ 204ºC, 29.5" Hg||3|
|6.5 hr @ 232ºC, 29.5" Hg||10,9|
|6.5 hr @ 232ºC, 5.5" Hg||33,7|
|(Equals pressure @ 40,000 Ft. altitude)|
|Sequence I, 24ºC||8|
|Sequence II, 93.5ºC||10|
|Sequence III, 75ºC (after 200 F test)||8|
|Foam Stability, after 1 min settling, ml||0|
|F Rubber, 72 hr @ 204º C, %||15,6|
|H Rubber, 72 hr @ 70ºC, %||16,4|
|Sonic Shear Stability, KV @ 40ºC, change, %||0,9|
|Ryder Gear, Ave. lb/in % Hercolube A||2750 ,115|
Health & Safety
Based on available toxicological information, this product is not expected to produce adverse effects on health when used and handled properly. Information on use and handling, as well as health and safety information, can be found in the Material Safety Data Sheet (MSDS) which can be obtained from your local distributor.
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http://derekwinnert.com/red-planet-classic-film-review-707/ | 2017-03-29T09:11:57 | s3://commoncrawl/crawl-data/CC-MAIN-2017-13/segments/1490218190236.99/warc/CC-MAIN-20170322212950-00052-ip-10-233-31-227.ec2.internal.warc.gz | 0.895894 | 391 | CC-MAIN-2017-13 | webtext-fineweb__CC-MAIN-2017-13__0__155769973 | en | The special effects are out of this world in director Anthony Hoffman’s gripping Aussie-made 2001 sci-fi thriller, which provides an entertaining visual treat with its splendidly realised vision of Mars in the future.
Mission commander Kate Bowman (Carrie-Anne Moss) is the pilot of the most important mission of the 21st century, heading to Mars to save the human race. It’s 2050, Earth is dying and colonising Mars is the only alternative to obliteration. But what happens when Bowman and her crew get there is far more terrifying than anyone would have guessed.
A crash landing leaves them without scientific, communication or escape equipment, and causes their military mapping and exploration robot to malfunction into a deadly enemy. But as the landing team (Val Kilmer, Tom Sizemore, Simon Baker, Benjamin Bratt) explores the harsh new planet, they have the most terrifying discovery of all. Mars may be barren, but it’s also inhabited.
The downside is a very talky and boring opening section before the Mars sequences, too many nods to other, better sci-fi films, especially 2001: A Space Odyssey, a rotten, unconvincing performance by Terence Stamp as Chantilas, and a rather ordinary group-jeopardy story that proceeds incoherently in stops and starts, and leaves evidence of belated cutting.
The upside is a genuinely brilliant recreation of life on Mars, the great visual effects, a taut, eerie, downbeat atmosphere, decent performances by Kilmer, Sizemore and Moss, good monsters in the robot and scary bugs, and some sequences of real tension and excitement.
The story and screenplay are by Chuck Pfarrer, with Jonathan Lemkin.
© Derek Winnert 2014 Classic Movie Review 707 derekwinnert.com
Check out more reviews on http://derekwinnert.com | aerospace |
https://www.letscallbull.com/story/asteroid-mining--helping-to-meet-earth--s-natural-resource-demands-33541 | 2022-05-27T16:21:31 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662658761.95/warc/CC-MAIN-20220527142854-20220527172854-00474.warc.gz | 0.956089 | 173 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__262330210 | en | "They essentially hold on to the side of the asteroid for dear life as it screams through the solar system."
Mitch Hunter-Scullion is describing a six-legged robot called Scar-e, the Space Capable Asteroid Robotic Explorer, which he aims to send to an asteroid to drill for precious metals such as iron, nickel and platinum.
As well as being increasingly essential for phones, laptops and cars, some metal-rich minerals like platinum will also be needed to help produce hydrogen as we transition to greener energy.
With only a finite supply of them on earth - people are increasingly looking to space to meet this increased demand.
That's where Scar-e comes in. Its powerful claw, designed in partnership with Tohoku University in Japan, should grip on to an asteroid in space to stop it from floating away. | aerospace |
https://whenanintrovertspeaks.home.blog/2019/02/01/is-flame-misbehaving/ | 2021-10-21T18:57:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585439.59/warc/CC-MAIN-20211021164535-20211021194535-00152.warc.gz | 0.926984 | 233 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__131037736 | en | Here on Earth, when a flame burns, it heats the surrounding atmosphere, causing the air to expand and become less dense. The pull of gravity draws colder, denser air down to the base of the flame, displacing the hot air, which rises. This convection process feeds fresh oxygen to the fire, which burns until it runs out of fuel. The upward flow of air is what gives a flame its teardrop shape and causes it to flicker.
But odd things happen in space, where gravity loses its grip on solids, liquids and gases. Without gravity, hot air expands but doesn’t move upward. The flame persists because of the diffusion of oxygen, with random oxygen molecules drifting into the fire. Absent the upward flow of hot air, fires in microgravity are dome-shaped or spherical—and sluggish, thanks to meager oxygen flow. “If you ignite a piece of paper in microgravity, the fire will just slowly creep along from one end to the other,” says Dietrich. “Astronauts are all very excited to do our experiments because space fires really do look quite alien.” | aerospace |
https://www.aucklandcouncil.govt.nz/parks-recreation/get-outdoors/drones-unmanned-aerial-vehicles/Pages/drones-uavs-you-can-fly-public-private-property.aspx | 2023-03-20T20:06:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943555.25/warc/CC-MAIN-20230320175948-20230320205948-00597.warc.gz | 0.847885 | 951 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__13459518 | en | Ngā waka karetao me ngā UAV e āhei tō whakatopa i ngā wāhi tūmatanui, tūmataiti rānei
Drones and UAVs you can fly in public or private property
What you can fly in public areas
You can fly drones and unmanned aerial vehicles (UAVs) in most public areas and parks without a permit.
Types of drones you can fly in public areas
- Electric-powered, remote-controlled drones capable of vertical take-off and landing
- Remote-controlled fixed-wing model aircraft with a wingspan under 2m
- Electric fan jet-powered models, weighing less than 1.5kg
- Bungee or winch-launched aircraft with a tow line 15m or under.
Where to fly your drone or UAV.
What you can fly on private property
You can fly drones and UAVs on private property, officially recognised public flying sites, or sites controlled by an approved operator.
Types of drones you can fly on private property
- Fixed-wing, electric-powered model aircraft with wing spans above 2m
- Jet-powered models, weighing more than 1.5kg
- Fixed-wing model aircraft or single-rotor helicopters with an internal combustion engine (i.e. petrol-powered)
- Bungee or winch-launched aircraft with a tow line longer than 15m
- Electric-powered, single-rotor helicopters weighing more than 1.5kg, or with a rotor span greater than 0.5m.
|Check if you need a permit to use a UAV for filming purposes||https://www.aucklandcouncil.govt.nz/parks-recreation/get-outdoors/drones-unmanned-aerial-vehicles/Pages/check-need-permit-to-use-uav-for-filming-purposes.aspx||Check if you need a permit to use a UAV for filming purposes||Find out when you need to get a permit to film with a UAV.||aspx|
|Code of conduct for use of drones and UAVs||https://www.aucklandcouncil.govt.nz/parks-recreation/get-outdoors/drones-unmanned-aerial-vehicles/Pages/code-of-conduct-use-drones-uavs.aspx||Code of conduct for use of drones and UAVs||Find out the rules and regulations for flying a UAV or drone. ||aspx|
|Make a complaint about UAVs and UAV operators||https://www.aucklandcouncil.govt.nz/parks-recreation/get-outdoors/drones-unmanned-aerial-vehicles/Pages/make-complaint-about-uavs-uav-operators.aspx||Make a complaint about UAVs and UAV operators||Find out what to do if a drone is flying over your property or poses a safety risk. ||aspx|
|Where you can fly your drone or UAV||https://www.aucklandcouncil.govt.nz/parks-recreation/get-outdoors/drones-unmanned-aerial-vehicles/Pages/where-you-can-fly-your-drone-uav.aspx||Where you can fly your drone or UAV||Find out where you can fly your drone, and if you need a permission.||aspx|
|Find a park or beach||https://www.aucklandcouncil.govt.nz/parks-recreation/Pages/find-park-beach.aspx||Find a park or beach||Find a park or beach to enjoy a BBQ, play sports, or take the kids to a playground.||aspx||Parks|
|Find where and when you can walk your dog||https://www.aucklandcouncil.govt.nz/dogs-animals/where-walk-dog||Find where and when you can walk your dog||Find out where you can walk your dog and which dog exercise rules apply to your area.||aspx||Animals
Dog walking area|
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To ask for help or report a problem with our services or facilities, contact us. | aerospace |
https://notableoutcome.com/family-members-4-perish-in-u-s-plane-crash/ | 2023-01-31T16:47:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764499888.62/warc/CC-MAIN-20230131154832-20230131184832-00454.warc.gz | 0.979441 | 302 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__71393042 | en | A small plane has crashed in southern Wisconsin, killing four people — a 17-year-old girl, a 13-year-old boy and their mother and grandmother.
The Green County Sheriff’s Office says the crash happened just after noon on Sunday about a mile north of the Monroe Municipal Airport.
Sheriff Mark Rohloff says the single-engine Cessna 182T went down in a grassy meadow.
Rohloff says the plane was within sight of the airport’s runway when it crashed.
He says the pilot and three passengers died at the scene. They were related — flying to Monroe for a family event.
The grandmother had previous experience landing at the airport and the family had been tracking their flight and contacted the sheriff’s office when they lost contact, Rohloff said at a news conference.
The plane had taken off from Kenosha, Rohloff said.
Multiple people called the sheriff’s office around noon Sunday to report seeing a plane in the sky lose altitude and crash, according to the release.
Rohloff said authorities are assuming there were mechanical problems with the plane before the crash.
The crash is under investigation by the sheriff’s office, Federal Aviation Administration and the National Transportation Safety Board. The final outcome from the investigation may take more than a month.
Rohloff said during the news conference that there was a large amount of debris at the scene. (NAN) | aerospace |
http://air-industries.com/ | 2017-04-29T07:20:34 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123318.85/warc/CC-MAIN-20170423031203-00534-ip-10-145-167-34.ec2.internal.warc.gz | 0.927008 | 129 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__152300785 | en | PCC is a worldwide, diversified manufacturer of complex metal components and products. It serves the aerospace, power, and general industrial markets. PCC is the market leader in manufacturing large, complex structural investment castings, airfoil castings, forged components, aerostructures and highly engineered, critical fasteners for aerospace applications.
In our rapidly growing company opportunities for development and career advancement are never far away.
If you are looking for challenge, to be rewarded for your results and you thrive in a demanding environment, PCC is an unparalleled place to build your career.
AIC Mission Statement
Company leadership statement to our | aerospace |
https://scienceandtechnology.co.in/?p=1010 | 2024-03-05T13:17:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948235171.95/warc/CC-MAIN-20240305124045-20240305154045-00827.warc.gz | 0.951537 | 1,905 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__22290816 | en | SpaceX, Elon Musk’s spaceflight firm, launched its Starship rocket from the coast of South Texas on Saturday, a mammoth car that would alter the way forward for area transportation and assist NASA return astronauts to the moon.
Saturday’s flight of Starship, a strong car designed to hold NASA astronauts to the moon, was not a whole success. SpaceX didn’t obtain the take a look at launch’s final goal — a partial journey world wide ending in a splashdown within the Pacific Ocean.
However the take a look at flight, the car’s second, did present that the corporate had fastened key points that arose through the earlier take a look at operation in April. All 33 engines within the car’s decrease booster stage fired, and the rocket made it by means of stage separation — when the booster falls away and the six engines of the higher stage gentle as much as carry the car to area.
“Simply lovely,” John Insprucker, a SpaceX engineer and stay launch commentator, mentioned on the SpaceX webcast.
Against this, the primary Starship launch badly broken the launch website; a number of engines on the booster failed, fires knocked out the steering of the rocket and the flight termination system took too lengthy to blow up.
Based on SpaceX’s “fail quick, be taught sooner” strategy towards rocket design, efficiently avoiding a repeat of previous failures counts as main progress.
Nonetheless, the second flight revealed new challenges that Mr. Musk’s engineers should overcome.
Quickly after stage separation, the booster exploded — a “fast unscheduled disassembly,” within the jargon of rocket engineers. The upper-stage Starship spacecraft continued heading towards orbit for a number of extra minutes, reaching an altitude of greater than 90 miles, however then SpaceX misplaced contact with it after the flight termination system detonated.
In an announcement, the Federal Aviation Administration mentioned no accidents or property injury had been reported. It is going to conduct a mishap investigation, which is commonplace any time one thing goes unsuitable with a business rocket.
Engineers will now need to decipher what went unsuitable on each the booster and the upper-stage spacecraft, make fixes after which attempt once more.
Starship is the largest and strongest rocket ever to fly. SpaceX goals to make each components of the car absolutely and quickly reusable. That provides it the potential to launch greater and heavier payloads to area and to considerably drive down the price of lofting satellites, area telescopes, individuals and the issues they should stay into area.
The take a look at journey’s end result was the newest split-screen second within the profession of Mr. Musk, a serial entrepreneur who beforehand reworked digital funds with PayPal and electrical automobiles with Tesla. As SpaceX ready for the flight on Friday, Disney and Apple paused their ad spending with one other one among his firms, the social community X, previously often known as Twitter, after Mr. Musk’s endorsement of an antisemitic post on Wednesday.
Many outdoors observers are optimistic that SpaceX will get Starship to work absolutely.
“They’ve fastened points recognized of their first flight and received additional than ever earlier than with one of these car,” mentioned Phil Larson, who served as a White Home area adviser throughout President Barack Obama’s administration and later labored on communication efforts at SpaceX. “The magic of engineering is that it’s all about studying, iterating the design, and reflying once more quickly.”
Daniel L. Dumbacher, the manager director of the American Institute of Aeronautics and Astronautics, agreed. “This can be a massive launch system,” he mentioned. “It’s going to take some work to get it to the place it must go. I’ve little question that the SpaceX group will be capable to determine the right way to get the launch car working.”
A few hours earlier than dawn on Saturday, liquid oxygen and liquid methane began flowing into the Starship. There was some fog close to the bottom however the skies above had been clear, save for just a few wisps of cirrus clouds.
The countdown proceeded easily, stopping at a deliberate maintain with 40 seconds left on the countdown clock. Then the maintain was lifted, the ultimate seconds ticked away and, shortly after 7 a.m. Central time, the 400-foot-tall rocket slowly rose into the sky. A brand new water deluge system seems to have protected the launchpad, avoiding the cloud of dust and debris that rose up in April.
Just a few seconds later, the percussive roar buffeted spectators watching on South Padre Island, about 5 miles north of the launch website.
At 2 minutes, 48 seconds after liftoff, there was a flash as Starship efficiently carried out what had been anticipated to be the trickiest a part of the flight — “sizzling staging,” when the six engines of the higher stage ignited earlier than the booster dropped away. Loud cheers resonated from the SpaceX webcast, which was streaming from the corporate’s headquarters in Hawthorne, Calif.
Half a minute later, there was a much bigger flash when the booster — which was to splash within the Gulf of Mexico and sink — exploded. The higher stage continued onward unscathed. However then a couple of minutes later, the webcast fell into an uncomfortable silence when contact was misplaced with the Starship car.
Most of the 1000’s of people that wakened early to soak up the launch on South Padre Island mentioned they’d loved the spectacle. By 4:30 a.m., a protracted line of automobiles had been ready in darkness to enter Isla Blanca Park on the south finish of the South Padre. Others walked from their inns to keep away from the site visitors. Boats filled with watchers floated simply to the south, outdoors of the exclusion zone to the east.
The launch was skilled not simply by these watching alongside the coast, but in addition these farther afield.
Emma Guevara, a resident of Brownsville, the city in South Texas that is west of the SpaceX launch website, mentioned the occasion had made her home shake.
“It was means sooner than all of us anticipated, so it woke everybody up,” mentioned Ms. Guevara, who’s a Sierra Membership organizer and has protested operations on the firm’s base.
Prime NASA officers supplied congratulations to SpaceX.
“Every take a look at represents a step nearer to placing the primary lady on the Moon with the #Artemis III Starship human touchdown system.,” Jim Free, NASA’s affiliate administrator for exploration programs improvement, wrote on X. “Wanting ahead to seeing what might be discovered from this take a look at that strikes us nearer to the subsequent milestone.”
How shortly SpaceX solves the Starship points may decide how quickly NASA astronauts return to the moon.
The area company has employed SpaceX to adapt Starship as a lunar lander to take two astronauts to the moon’s south polar areas. Even earlier than the newest Starship take a look at flight, the primary touchdown, presently scheduled for late 2025, had already been thought-about more likely to slip to 2026. SpaceX can be underneath contract to supply a Starship lander for the second crewed touchdown, scheduled for 2028.
For the moon touchdown, SpaceX would wish not only one Starship however almost 20 launches of the spacecraft, as a result of a Starship headed to the moon must refill its propellant tanks earlier than leaving Earth’s orbit.
For that, SpaceX is planning two different Starship variants.
One will primarily be an orbital gasoline station in area — a propellant depot within the language of area enterprise. The opposite can be a tanker model to hold methane and liquid oxygen to the gasoline station. A sequence of tanker flights can be wanted to fill the gasoline station. A Starship headed to the moon or Mars will launch and dock on the propellant depot and refill its tanks. However nobody has but tried pumping tons of propellants in a zero-gravity surroundings.
As a depot orbits Earth, it passes out and in of daylight, and the surface of the depot will repeatedly heat and funky. Sustaining the propellants at regular, ultracold temperatures contained in the depot can be a problem.
At a gathering of a NASA Advisory Council committee on Friday, Lakiesha Hawkins, an assistant deputy affiliate administrator at NASA, mentioned that the variety of Starship launches can be within the “excessive teenagers.”
The Starships would launch “on a six-day rotation” from each the Kennedy House Heart in Florida and the present Starship launch website in Texas, Ms. Hawkins mentioned.
NASA does have a backup. This yr, it chosen a second lunar lander design from Blue Origin — the rocket firm primarily based in Kent, Wash., began by Jeff Bezos, the founding father of Amazon. That design is smaller and is deliberate to be used within the third lunar touchdown, which is able to happen no sooner than 2029.
Ryan Mac and Katrina Miller contributed reporting. | aerospace |
https://www.cvrmc.org/getpage.php?name=ambulance | 2020-11-28T20:13:47 | s3://commoncrawl/crawl-data/CC-MAIN-2020-50/segments/1606141195745.90/warc/CC-MAIN-20201128184858-20201128214858-00517.warc.gz | 0.936066 | 224 | CC-MAIN-2020-50 | webtext-fineweb__CC-MAIN-2020-50__0__192882143 | en | 5880 S. Hospital Drive | Globe, Arizona 85501
Hospital: (928) 425-3261
Native Air AmbulanceNative Air Ambulance was founded in 1994. Since that time, Native Air has grown to be on of the largest air ambulance providers in Arizona.
Native air presently operates a total of (9) nine helicopters and (5) five turbo prop airplanes and (1) one Citation XL Jet.
In July of 1998, Native Air and Cobre Valley Regional Medical Center signed a contract for Native Air to provide emergency air transport services to the hospital.
Currently, Native Air provides transport to critical patients as requested by the hospital and EMS providers.
Native Air has become an important component of the first rate emergency department services that the Cobre Valley Regional Medical Center provides to the entire Southern Gila County region. Personnel at Native Air are always quick to lend a helping hand in the Emergency Department when requested as well as provide continuing education for our local emergency services providers.
Native Air retains quarters on the campus of the hospital and is available 24 hours per day. | aerospace |
https://wh779.webs.com/wh779history.htm | 2022-01-29T04:44:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320299927.25/warc/CC-MAIN-20220129032406-20220129062406-00038.warc.gz | 0.975101 | 610 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__206695175 | en | WH779 with 360 Sqn.
This PR.7 was ready for collection in March 1954, taken on to RAF charge and delivered brand new to 542 Sqn at RAF Wyton. ex-Crew Chief Tony Reagan, was the Engine man for WH779 when it first joined 542 Sqn in 1954. And the Airframe man was Joe Chamberlin, pilot was Andy Heyns (a South African) and navigator was Jock McFarlane.) WH779 soon moved on being transferred to 13 Sqn, then 80 Sqn and finally 31 Sqn. Eventually this PR.7 was allocated a Ground Instructional number (8129M) at RAFG Bruggen for G/I at RAFG Wildenrath in March 1971.
Moved to storage at St Athan, it was later given an overhaul at 19 MU, and reinstated with its old number of WH779. Issued again to 13 Sqn it soon moved onto Holding Flight before being transferred to 100 Sqn in 1982 where it was given the squadron code of "CK". It was transferred again to 1 PRU in 1992 and moved with them when they took their PR.9s to RAF Marham. She was also with 360 Sqn around that time and was given the Sqn code of BP until the dispandment of 360 Sqn in 1994. After that she returned to RAF Marham and I don't think it flew again but was used for ready spares.
mid-fifty's, in-service photo showing WH799 in all-over silver with 542 Sqn (denoted by the black diagonal bars on white painted nose wheel doors).
WH779 was broken down at RAF Marham in 2004 with the front fuselage (transportation joint forwards) and the starboard wing being shipped to DERA at Boscombe Down. The structure was to be used as part of a 'structural teardown' programme to assist in ensuring that the structural integrity of the Canberra can be maintained safely for some years into the future. The remainder of the airframe going to NDT development, inspection training, etc.
with the front fuselage and the starboard wing being shipped to DERA at Boscombe Down, while the rear fuselage was eventually scrapped on the 12th October 2005 at RAF Shawbury.
The cockpit section was purchased by Darren Green on the 19th May 2006 and was moved from the Boscombe Down Aviation Collection to the East Midlands Aeropark.
I moved WH779 from the Aeropark to Newark Air Museum on the 7th Nov 2010 her New home.
Photo of WH779 on her way to the Aeropark.
WH779 Winner of the visitors
The BBMF's Lancaster doing a flypast at Cockpit-Fest 2011
779 & 887
The Canberra Disco 2011 | aerospace |
http://web.utk.edu/~ssta/ | 2018-01-18T23:09:06 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887660.30/warc/CC-MAIN-20180118230513-20180119010513-00778.warc.gz | 0.943599 | 402 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__93589385 | en | The Student Space Technology Association is an independent, student-led
engineering team with a faculty advisor, Dr. Lyne of the MABE Department. Our
projects have included several different designs for an atmospheric science high
altitude balloon, rockets made from off the shelf parts, active in-flight rocket
stabilization, and most recently several static tests of a hybrid rocket as we
prepare it to carry payloads this coming fall/spring.
The SSTA is the largest group of UT students seeking employment in the U.S. Aerospace and Defense
sector, the world’s leading innovator and producer of technologically advanced aircraft, space and
defense systems [that] supports one of the largest high-skill and high-wage workforces in the nation
Many of our members have attended NASA or other aerospace-related internships. We also host
industry speakers in person and over skype each semester.
We welcome everyone regardless of previous experience or lack thereof. In fact, our main recruitment demographic consists of primarily
freshmen and sophomores while our regular member base consists of sophomores through graduate
students. We are here to learn together by working on projects meaningful to our professional interests.
Space Advocacy and Outreach
The SSTA and UTARC contacted the international space station as a host of the NASA-Sponsored
Amateur Radio on the International Space Station event. We have worked with the Planetary Society
and Students for the Exploration and Development of Space to host space advocacy events. We are
bringing space a little closer to Knoxville.
The gears of any engineering project are lubricated by the sweet, sweet oil of the USD. Projects and
budgets are proposed by members, voted on by members, and funded by the Student Space Technology
Association. There are several projects that run concurrently throughout a semester and members break
into smaller teams to work on the projects after a quick meeting. | aerospace |
http://balbou-blog.info/search?q=Usaf%20cryptologic%20systems%20division%20incorporated | 2018-09-26T10:21:29 | s3://commoncrawl/crawl-data/CC-MAIN-2018-39/segments/1537267164750.95/warc/CC-MAIN-20180926101408-20180926121808-00146.warc.gz | 0.918327 | 825 | CC-MAIN-2018-39 | webtext-fineweb__CC-MAIN-2018-39__0__116764654 | en | Video by Senior Airman Robert Harnden 2nd Combat Camera SquadronMembers of the 191st Air Refueling Squadron, 151st Air Refueling Wing, from the Utah Air National Guard maintain proficiency. The crew members of the KC-135R Stratotanker aircraft, from the Ohio Air National Guard, refuel an EC-130H Compass Call aircraft of the 755th Operational Support Squadron from Davis-Monthan Air Force Base, Arizona.
The EC-130H Compass Call is an airborne tactical weapon system using a heavily modified version of the C-130 Hercules airframe. The system disrupts enemy command and control communications and limits adversary coordination essential for enemy force management. The Compass Call system employs the offensive counterinformation and electronic attack or EA capabilities in support of U.S. and Coalition tactical air, surface, and special operations forces. Programmed upgrades will expand its mission by procuring a secondary EA capability against early warning and acquisition radars.
The EC-130H aircraft carries a combat crew of 13 people. Four members are responsible for aircraft flight and navigation (aircraft commander, co-pilot, navigator and flight engineer), while nine members operate and employ the EA mission equipment permanently integrated in the cargo/mission compartment. The mission crew includes the mission crew commander (electronic warfare officer), weapon system officer (electronic warfare officer), mission crew supervisor (an experienced cryptologic linguist), four analysis operators (linguists), one acquisition operator and an airborne maintenance technician.
The EC-130H fleet is composed of a mix of Block 20, Block 30 and state-of-the-art Block 35 aircraft, which has achieved initial operational capability. All aircraft will transition to the Block 35 baseline configuration by fiscal 2011.
The Block 30 EC-130H upgrade achieved a major redesign of the mission compartment and operating system software of the Block 20 aircraft. Its primary focus was to provide a reprogrammable capability against target C2 systems.
The Block 35 EC-130H upgrade provides the Air Force with additional capabilities to jam communication, Early Warning/Acquisition radar and navigation systems through higher effective radiated power, extended frequency range and insertion of digital signal processing. Block 35s will have the flexibility to keep pace with adversary use of technology. It is highly reconfigurable and permits incorporation of clip-ins with less crew impact. It promotes enhanced crew proficiency, maintenance and sustainment with a common fleet configuration, new operator interface, increased reliability and better fault detection.
The Compass Call integrates into tactical air operations at any level. The versatile and flexible nature of the aircraft and its crew enable the power of electronic combat to be brought to bear in virtually any combat situation.
Airborne electronic warfare consists of three major players forming a triad of capability. The EC-130H Compass Call, EA-6B Prowler and F-16CJ Fighting Falcons suppress enemy air defenses while jamming communications, radar and command and control targets. Compass Call is in demand with all unified commands, and therefore, subject to worldwide deployment in support of operations on very short notice.
The Compass Call was delivered to the Air Force in 1982, and had its first flight in 1981. The aircraft has demonstrated a powerful effect on enemy command and control networks in multiple military operations including Kosovo, Haiti, Panama, Iraq, Serbia and Afghanistan.
All Compass Call aircraft are assigned to Air Combat Command. The EC-130H Compass Call is operated by the 55 Electronic Combat Group (41st, 42nd and 43d Electronic Combat Squadrons) at Davis-Monthan Air Force Base, Ariz.
Although located at Davis-Monthan, the group reports to the 55th Wing at Offutt AFB, Neb.
Primary Function: Electronic warfare, suppression of enemy air defenses and offensive counter information
Click to subscribe! http://bit.ly/subAIRBOYD The most viewed aviation channel on YouTube.
The appearance of U.S. Department of Defense (DoD) visual information does not imply or constitute DoD endorsement. | aerospace |
https://emfinc.net/home2/ | 2023-06-06T00:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224652184.68/warc/CC-MAIN-20230605221713-20230606011713-00588.warc.gz | 0.90899 | 139 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__227297162 | en | a PREMIER manufacturer of
machining & metal
EMF, Inc is a leading machining located in the heart of Merritt Island and Cape Canaveral. We help businesses bring their projects to life by designing custom parts and assemblies. Our specialties include precision machining, quality fabrication, sheet metal, and our favorite is engineering. We are only minutes away from NASA allowing us to be a partner of space exploration.
We are launching our new website very soon, but if you need to reach out team now, please call us at 321-453-3670 or email us at email@example.com. | aerospace |
https://skydivinginnovations.com/uss-midway | 2021-05-11T01:54:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991553.4/warc/CC-MAIN-20210510235021-20210511025021-00559.warc.gz | 0.895565 | 207 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__201236939 | en | With its long history of providing safe, thrilling and inspirational aerial demonstrations, Skydiving Innovations is the only commercial demonstration parachute team permitted to perform jumps onto the USS Midway Aircraft Carrier Museum. Under an exclusive agreement, The USS Midway looks to Skydiving Innovations to provide unique parachuting, rappelling and other aerial entertainment options to its hundreds of special event clients each year. This includes landing our helicopters on the Midway’s flight deck as part of the show. The skydivers lift off from the very location they will land under parachute just minutes later.
To date, Skydiving Innovations has performed more than 60 skydiving shows for USS Midway special event clients.
The Perfect Livestream Venue!
During the Covid-19 pandemic, the USS Midway is also an ideal backdrop location for filming and livestream events that do not incorporate on-site audiences. Contact us today to find out how we can make your USS Midway event or project even more special! | aerospace |
http://hardnews1.ansci.usu.edu/archive/dec2008/121008_aviation.html | 2019-04-19T10:23:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578527566.44/warc/CC-MAIN-20190419101239-20190419123239-00403.warc.gz | 0.942324 | 804 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__189631924 | en | Students take flight with USU's
By Jamie Urruty
December 10, 2008 | The Professional Pilot Program
at Utah State University is nationally ranked and draws
students from all over the world, yet it is less expensive
than almost anywhere else.
Logan and Cache Valley provide students diverse weather
conditions and learning environments needed to succeed
in the field.
With nearly 200 students currently enrolled in the
program, Nolan Clifford, the director of aviation at
USU, says the aspect of the program he is most proud
of is these students.
"There is a pride and professionalism in them
that is unequalled anywhere else," said Clifford.
To earn a degree in Aviation Technology, students
are required to get six flight ratings, starting with
a Private Pilot Certificate. To complete these ratings,
the cost is around $46,000, not including tuition. All
flight training is done at the Logan/Cache airport,
where USU has an aviation campus. Students must log
a minimum of 230 hours in the air and depending on the
specific area the student choosing to pursue, more hours
may be necessary. Some of the different areas include
commercial airlines, fire fighting, and cargo.
The learning facilities are one aspect that sets USU's
program apart. "We have the most modern training fleet
in the U.S. and our curriculum is complete, yet without
fluff," said Clifford. On the aviation campus at the
airport, classrooms are set up, flight instructor's
offices are located, a flight simulator room is available
and aircrafts are on location. Two flight simulators
are available; one a generic twin-engine aircraft and
the other a commercial airliner. Having advantages like
these available saves students money on flight fees
and provides hands-on experience.
USU manages to gives students a great education and
experience, yet is less expensive than just about anywhere
else. But since the students pay for flight ratings
on top of tuition bills, student flight loans are available.
Clifford said most aviation students finance their education
by working while going to school and some have parental
Since the events of 9/11 and the chaos after, aviation
programs across the nation were left to wonder if and
how enrollment rates would change. But at USU, enrollment
rates are actually higher than they were before 9/11.
"At first, we were spooked by it, but it did not take
long to realize that the airlines had become a common
carrier and the world depended on them," said Clifford.
Current aviation student, Mark Urruty, thinks the
best part of the program is its dedicated teachers.
"The instructors are really easy going and well-educated
which creates a great learning atmosphere for everyone,"
Urruty said. Urruty, like most students, plans to become
a flight instructor to build the hours required to get
a better job before moving onto the airlines.
The hard economic times and high cost of the program
should not scare future students looking for a career
in aviation. "The program prepares you for an eventual
lucrative career and there will always be a need for
qualified pilots," Clifford said. The future of aviation
is unpredictable, but is here to stay. Clifford thinks
"aviation will continue to serve the traveling public
and make the speed of life even faster."
To get a real-life experience of the Professional
Pilot Program, Discovery Flights are available. Certified
Flight Instructors will take you on a flight around
Cache Valley, and even turn the controls over to you.
To schedule, call (435) 753-4289.
For more information on the program and its requirements,
log on to http://www.usu.edu/aviation. | aerospace |
https://www.exploremoregroton.com/news-and-media/news/p/item/8184/defense-aerospace-continue-to-be-keys-to-states-economy | 2024-03-04T07:13:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476432.11/warc/CC-MAIN-20240304065639-20240304095639-00315.warc.gz | 0.917286 | 109 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__205016822 | en | Defense, aerospace continue to be keys to state’s economy
30 Nov 2018
The defense and aerospace industries may be the key to leading Connecticut out of its job-growth doldrums, according to a Fitch Ratings review of the 2019 Defense Authorization Act.
The 2019 defense budget includes several billion dollars for projects that will impact Connecticut, including $10.6 billion to purchase 77 F-35 Joint Strike Fighters. Connecticut-based Pratt & Whitney, a subsidiary of United Technologies, is part of the partnership that makes the fighters. | aerospace |
http://www.schoolcampus.org/universities/research/montana-state-university-sends-kids-artwork-space/ | 2019-07-16T22:55:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-30/segments/1563195524972.66/warc/CC-MAIN-20190716221441-20190717003119-00029.warc.gz | 0.945245 | 747 | CC-MAIN-2019-30 | webtext-fineweb__CC-MAIN-2019-30__0__212727725 | en | Montana State University Sends Kids Artwork to Space
The Montana State University currently conducts a study on the development of better computers for NASA, and part of their outreach program is launching into space the logo artwork done by second grade students from the Morning Star Elementary School in Bozeman.
The logo was sent on July 17, 2016 for a six month-long stay at the International Space Station (ISS).
Cheri Jakovac had her class create a mission patch logo for the NASA’s Radiation Tolerant computer Mission on the International Space Station (RTcMISS, which is pronounced “Artemis”)..
Stickers of the mission patch, which contains a rocket, a space station, a parachute, and the Montana University logo, will be placed aboard the SpaceX Falcon 9 resupply rocket.
It was sent into outer space last Sunday, and can be watched on SpaceX webcast.
MSU has been performing studies and projects in an effort to develop more radiation-tolerant computers.
For over ten years, Dr. Brock LaMeres, an associate professor at the Montana State University’s Department of Electrical and Computer Engineering in the College of Engineering, has been looking into the future of technology aimed specifically for NASA purposes.
LaMeres said that future space missions will require better and faster computers, but the radiation is making that near impossible for technology from Earth.
MSU has been trying to come up with solutions, but it’s difficult to conduct exact experiments.
MSU does their testing through a radiation chamber.
The computers researchers have developed are put on high altitude balloons, and are placed in rockets that reach near outer space.
The latest project the university is planning involves sending and putting their computers into space and unto the ISS.
According to LaMeres, this will be the most “rigorous test yet” and is bound to set the threshold for the next upcoming projects.
After this test, which will hopefully bear positive results, LaMeres and his team are planning to use the computers in an actual space environment for a long period of time.
The next project will be done this fall, when the MSU-developed computer will be sent to the International Space Station.
Astronauts on ISS will install it in an experiment locker provided by NanoRacks, a company that provides and markets hardware to space stations.
NASA allows ISS researchers the chance to fly some things to the station and be returned as keepsakes, so NanoRacks reached out to LaMeres about sending a memorabilia related to the MSU project.
LaMeres contacted his daughter’s teacher, Cheri Jakovac, and asked to have the class design a logo for their project.
LaMeres said this was an important opportunity to engage kids in an exciting project related to a STEM career.
He hoped that this would make the children eager or curious to know about or work for a STEM job in the future.
The MSU professor works closely with Connor Julien, a graduate student, Daniel Mills, an electrical engineering senior, and Brandon Klise, a computer engineering second year student.
The three of them visited Jakovac’s class last February to explain the mission.
They showed students examples of mission logos and had them create their own.
Using the common elements from the students’ logos, the researchers came up with the final design.
The logo artwork now contains the acronyms of the Montana Space Grant Consortium, the university’s College of Engineering and Space Science and Engineering Laboratory, and NASA EPSCoR. | aerospace |
https://www.himalayanglacier.com/a-complete-guide-for-getting-a-drone-permit-in-nepal/ | 2023-10-04T08:59:54 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511364.23/warc/CC-MAIN-20231004084230-20231004114230-00210.warc.gz | 0.911454 | 3,818 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__51404758 | en | Drone, sometimes known as Unmanned Aerial Vehicle, is one of the most popular and must-have technologies for travelers all over the world. It assists you in capturing your vacation memories from a variety of perspectives. Undoubtedly, flying a drone is one of the best things to do in Nepal. Many tourists and trekkers use this gadget to create stunning trip blogs and vlogs while visiting Nepal.
Because Nepal is a mountainous nation, flying a drone will provide fantastic photos of the landscapes, mountains, hills, and the view of rivers from various angles. Many people think that flying a drone in Nepal is illegal; it is not the entire truth. Only flying a drone without a permit in Nepal is illegal and punishable.
Registration of drones with the Civil Aviation Authority of Nepal (CAAN) in Nepal is mandatory. Those who fly without permission will be arrested or punished. Thus, we recommend you not to operate a drone without a permit.
Note: Due to the high demand, we are providing drone permit acquisition services ONLY to our customers.
- Things to consider before packing drone while traveling
- Best Time and Places for videography via Drones in Nepal
- Drone Rules and Laws in Nepal
- What are the procedures to register a drone in Nepal?
- What are the procedures to get a drone permit in Nepal?
- How to get a drone permit for Everest Base Camp Trek?
- Illegal use of camera drones
- Some most popular places you shouldn’t fly a drone
- Tips for flying drones in Nepal
Things to consider before packing drone while traveling
- Firstly, evaluate if your drone meets the security standards of the airline or the airport in your nation.
- Secondly, check whether your drone is equipped with any dangerous materials that do not meet transport requirements. (such as high volt batteries that might need additional clarification during airport security checks)
- Thirdly, search and examine the particular regulations of your airline on drone travel.
- Finally, make sure you are aware of drone legislation in both your take-off and destination locations.
However, flying a drone in Nepal is not a child’s play. There are certain factors one should know before carrying a drone. Practicing is the main key to being a professional drone operator. Moreover, you need to have proper idea about the drone laws and rules in Nepal, procedures for its registration and permit for a drone in Nepal, and likewise. You can take a quick exam to ensure that you understand the rules. Besides, plan your trip during the favorable season if you are planning to fly a drone in Nepal.
Best Time and Places for videography via Drones in Nepal
In the Himalayas, a good weather is must to obtain optimal footage. So it is recommended that you travel during spring (March-May) and fall (September-November) which are the best time to visit Nepal. During spring and fall, the weather is stable and perfect for videography with a Drone in the Himalayas.
Since getting a Drone permit is rather a lengthy process in Nepal, we suggest you make the most out of it by planning your trips smartly. However, if you do not want to go through the hassles of planning, we have perfect customizable itineraries that will take you to the best places to fly Drones in Nepal:
- Sleeping at Everest Base Camp Trek
- Everest Base Camp Short Trek
- Gokyo Lakes and Gokyo Ri Trek
- Annapurna Base Camp Trek
- Manaslu Circuit Trek
- Upper Mustang Trek
- Nepal Experience Tour
Apart from recording scenery and action videos, drones emerge as a guide to travel Nepal, probes route conditions while trekking in Nepal, and assist in many rescues.
Drone Rules and Laws in Nepal
Although unauthorized usage of drones existed in Nepal before 2015, the massive earthquake of April 2015 resulted in the growth of drones and brought them into the limelight. Journalists and humanitarian responders flew an unusual number of tiny and lightweight UAVs over heavily damaged areas and heritage sites to aid in the urgent rescue. However, the Nepalese government realized the threats posed to national security because of the uncontrolled and unplanned flying of drones. The government then recognized the importance of a strong policy addressing drone controls and drafted the rules and regulations.
According to Nepal’s national aviation authority, the Civil Aviation Authority of Nepal (CAAN), flying a drone with a permit is legal in Nepal; however, we recommend staying informed and complying with the drone rules and laws mentioned below:
- Tourists who wish to fly a drone during their visit to Nepal must first acquire authorization from the Ministry of Home Affairs, Department of Tourism, and Civil Aviation Authority of Nepal. However, it is not crucial if a drone is less than 2kg and below 200ft. from the ground.
- Prior authorization from the department relating to the specific subject matter of study, Ministry of Home Affairs, and Civil Aviation Authority of Nepal is required to fly a drone (more than 2kg) for research and educational purposes.
- Tourists who wish to fly a drone in the national parks and conservation areas of Nepal need to acquire authorization from the concerned Conservation Area/ National Parks, Ministry of Home Affairs, Department of Tourism, and Civil Aviation Authority of Nepal.
- Drones weighing less than 2kg (4.5 pounds) do not require CAAN authorization if flown over private land and at a height, not more than 200 feet.
- Drone pilots should have skills in flight and a basic understanding of drone operation rules and laws in Nepal.
- Do not fly a drone in a way that endangers the safety of the aircraft flying in the area.
- Use a UAV only within the extent of your authorization.
- Flying a drone without a permit is forbidden and will result in a penalty in conformity with civil aviation laws.
- Flying an Unmanned Aerial Vehicle in a public place for recreational purposes necessitates authorization from the local security agency.
- The person operating a drone is solely responsible for any injury to individuals or damage to property caused by the operation of the drone.
- Don’t fly a drone higher than 120m (394ft) and further than 500m (1,640ft).
- Avoid flying a drone carelessly and don’t use it to kill animals or insects.
- Flying within 50 meters (164 feet) of any ship, transport, or construction is prohibited.
- Controllers must retain the unhindered visual sight of the drones at all times.
- Airport zones should be clean from all the drone activities.
The drone rules and laws in Nepal are quite lengthy. For this reason, it is best to consult with an adventure and travel company. Himalayan Glacier, which has several years of experience in helping to get drone permits for the traveler, is a leading local adventure travel company that will help you obtain drone permits in a hassle-free manner.
What are the procedures to register a drone in Nepal?
Drones’ registration with the Civil Aviation Authority of Nepal (CAAN) is mandatory for valid and legal operation. Flying a drone without registration is a violation of the local laws and might result in grave consequences. The government of Nepal has classified drones into four categories as mentioned below:
|Weight||Up to 250gm||250gm-2kg||2kg-25kg||Above 25kg|
|Risk||Very Low Risk||Low Risk||Moderate Risk||Very High Risk|
As per the prevailing law, registration of all categories of drones is must to have flight permission. The procedure to register a drone in Nepal is listed below:
- Visit the Flight Safety Standard Department situated at Sinamangal, Kathmandu, with the following documents:
- Filled form as per instruction
- Copy of Citizenship Certificate, Valid Passport, or Certificate of Company Registration
- A copy of the manual
specification of the drone.
- Picture of the drone with its clear color, brand, and serial number
- Introduction to the uses of Drones
- Copy of the retailer’s VAT bill (For those purchased in Nepal)
- Copy of the Customs Clearance Certificate (For imported drones)
- After all the required documents, the concerned authority will analyze them closely. If registration is successful, a certificate, which includes a Unique Identification Number (UIN) will be issued in 2-3 working days as a confirmation of being registered. This certificate will be valid for a period of one year.
What are the procedures to get a drone permit in Nepal?
In Nepal, obtaining a permit to fly a drone is not difficult. It is, however, a common procedure that takes a little time. First and foremost, you should register your drone by following the above procedures. You can further move to acquire a permit for drones in Nepal only after obtaining the unique identification number. To get the permit, you need to complete the following procedures:
Please keep in mind that if your drone has a bandwidth greater than 2.4 MHz, you must seek clearance from the Information Department. A recommendation letter from the local government will be useful at every stage of the license application process.
- Take approval from the respective authority
- If your drone weighs less than 2 kg, you must contact the District Administration Office to obtain permission. In case of drones weighing more than 2kg, you must contact the Information Department Office and the Ministry of Home Affairs.
- In case of foreigners, they need to obtain valid permission from the Ministry of Home Affairs, Department of Tourism, Civil Aviation Authority of Nepal, and Concerned Conservation Area/ National Parks
- Submit the following documents (similar for all three cases mentioned above)
- Filled form as per instruction
- Registration certificate of drone
- Flight information (start date, end date, purpose, and location map)
- Letter of authorization (only for a foreigner or a foreign company)
- Foreigners and foreign companies need the authorization letter from the following authorities:
- Letter from Ministry of Tourism, Home Ministry, Ministry of Foreign Affairs, Ministry of Defense, and Ministry of Federal Affairs and General Administration
- Letter from a specific trekking agency and local guide who is handling the trip
- Copy of citizenship certificate, valid passport, valid visa (only for foreigners), and biodata of the drone pilot
- Letter of commitment from the drone pilot to work in with the regulations
- The Concerned authority will go through your documents. In case all the documents are true, they will provide you a permit to fly a drone in Nepal.
The granted authorization is valid only for three months. It can be renewed for another three months if the cause for the extension is genuine.
Capture your precious memories of Nepal with a drone
Himalayan Glacier will assist in obtaining drone permissions for all treks in Nepal, including Everest Base Camp Trek, ABC Trek, Upper Mustang Treks,, and other excursions for our customers.
How to get a drone permit for Everest Base Camp Trek?
Flying a drone on the Everest trek is a dream of many people. It allows trekkers to record the beautiful vista of the Himalayan region, including Mt. Everest, as well as the cultural variety and culture of the Sherpa people. This is why drones are considered crucial in the packing list for Everest Base Camp Trek. However, flying a drone in Everest Base Camp Trek is not easy and even considered illegal if it’s done without obtaining a drone permit for Everest Trek.
For flexibility and lightweight, the Mavic Pro drone is considered best for Everest Trek. So, flying a drone on Everest safely requires a drone of a good brand, a series of permits, and an excellent team with the required knowledge about all legal matters. The list of special permits required for flying a drone in the Everest trek are:
- Sagarmatha National Park
- TIMS (Tourist Information Management System)
- NMA (Approval from Nepal Mountaineering Association)
- General Travel Permits
The procedure to obtain the drone permit for Everest Base Camp is somehow similar to other destinations, which is listed below:
- You must get permission from the Defence Ministry, the Ministry of Home Affairs, the Ministry of Culture, Tourism, and Civil Aviation, and the Ministry of Information and Communication.
- You should provide the biodata of the pilot with drone functioning proficiency.
- A map of the Everest region where you will fly a drone, itinerary of the trip, as well as the site coordinates and date of flying a drone, must be submitted.
- You must obtain extra licenses from the department of wildlife reserves, conservation areas, or national parks to get access to Sagarmatha National Park.
Take your Drone to the Everest Base Camp
From the glimmer before the sunlight to the starry nights after sunset, do not miss any moment. Rather than taking regular itineraries to the Everest Base Camp which have tight schedules, get an opportunity to spend two nights under the starlit sky at the Everest Base Camp and enjoy the epic journey with our Sleeping at Everest Base Camp Trek.
Because the Everest region is a part of the Sagarmatha National Park, you will also require special permission from the park. This needs permission from the Ministry of Information and Communication, as well as permission from the National Park Service.
Illegal use of camera drones
Camera drone capabilities vary but can include features such as video cameras, microphones, GPS, and powerful zoom lenses. The growing usage of camera drones has raised concerns about both confidentiality and protection. These unmanned aerial vehicles, like any other technology, may represent a serious hazard if they fall into wrong hands. Some of the illegal uses of camera drones are:
Any infringement of the Ministry of Information and Communication and CAAN’s laws and rules while flying a drone may result in severe legal consequences.
1. Effective Spies
Drones may be extremely effective spies. Their ability to approach nearly any location where private data is kept (for example, an office room) without even being observed makes them the ideal spy.
Cybercriminals can utilize drones to get their harmful tools near their target destination without struggling to overcome physical hurdles that the possible victim may have in place (security guards, access control systems, biometric sensors, and surveillance cameras).
3. Hide Security Attacks
A drone might conceal a jammer, a malicious hotspot, or a gadget that launches assaults through Bluetooth or NFC. The possibilities for using these airborne gadgets to spy on people and steal private information are nearly limitless.
4. Invasion of Privacy
Drones might help to capture identifiable private data (such as vehicles identification numbers) or personal data (such as pictures) of individuals without their knowledge, which is a serious privacy problem. It is crucial to understand that if a commercial drone operator obtains PfCO, they can sell any film or photos captured with their drone.
Some most popular places you shouldn’t fly a drone
The new drone operating regulation has designated the following areas as restricted areas to fly a drone:
- The Airport zone (up to 5km) should be free from all drone operations.
- The international frontier is within a 5-kilometer horizontal distance.
- Religious, historic, and holy places within a one-kilometer radius such as Maitighar Mandala, Swayambhunath, Pashupatinath, Boudhanath, Budhanilkantha, Durbar Square (Kathmandu, Bhaktapur, and Patan), and so on.
- Residence area of the President, Vice-President, Prime Minister, VVIP office, and Singha Durar within 1 km aerial radius.
- Military and security offices (up to 1 kilometer), while other safety agencies up to 500 meters.
- Conservation areas, National Parks, and wildlife reserves
- Conflict and war-torn areas
- Other restrictions imposed by local or regional governments
The air may be quite thin in Nepal because of the high altitude. At this altitude, not all drones can fly. We recommend that you check whether or not your drone can fly in these areas, before going to Nepal.
Tips for flying drones in Nepal
- While flying drones, be considerate of others’ privacy.
- Fly at or below 400 feet and keep a safe distance from nearby objects
- Keep an eye on your drone.
- Never fly too close to other planes, particularly near airports.
- Flying above a crowd of people is never a good idea.
- Never fly above sporting events or stadiums.
- Never fly near fires or other disaster areas.
- Flying under the influence of drugs or alcohol is never a good idea.
- Avoid flying over mist, haze, or smoke.
- Consider flying a drone only during the day.
- Recognize the limits and regulations that apply to airspace.
To summarize, flying drones is an adventure in itself, and it may be much more so if you can fly over the Nepal Himalayas. Flying a drone without permission, on the other hand, is prohibited. To get the most out of this activity, it is important to realize that getting drone permission in Nepal and knowing about the country’s rules and regulations are both required. Furthermore, if you don’t have experience in the art of flying drones, you must first ensure that your flight does not threaten anyone’s life or liberty.
It is quite a problematic and time-consuming process to obtain a permit for drones in Nepal. So, it is always best to consult with a local adventure travel company in Nepal to obtain a permit in a hassle-free manner. Himalayan Glacier has assisted lots of trekkers in the past to obtain the permit for drones in Nepal. If you are visiting Nepal with a drone and planning to book a trip with us then we are more than happy to help you in obtaining the permit. You can contact us anytime if you want to know further about drone permits in Nepal. | aerospace |
http://durhamdirectory.com/listing-durham-flight-centre-39.html | 2018-06-18T22:59:27 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267861456.51/warc/CC-MAIN-20180618222556-20180619002556-00352.warc.gz | 0.925479 | 134 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__20924556 | en | Visit the Company Website Send a Message
Durham Flight Centre
Established in 1997, Durham Flight Centre or DFC has been training aspiring pilots since for more than 15 years. Located in the Enterprise Airlines hanger building on the grounds of Oshawa Municipal Airport, DFC has earned the reputation of being a top notch flight school that charges fair prices for ground training, instructor time and plane rentals. The great thing about learning to fly is that you actually get to fly throughout your training. You don’t have to wait until the very end to enjoy time in the sky.
Listing added on: 04/18/15 , Ad views: 771 | aerospace |
http://jonswain.org/articles/articles/articles/AirFrancerash.html | 2017-04-30T07:09:51 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917124371.40/warc/CC-MAIN-20170423031204-00050-ip-10-145-167-34.ec2.internal.warc.gz | 0.981535 | 5,324 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__255215301 | en | Air France flight 447: A disaster waiting in the wings
When an Air France jet came down in a gigantic storm over the Atlantic in June, killing all 228 on board, the Schnabl family was split in half. But new evidence suggests the tragedy could have been avoided
The Sunday Times Magazine, 15 November 2009
When Fernando Schnabl kissed his wife, Christine, and their five-year-old son, Philipe, goodbye in Rio de Janeiro on the evening of May 31 this year, he expected to see them the next morning in Paris. He never did. Four hours out of Rio, Air France flight 447, which Christine and Philipe were on, flew into a ferocious storm above the Atlantic. A series of signals warned that several electrical systems had broken down before the plane fell out of the sky at 10,000ft a minute.
So began one of the most catastrophic and troubling air disasters of modern times, a crash that killed 228 people from 32 nations. Five British people were killed. The wreckage and post-mortems on the 51 bodies recovered, which included Christine’s but not their son, Philipe’s (his body has never been found), suggest the plane struck the water on its belly at high speed and broke into hundreds of pieces on impact. Most of the passengers suffered broken pelvises and fractured femurs, classic signs of such a high-speed impact. They were not wearing their life vests, so the catastrophe had not been anticipated. Experts say it was all over in about three minutes.
“If there had been a rapid decompression early on, the passengers and the crew would have been unconscious within 10 seconds,” said one expert. “But if not, it’s entirely possible that they realised the plane was crashing and remained conscious until the very last moment of impact. It’s a terrible thing for their relatives to come to terms with.”
Fernando, travelling to Paris with Celine, his three-year-old daughter, on a different plane, which left a few hours after AF447, was unaware that tragedy had already overtaken his wife. By 11.45pm, when they took off from Galeao airport in Rio, everyone on the Air France flight had been dead for nearly two hours.
Christine and Fernando, a successful businessman in advertising, had been married for 10 years and were going on holiday to Europe with their children. It was an annual event, usually taking in a visit to Sweden, where Christine grew up. This was the first time they had not flown together. Using accumulated airline “points” would save money, but it meant travelling separately. When Fernando landed at Charles de Gaulle airport in Paris the next morning, he was looking forward to seeing his wife and son again. But, as the Brazilian TAM plane taxied towards its stand, a passenger in the next seat who had switched on his mobile phone turned to him and said that a flight from Rio was missing. “Then he said it was Air France and I was very scared,” Schnabl said.
“When the crew called my name and asked me to come forward, I knew something really bad had happened. The way they treated me with so much concern but not wanting to tell me anything left me with no hope at all.” Staff led Schnabl and his daughter to an airport lounge where other distraught relatives were gathered. Christine’s father met Schnabl there and they comforted each other.
Hampering the search was the fact that nobody knew the precise spot where the jet had crashed. It had left Brazilian airspace but had not yet radioed its position to Dakar in west Africa, the next reporting station on its long flight across the Atlantic, and was out of range of any radar. In the hours and days after the crash, officials at Air France began to study a series of error messages sent by the plane’s automatic communications system via satellite to the airline, which indicated to them that it had experienced “multiple technical failures” in its last minutes in the air.
A few minutes earlier, the pilot had sent a manual signal saying that the jet was flying through a storm and high winds. The flood of error messages that followed conjured up a harrowing image of two pilots, one experienced, the other less so, in a cockpit filled with a multitude of audio and visual alarms but losing important information on their flying displays, desperately fighting a losing battle to control the aircraft and keep it in the air as it was buffeted by a gigantic thunderstorm.
The messages showed a litany of failures. The systems measuring speed broke down, the autopilot and auto-throttle became disengaged, the flying controls stopped working normally, the instrument display screens went blank, and the flight-control computers failed. Vital chunks of the plane’s “brains” had shut down. These failures, combined with severe turbulence at night, meant the pilots found themselves having to fly the aircraft manually in appalling weather while relying on faulty information about what the plane was doing.
As early investigations were taking place, Fernando contemplated the devastating effect of the crash on his family. Unable to face going home, he spent the next three months with Christine’s parents in Sweden. Christine was their only child and they were also trying to cope with their grief. The Schnabls were a brilliant couple in their thirties, he a young, sensitive Brazilian, she a beautiful, talented Swedish woman, fluent in four languages, who worked for a Norwegian organisation promoting the country’s business interests in South America. She had met Fernando on holiday and moved to Rio 10 years earlier to marry him. “I always thought she was too much for me, too beautiful,” Schnabl said. “It wasn’t even the middle of my life with Christine, just the beginning. She was the one with whom I decided to share everything — my success, my sadness, my frustrations. I lost my son, our first child, too. To talk about him is very hard. He was everything I could wish for in a boy.”
Fernando is preparing an album of pictures and cuttings that he will give Celine when she is old enough to understand. For now, he tells her that her mother and brother have gone to a “good place in the sky”. As heaven and sky in Portuguese are the same word, ceu, it is a concept the little girl can relate to. Others have been similarly devastated. Bianca Machado Cotta, a doctor, and Carlos Eduardo de Melo Macario, a lawyer, had married only the day before. After a wedding reception in a Rio nightclub, they caught a few hours’ sleep and boarded AF447 for their honeymoon in Paris.
Aisling Butler, 26, Jane Deasy, 27, and Eithne Walls, 29, doctors who had studied together at Trinity College, Dublin, had been on holiday in Brazil. Walls, a native of Belfast, had also danced in the famous show Riverdance. There were two British oil workers, Graham Gardner and Arthur Coakley, who left devastated families, and Alexander Bjoroy, 11, who was flying back to preparatory school in Bristol after spending his half-term holiday with his parents in Rio. The crash of the Airbus A330-200, registration number F-GZCP, is the worst disaster in the 75-year history of Air France. Five months on, it continues to haunt the airline and the aircraft’s manufacturer, Airbus, as well as the families. Without the all-important black-box flight data and voice recorders, now lost 5,000 metres down at the bottom of the Atlantic, it may never be possible to establish a clear cause for the crash. But The Sunday Times has been privy to disturbing evidence that it was an avoidable accident, although Air France and Airbus will dispute this.
We are seeing the beginnings of a vicious blame game that will be played out in the international courts. Many families have turned to Stewarts Law, a London firm of aviation legal experts, to make sense of the crash and secure compensation. There is at least €3 billion insurance cover for the accident, €1 billion of which, Stewarts Law suggested, should be put in a trust to be shared by the families of the dead. Sixteen families have filed a lawsuit in the US against Airbus and many aerospace suppliers, claiming the crashed A330 was “defective and unreasonably dangerous”. Last month, the firm and its expert witness, Captain John Mahon, a training captain and pilot experienced on Airbus and Boeing aircraft, conducted an independent technical investigation into the cause of the crash on behalf of the families. They shared the results with us.
When they recreated the flight in an Airbus simulator on the basis of known data from the flight’s fault messages, the results pointed to a preventable accident caused by four distinct errors: flight into bad weather; faulty air-sensor tubes; failure of the system that provides data for the flight-control system; and the pilots’ response to these problems and to the bad weather. James Healy-Pratt of Stewarts Law, the aviation-accident lawyer heading the team assisting the families, and himself a pilot, recently gave a presentation to a gathering of relatives in Paris.
“No one else has given them a chance to talk. What is upsetting is that if you take any one of these errors out, you haven’t got the tragedy. We believe AF447 was an avoidable accident,” he said. The pilots in the simulator were able to save the aircraft. But they knew the faults and how to respond. Not like the real thing, at 35,000ft over the Atlantic in a violent storm. Two scenarios were considered. In the first, the aircraft’s nose pitched up suddenly, as a result either of a sudden updraft or of pilot action. Pitching up reduces airspeed, and eventually the aircraft will stall and fall out of the sky. The pitots, a vital part of the system measuring airspeed, had failed and would have been registering increasing airspeed while speed was in fact falling. The pilots’ response to increased airspeed would have been to pitch the nose further up, making the problem worse. The simulator showed that it would have taken only six seconds for the A330 to stall, at which point the real aircraft would have plummeted out of the sky.
The second scenario — the less likely one, given that the plane hit the water intact — was the reverse. A sudden downdraft would have pitched the nose down and made the aircraft accelerate. Because of the pitot failure, the instruments would have displayed decreasing airspeed when in fact the plane was accelerating. The pilots’ response would have been to pitch the nose down, aggravating the problem until, some 15 seconds later, the plane reached speeds at which it started to break up.
How could this loss of control occur? To understand more, we need to look at the nature of this Airbus, the most complex airliner in the world, and the pilots’ response to the challenging situation they found themselves in. The A330 is one of the most widely flown passenger airliners made. The large-capacity jet is designed to fly more than 11m hours in its lifespan. The particular plane on which the Schnabls lost their lives had racked up only 18,800 flying hours in the four years since Air France took delivery. In April, it was passed as “totally airworthy”, Air France said.
Many airlines use the $150m Airbus as the ultimate workhorse, flying millions of long-haul passengers across the Atlantic every year. The 660 A330s in service worldwide have flown tens of millions of miles and enjoyed an impeccable safety record; this was the first fatal crash on a commercial flight since its maiden flight in 1992.
Airbus was the first to develop fully fly-by-wire airliners that manage everything digitally, rather than manually. The aim is to eliminate human error, the most common cause of air accidents. It has done that very effectively, but the inevitable result is to remove pilots from direct control. “The aircraft is too clever for its own good,” said one experienced aviator. “If something goes wrong, as well as dealing with the situation, the pilot has the stress of working out what the computers are doing. In an emergency, you’re lucky if there’s enough time to do all this.”
In a 2005 report on the safety of technically advanced aircraft, Bruce Landsberg, president of the AOPA Air Safety Foundation (a charity set up by aircraft owners and pilots), noted: “The most common statement in the advanced avionics cockpit, according to airline and corporate pilots, is, ‘What’s it doing now?’ This refers to the avionics doing something that the crew didn’t expect.”So it was already well known that technically advanced aircraft brought their own challenges. Flight AF447 has also shown that even the best computer systems can fail. And this raises a critical question: could the crew possibly have had the capacity to deal with the high-altitude chain of events the pilots of flight AF447 experienced?
Inadequacies in Airbus training were highlighted recently by Captain Jacques Drappier, the Airbus vice-president for training. He warned that Airbuses may be being flown by pilots with insufficient training. Long-haul pilots, he said, were typically logging 800-900 flying hours a year, but this might include “less than three hours of stick time”, most of it spent manually flying an airliner on its final approach and landing. “We put people into our training today who have forgotten how to fly, basically,” he said. “This is an issue that needs to be addressed by the industry.” AF447 was nevertheless in excellent hands. Captain Marc Dubois, 58, had been flying jets for Air France for 20 years and had 11,000 hours’ flying with the airline, 1,700 of them on A330s. After taking off from Rio at 5.03pm, Dubois set the Airbus on a northeasterly course, heading up the coast of Brazil and out over the Atlantic. There is a suggestion that with the plane at its cruising altitude of 35,000ft he took “flight-rest”, leaving the experienced first officer, David Robert, 37,in charge in the co-pilot’s seat.
Robert was assisted by the junior first officer, Pierre-Cédric Bonin, 32, whose wife, Isabelle, was a passenger on the flight. Bonin qualified to fly the Airbus A330 in June 2008 and so was relatively inexperienced. With Dubois in the crew’s rest area, he now found himself in the seat usually occupied by the captain. The aircraft has dual display panels, but as the various systems failed, they went blank and the only set of instruments able to be restored was the one in front of him. Those before the more experienced Robert had shut down. AF447 made its last radar contact as normal at 8.33pm Brazil time, with the island of Fernando de Noronha, 221 miles off the mainland. Until then, the flight had proceeded as normal, though disaster was now only 40 minutes away.
Airliners rely heavily on the weather radar bolted on the nose of the plane to avoid thunderstorms, but once in them they have no choice but to fly through them, as AF447 did. At 35,000ft and heavily laden, it was flying close to what pilots call “coffin corner”, at the limit of its capabilities, where the margins for error are much smaller. The combination of weight and thinner air at high altitude means that engines are operating at maximum power and can stall easily. Pilots routinely fly near or in the “corner” because at high altitude they get more mileage out of their fuel. This is safe so long as the weather is benign and the jet’s sensors, avionics and computers work properly — not the case with flight AF447. It had certainly sent a message saying there was bad weather ahead. Unlike other aircraft, which diverted round the storm, having picked it up on their weather radar, AF447 flew on, even though at 35,000ft at night the crew would have seen flashes of lightning illuminating the towering walls of cumulonimbus storm clouds 60 or 70 miles ahead.
Weather radar is a good safety device but not all pilots understand its intricacies. A particularly heavy first layer of storm “cells” could have masked others behind it. We know now from satellite imagery captured at the time of the crash that there were more cells behind the first line. Once through the first layer, the plane may have found itself boxed in by more storms with no alternative but to plough on. We know from the wreckage that turbulence did not tear AF447 apart, as was initially suggested; it hit the water pretty much intact. These planes are also designed to withstand lightning strikes — numerous safety features protect the electrical systems — although lightning cannot be ruled out here.
But as the aircraft flew into the eye of the storm, the pitots failed. The A330 has three of these small but critical tubes. About 8in long, they are fitted to the underbelly, to measure airspeed. The exact part they played in the crash cannot be known without the black boxes. But from the error messages AF447 transmitted in the minutes before it crashed, it is known that at about 2am GMT, as the Airbus flew into the storm, the pitots malfunctioned and gave faulty speed readings. They were either waterlogged by heavy rain or frozen up, and their failure triggered events that doomed the plane. Pitot problems are not unusual, and pilots are trained to deal with them. In isolation they are not necessarily critical, but in the case of AF477, they were part of a chain of errors.
All Air France’s A330s were fitted by Airbus with AA-type pitots made by the French company Thales. These were known at least two years before the crash to be less reliable than other types in severe weather. But neither the companies nor the European Air Safety Authority considered the problem serious enough to affect airworthiness. By the end of March 2009, two months before the crash, Air France had recorded nine incidents involving faulty pitots and speed readings, eight on A340 long-haul jets and one on an A330. By the time of the crash, the airline had decided to update all pitots as soon as Thales could supply replacements. It was starting to change them on its entire A330 fleet on the day of the crash;11 days later, they had all been replaced.
Were the dangers posed by the pitots underestimated until it was too late? Michael Barr, who teaches aviation safety at the University of Southern California, said it seemed Airbus had recognised the problem needed fixing but did not make it a priority — until the crash. “What they hoped was that the perfect storm wouldn’t come before they got it fixed,” he said. “They were in the process of doing that when this plane hit that perfect storm over the ocean.” Meanwhile, Air France has to face the fact that the pilots had not been trained in how to manage a high-altitude pitot-tube malfunction of the type they experienced. Another factor was the failure of a vital part of the Airbus’s “brains”, its Air Data Inertial Reference Unit (Adiru). The three Adirus on an Airbus collect raw data on essential flight parameters such as airspeed, altitude and angle of attack, and feed them to the flying-control computers. The computers are meant to filter out bad data and have built-in systems so that, no matter what the pilots do, the aircraft can’t exceed its structural and performance limitations. We know two of AF447’s Adirus failed and that there were faults in its computers.
The pilots would have been dealing with a stream of warnings. Even if they had time to interpret them, they could not have known whether to trust the aircraft’s instruments. Meanwhile, the faulty flying-control computers may have been overriding pilots’ commands on the basis of erroneous data provided by the Adirus. An incident in 2008 involving a Qantas A330 over Australia is sobering. An Adiru malfunctioned, sending wrong information to the flight computer, which acted on the false data instead of deferring to the data supplied by the two working Adirus, and pitched the plane into two terrifying nosedives. Many passengers were injured and the plane made an emergency landing. Airbus has dismissed comparisons. But information on the AF447’s systems transmitted just before the crash shows a number of similarities. The difference is that the Qantas pilots were able to recover their aircraft from nosedives, while AF447’s lost control.
This brings us to perhaps the final contributing factor: human error. “This was an aircraft that literally fell out of the sky,” said Healy-Pratt, “either because the pilots stalled or they oversped it and couldn’t get control.” That is not to say that the pilots should be blamed for the disaster. Healy-Pratt noted that “they were flying in bad weather, they had unreliable airspeed and they had Adiru problems. Our view is that they were given a very high workload they probably couldn’t cope with”. With no single factor as the cause, the question that bereaved families and the airline industry are grappling with is how to apportion responsibility. This month bereaved families gathered in Rio for a memorial service. All are still struggling to come to terms with their loss and are in a horrible limbo. They want to know what caused the crash and bring those responsible to account. The official French investigation, by the Bureau d’Enquêtes et d’Analyses, will take another year to complete. Its job, in any case, is not to apportion blame. The courts in France have opened a criminal investigation that could lead to manslaughter charges, but that will be an arduous legal trek.
Air France’s insurers have hired lawyers round the world at a cost of $40-$45m to settle as many compensation claims as they can as quickly as possible. In Healy-Pratt’s experience of aviation disasters, 80% of the families he has dealt with are not solely interested in the money. But he believes maximising compensation could help prevent future crashes. It would force aviation insurers to charge Air France more, and the industry would in turn be forced to change its practices. There is another way this crash could lead to greater safety. Unlocking the mystery of the crash would not be a problem if AF447 had been live-streaming flight data back to a central control as it flew. The technology exists for jets to live-stream data, but airlines have been deterred by the satellite communications costs of $3m a year. Many experts believe it is time to reconsider the matter.
In Rio, Fernando Schnabl is trying to rebuild his life. “I know official investigators don’t want to give any final findings,” he said. Without a proper explanation as to why his wife and son died, he has no hook on which to hang his grief. “It’s hard to think about compensation because it cannot bring them back. But I want to know why, and I do not want other families to have to go through what we are suffering.”
The five Britons who lost their lives:
Alexander Bjoroy, 11
One of seven children on the flight, Alexander was returning to Clifton College prep school in Bristol after spending half-term with his parents and sister. He had lived all over the world with his father, Robin, an oil worker from Norway, and his mother, Jane, from south Wales. He loved travel and sport and was learning to surf in Brazil.
Graham Gardner, 52
Gardner, from Inverclyde, was flying home to join his wife, Joyce, in Scotland. Friends since childhood, they had married in 2001. The master of a pipe-laying and construction vessel for the oil industry, he had worked in Rio for four years and spent alternate months in Brazil and Scotland. His body was one of the few recovered.
Eithne Walls, 29
A doctor and former star in the famous show Riverdance, Walls was born in Ballygowan, Northern Ireland. She died with her friends Jane Deasy and Aisling Butler as they returned from a holiday in Brazil. The trio had met while studying medicine at Trinity College, Dublin, and were inseparable friends.
Neil Warrior, 49
A PR director for Mazda, Warrior, who was single and lived in Cologne, was on his way back from a holiday in South America. ‘He was a perfect English gentleman,’ said Graeme Fudge, a colleague, ‘well liked, well respected and a very good operator.’
Arthur Coakley, 61
A structural engineerin the oil industry, Coakley, from Whitby, North Yorkshire, had been on a business trip to Brazil. He spoke on the telephone to Patricia, his wife of 34 years, just before boarding. His one ambition was to sail the ocean with his family. His body was also recovered. | aerospace |
http://www.tandatula.com/scheduled-flights/ | 2015-04-19T19:06:32 | s3://commoncrawl/crawl-data/CC-MAIN-2015-18/segments/1429246639414.6/warc/CC-MAIN-20150417045719-00281-ip-10-235-10-82.ec2.internal.warc.gz | 0.860731 | 394 | CC-MAIN-2015-18 | webtext-fineweb__CC-MAIN-2015-18__0__37191619 | en | Tanda Tula Safari Camp’s closest airport is Hoedspruit (East Gate Airport), which is a 45 minute drive from our camp. Currently, SA Express fly into Hoedspruit from Cape Town and Johannesburg (OR Tambo International). Travel time from Cape Town to Hoedspruit is approximately 2 hours 40 minutes and from Johannesburg flight time is 1 hour.
There are two flights daily from Johannesburg and three per week from Cape Town into Hoedspruit (Tuesdays, Thursday and Sundays). Alternatively, guests can fly to Nelspruit Airport (Kruger Mpumalanga International) and then take a road transfer to the camp. The majority of airlines fly to Nelspruit Airport from a variety of Southern African airports. Please be advised, the road transfer from Nelspruit to Tanda Tula Safari Camp is approximately 3 hours.
Should guests wish to fly with SA Express from Cape Town or Johannesburg into Hoedspruit, flights can be booked and paid for directly on the SA Express website, www.flyexpress.aero. Alternatively, you can contact Dina at the Hoedspruit office on email@example.com.
A further option is to to fly directly into the Timbavati reserve and land at Rockfig Airstrip, a private airstrip a few kilometres away from Tanda Tula Safari Camp (ten minute drive). Federal Air operates two flights daily from OR Tambo International Airport (ORT) and Kruger Mpumalanga International Airport (KMIA). Should you wish to enquire about such flights please contact Lyndall Herbst at Federal Air on firstname.lastname@example.org.
If you require more information please feel free to contact our reservations on email@example.com or +27 (0)15 793 3191. | aerospace |
http://www.ddsc.org.au/index.php?option=com_content&view=article&id=48&Itemid=70 | 2017-04-24T22:54:39 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119995.14/warc/CC-MAIN-20170423031159-00071-ip-10-145-167-34.ec2.internal.warc.gz | 0.958221 | 1,558 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__31717190 | en | What is a glider?
A glider or sailplane is a high performance aircraft which has been designed to have a very flat glide angle. The glide angle is expressed as a ratio. For example, some modern gliders have a glide ratio of 60:1. This means that when the glider travels 60 metres forward through the air it loses 1 metre of altitude. Light powered aircraft have a glide ratio of about 10:1 with the engine off. Most club gliders in Australia have a glide ratio of 30:1 to 45:1.
How much control do you have in a glider?
A glider has conventional directional controls just like every aircraft and the pilot has complete control over the glider. The only difference is that gliders do not have engines. Gliders use gravity as their power source. Gliding is a bit like riding a bicycle down a hill, except that the pilot can control the steepness of the hill. If the pilot wants to go faster, the nose of the glider is lowered and the glider increases its speed. If the pilot wants to go slower, the nose of the glider is raised and the glider decreases its speed.
How does the glider stay up without an engine?
Initially, the glider is towed up to about 2000 ft by a powered plane, called a "tug" or launched by a ground based winch. When the desired height is reached the glider pilot pulls a knob, and the rope is disconnected from the glider. Now the really skilled part begins. The glider pilot must start to search for a thermal or other forms of lift. A thermal is a rising column of air, which has been warmed by contact with the ground that has been heated by the sun. An instrument known as a variometer helps to show the pilot when the glider is in a thermal, and the pilot circles within it and gains altitude. Remember that the nose of the glider is always pointing slightly down, and that it is always descending within the mass of air that surrounds it. However, if that mass of air is going up away from the ground at a faster rate than the glider is going down within it, the end result will be that the glider gains altitude relative to the earth below. This gain of altitude can be as much as 1000 ft per min. or more, depending on conditions. It's great fun and challenging!
The glider gains altitude by using a thermal, then sets off in the desired direction. In doing so it will slowly lose altitude. Before too much height is lost, the pilot will seek another thermal, gain height in it, then set off on course yet again. So it is by a combination of thermalling and straight flight that long distances can be covered.
Are gliders very strong?
Gliders are constructed to very stringent strength standards and are also maintained to the highest standards specified by the Commonwealth Aviation Safety Authority. Structural failure is virtually non-existent in a properly maintained glider. In fact, gliders can perform manoeuvres that are totally forbidden in the average powered plane, for fear that the plane would be over-stressed.
How fast can a glider go?
Some modern gliders have a top speed of up to about 250 km/h. A normal thermalling speed is about 70 - 90 km/h.
How high can a glider go?
Thermals can go as high as 10,000 ft or more. Above 10,000 ft it is compulsory to use oxygen. In certain conditions, known as wave flying, heights of 30,000 ft., or more, are achieved. The record is 14,938 metres. (48,400 ft).
How far can a glider fly?
In the summer, flights of 300 km are commonplace. Keen pilots frequently make flights of 500 - 700 km The longest recorded flight is 2,050 km. (1,275 miles).
How long can a glider stay up?
On a really good day during summer, flights of around 8 hours are possible, provided you have the skill and patience.
How safe is gliding ? Is it a dangerous sport?
Most pilots will tell you that they feel safer "up there" than driving on our roads. There is the occasional mishap, but statistically, gliding has been shown to be about as safe as normal airline flying. A glider can quite easily be landed in a smallish farming paddock, and all pilots routinely practice such landings as part of their continuing training.
Is gliding scary?
Not really! Even people who have a funny feeling when looking down from a tall building, do not have the same feeling in a glider or light power plane. Of course, gliding can be a hair-raising experience if you are stupid enough. So can motoring! Normally gliding is a delightfully serene experience, as any pilot will tell.
How hard is it to learn gliding?
Most people can learn gliding if they really want to. The main requirement is to be in good health and to have normally good reflexes.
How old do I have to be to learn?
The lower age limit to solo is fifteen (you are able to start to learn to fly at a younger age), and there is no upper limit, as long as you are in good health. There are hundreds of pilots well into their sixties, and some well over seventy.
How much will it cost to learn?
This will depend upon how long you take. The quickest way is to enrol in a course. Many people go solo at the end of the course although there is no guarantee. If you cannot spare time to take an intensive course, you may learn over a longer period in the Club's weekend operations, in the time you have available. This allows some flexibility, but will probably mean that the cost will be somewhat higher, as you will take more hours overall. After reaching solo stage, there are many more goals attainable to keep you interested and challenged.
How can I get started?
Glider flights in a dual seat training glider are available. Once you are convinced gliding is for you, membership of the club entitles you to receive free training. You will be taken through an approved course covering all facets of glider flight to solo standard. From there further training is available to develop cross country, competition, instructional and aircraft maintenance skills as your interests and aptitude allows.
What are the requirements for an existing power pilot to become a glider tug pilot?
The Gliding Federation of Australia requirements for existing power pilots to become glider tug pilots are that pilots must have an understanding of glider flight. It's highly desirable that tug pilots be a solo standard glider pilots. We conduct a glider conversion course (ten glider flights over 2 - 3 consecutive days). The cost is $575 plus membership fees. We have two tow planes; Piper Pawnee ex crop dusters, which requires a tail dragger endorsement. The club can give you the endorsement for the Pawnee. It is a simple aircraft, extremely practical and a delight to fly with excellent visibility. Once achieving glider solo status, you have a few tows dual in a suitable aircraft to "get the feel" and then formally undertake training with one of our CASA approved club testing officers, who will carry out the necessary briefing and appropriate training. Training is done during normal club operations (with glider on tow) so costs are minimal. Any type conversion and type endorsements costs are the responsibility of the pilot. | aerospace |
https://www.leader-values.com/wordpress/would-john-glenn-make-the-cut-today-wally-bock/ | 2017-09-26T21:45:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818696696.79/warc/CC-MAIN-20170926212817-20170926232817-00702.warc.gz | 0.987021 | 464 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__40733098 | en | February 20th was the Fiftieth Anniversary of John Glenn’s 1962 orbital flight. Glenn was one of seven original astronauts recruited by NASA starting in 1959. It is one of the great recruiting stories of all time.
The work was dangerous. In the years leading up to the recruiting process, US rockets had shown a dismaying tendency to blow up. Not only that, scientists were not sure what effect space travel would have on the human body.
The requirements were strict. Astronauts had to be less than six feet tall because of the size of the space capsules, and weigh 180 pounds, tops. They needed to be “superb physical specimens,” test pilots, under age 40, and with a college degree.
Despite that, the program drew more than five hundred applications. At the end of the process, seven “original astronauts” were selected. John Glenn was one of them.
Glenn had superb pilot credentials. He flew over a hundred combat missions and served as a test pilot, where he made the first transcontinental jet flight. But he was also the one who was different.
He was the only Marine. Among the hard drinking, fast driving test pilot crowd, Glenn was the straight arrow. Glenn competed on the TV game show, “Name that Tune” where he and child star Eddie Hodges split their $25,000 prize. He was also the only astronaut without a college degree.
Glenn was the oldest astronaut. In fact he became the oldest human in space twice. The first time was at age 40 in 1962. The second was when he returned to space in 1998 at age 77.
Would John Glenn have made the cut today? Or would an automated program ignore his pilot record and eliminate him for want of a degree? Would someone decide that “you know he could be over the maximum age when we send him up” and eliminate him for that reason? Or would someone else decide that he didn’t fit the “fighter pilot culture” and therefore he would create problems?
The talent gems are often the ones who don’t quite fit the specs.
The more we rely on strict specifications and automated screening, the less likely we are to find the John Glenns. | aerospace |
https://www.krasovskylaw.com/aviation-accident.html | 2023-02-03T19:03:22 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500074.73/warc/CC-MAIN-20230203185547-20230203215547-00754.warc.gz | 0.971209 | 268 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__6953655 | en | The Law Offices of Gregory Krasovsky provide legal representation to plaintiffs who have been injured in aviation accidents. If you are in need of an aviation accident lawyer, contact us today to schedule a free consultation. An aviation accident lawsuit is often difficult to conduct, but our personal injury lawyers have a very successful track record in taking on even the toughest assignments, and work tenaciously to secure each victim an aviation accident settlement.
Although airplane accidents are rather rare, they do happen, and when they do serious injury and death is often the result. Most people generally assume airplane accidents refer primarily to high profile airliner crashes; however, smaller planes, carrying fewer people, are often prone to accidents as well. Small propeller planes and private jets often have accidents that are not reported on widely by the media. Fortunately, not all of these accidents cause death, but in almost every case the accident is traumatic and causes some form of injury.
Furthermore, accidents can take place on airliners that do not result from crashes, but rather from poorly secured luggage compartments, defective walkways, and the like.
If you believe you or your loved one was injured as a result of any kind of aviation accident, the Law Offices of Gregory Krasovsky can provide you with legal counsel and representation. Contact our attorneys now for a free consultation. | aerospace |
http://cat.librarything.com/work/297677/148692199 | 2021-04-17T14:36:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-17/segments/1618038460648.48/warc/CC-MAIN-20210417132441-20210417162441-00364.warc.gz | 0.815558 | 370 | CC-MAIN-2021-17 | webtext-fineweb__CC-MAIN-2021-17__0__125335314 | en | Clica una miniatura per anar a Google Books.
From a Dark Sky: The Story of U.S. Air Force Special Operations (edició 2014)
de Orr Kelly (Autor)
Detalls de l'obra
From a Dark Sky: The Story of U.S. Air Force Special Operations de Orr Kelly
No n'hi ha cap
"In From a Dark Sky: The Story of U.S. Air Force Special Operations military affairs specialist Orr Kelly tells for the first time the complete, uncensored history of Air Force special operations: a history that had been up to now shrouded in cover stories, secrecy, and deception. Whether they called themselves Air Commandos, Carpetbaggers, or Ravens, they were the ones called on to do the "impossible" jobs - that other Air Force units couldn't, or wouldn't, do." "Whether these missions involved flying behind enemy lines or introducing unique new weapons such as the fixed-wing AC-47 gunship or the Pave Low helicopter, the air commandos have been a vital part of America's modern war-waging capability. Kelly describes the action going back to the 1940s when the Army Air Force provided aerial aid to anti-Nazi partisans and successfully extracted scores of downed American pilots. Helicopter insertion of agents into enemy territory during the Korean War, clandestine CIA missions in Southeast Asia during the Vietnam War, infiltrating intelligence teams during Desert Storm, and current-day operations throughout the world are all included in this exciting and unique history."--BOOK JACKET.Title Summary field provided by Blackwell North America, Inc. All Rights Reserved
No s'han trobat descripcions de biblioteca.
Fes-te Autor del LibraryThing. | aerospace |
https://adventure-traveling.com/4-ways-an-aircraft-charter-can-enhance-a-romantic-vacation/ | 2021-08-01T01:04:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154127.53/warc/CC-MAIN-20210731234924-20210801024924-00038.warc.gz | 0.948665 | 524 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__1389003 | en | 4 Ways an Aircraft Charter Can Enhance a Romantic Vacation
When looking to fly to a beautiful destination for a romantic vacation, flying by private aircraft charter can enhance your vacation in many ways. Flying by private charter means that you will be able to focus on your loved one and your enjoyment, rather than focusing on flying the plane or waiting in lines to fly commercial. Issues like baggage and aircraft insurance are taken care of when you fly by private jet, so you can relax and snuggle right from departure.
You Select Your Aircraft
When you book your flight, you can select your favorite aircraft to make sure that you and your lover are completely comfortable. You can choose a plane that perfectly fits with your ideas of luxury accommodations inside and your ideas of style and sleekness outside. Even picking and choosing your plane may be an exhilarating experience that starts you and your significant other off on a remarkable vacation.
There is Plenty of Space
When you fly private, you can snuggle up with your loved one and enjoy the flight in complete comfort. There is more room to sprawl out, so you and your spouse will not be forced to sit in a cramped position the way that you would be on a commercial flight. You and your love will have more freedom to roam, easing the aches and pains that often come from jet lag. Depending on the plane and the length of the flight, you may even have sleeping space on the plane. This will allow you to arrive fresh and rested.
There Are No Distractions
When you fly your own plane, you must focus on steering, taking off, landing, and many other issues that will keep you from enjoying your love’s company throughout the trip. When you fly commercially, waiting in lines, going through security, and dealing with the other passengers disrupts the mood and keeps you from immersing yourself in the romance. A private jet allows you to enjoy the beautiful scenery and your lover’s company without these distractions.
You Control the Experience
Like a one-of-a-kind date, a luxury flight gives you the freedom to cuddle while you watch an in-flight movie, the option to select a gourmet in-flight meal, and the opportunity to witness incredible sites just by looking out the window while you fly. You and your spouse have a high level of control over the experience. Aircraft charter companies wish to provide a flight that is not just a means to an end, but a remarkable experience of its own.
Book a private jet charter today and give your lover the romantic vacation of a lifetime. | aerospace |
https://aerostream.kz/en/upgrade/ | 2024-03-05T14:42:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707948235171.95/warc/CC-MAIN-20240305124045-20240305154045-00506.warc.gz | 0.889152 | 395 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__141399725 | en | Upgrade your drone to survey grade
Upgrade your drone and camera to get a centimeter-level accuracy from your surveys!
Who needs this?
Until a few years ago, drones with a GNSS receiver on board costed tens of thousands of dollars. This solution was available only to large companies. Now small and affordable GNSS receivers, budget base stations and open source processing software are available on the market. By combining these technologies with reliable drones such as DJI Phantom 4 Pro, Geoscan 101/201, Fixar 007, we created an inexpensive tool for a surveyors, cartographers, cadastral engineers, mine surveyors, etc. At Aerostream you can upgrade your drone and turn it into a survey instrument.
- Installation of L1 Emlid Reach M+ or L1\L2 Emlid Reach M2
- Installation of a camera shutter to geodetic receiver synchronization system. Surveying with a quadcopter at 100 meters altitude, it provides 3-5 cm horizontal and vertical accuracy without ground reference points. Surveying with a fixed wing, horizontal and vertical accuracy of 10 cm is achievable.
- Camera and lens upgrade, when using Sony RX1 and Sony Alpha series
- External quick release receiver and antenna mount for quadcopter, and built in installation for a fixed wing
- Camera calibration, camera calibration parameters and camera to antenna offsets
- Custom software for image georeference files production
- Survey data processing and photogrammetric processing manual (for Agisoft Metashape)
Drones and cameras we upgrade
DJI PHANTOM 4 PRO/ADV
We upgrade cameras for aerial photography. We capture sync pulse of the camera shutter directly from the matrix and provide a power output for the camera. The lens is permanently set to infinity.
The cost of Sony Rx-1r upgrade is $975
The cost of Sony Alpha series upgrade is $1080 | aerospace |
https://www.coloradotimesnews.com/%EA%B8%B4%EA%B8%89%EB%B3%B4%EB%8F%84%EA%B8%B0%EC%82%AC-%EF%BF%BC-south-korea-joins-elite-space-club-with-homegrown-rocket/ | 2024-02-29T09:58:55 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474795.48/warc/CC-MAIN-20240229071243-20240229101243-00052.warc.gz | 0.953148 | 483 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__140378836 | en | On Tuesday, South Korea has successfully conducted its satellite launch using a domestically developed rocket. The three-stage Nuri rocket placed a functioning “performance verification” satellite at a target altitude of 700 kilometers after its 4 p.m. liftoff from South Korea’s space launch center on a southern island. South Korea, which has the world’s 10th largest economy, is a major producer of semiconductors, smartphones and automobiles. Now, the country has officially became 7th nation in the world to have developed a space launch vehicle that can carry a satellite of more than 1 ton.
The 200 ton Nuri blasted off from the Naro Space Center and successfully placed a satellite into an orbit, reaching a major hisotircal milestone in the country’s space program. President Yoon Suk-yeol lauded the launch of the homegrown space rocket Nuri, saying South Korea has opned “a new path to space.”
“This is a result of overcoming tough challenges for over last 30 years. Now the people of the Republic of Korea, and the dreams and hopes of our young people will reach out to space,” he said after watching the launch from his office in Seoul. “As I said in my campaign pledge, the South Korean government will establish an aerospace agency and systematically support the aerospace industry,” he said.
In fact, South Korea is a relative latecomer to the global space development race. South Korea’s space development program has lagged behind that of Asian neighbors China, India and Japan. Since developing its first space rocket development mission in the early 1990s, it took Seoul nearly 30 years for Asia’s 4th largest economy to prove its capability to develop and launch a space vehicle carrying homegrown satellite. This milestone is expected to further the country’s space technology and boost its ambition to land on the moon by 2031.
Last but not least, this success marked a significant turning point for South Korea, as the entire process including manufacturing, design, testing and laucn were carried out with pure domestic technology. Avid tensions with North Korea, South Korea has finally boosted its growing aerospace ambition and demonstrated that it has key technologies needed to launch spy satellites and build larger missiles. North Korea did not immediately comment on Tuesday’s Nuri launch success. | aerospace |
https://www.skoltech.ru/en/2020/06/a-method-has-been-developed-to-study-the-traces-of-coronal-mass-ejections-at-the-sun/ | 2023-12-10T17:30:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679102612.80/warc/CC-MAIN-20231210155147-20231210185147-00866.warc.gz | 0.93017 | 898 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__136980677 | en | Scientists at Skolkovo Institute of Science and Technology (skoltech), together with colleagues from the Karl-Franzens University of Graz and the Kanzelhoehe Observatory (Austria) developed an automatic method for detecting “coronal dimmings”, or “traces” of coronal mass ejections at the Sun, and also proved that they are reliable indicators of the early diagnosis of powerful emissions of energy from the atmosphere of the Sun, traveling to Earth at great speed. The results of the study are published in the Astrophysical Journal.
Coronal mass ejections are among the most striking manifestations of solar activity. Huge plasma clouds pierced by magnetic lines are ejected from the atmosphere of the Sun into the surrounding space at speeds of 100-3500 km/s. If a stream of charged particles reaches the Earth, auroras and magnetic storms arise in its atmosphere. This can lead to serious problems in the operation of electrical equipment and signal loss, and spacecraft and astronauts in outer space are most exposed to danger.
Coronal mass ejections occur in the atmosphere of the Sun, the solar corona, which is very sparse and does not shine as bright as the solar disk. Therefore, the evolution of these ejections can be observed only with the help of special tools – coronagraphs, creating an artificial solar eclipse and blocking the bright Sun with a dark disk. Coronagraphs installed on Earth do not provide accurate results due to the bright glow of the sky, therefore they are usually installed on spacecraft. To date, there are only two coronagraphs in space: aboard the STEREO-A and SOHO satellites; new missions are expected no earlier than in a few years. However, coronagraph observations have a significant drawback: blocking the solar disk by several radii makes it impossible to discern the early evolution of the ejection, but only its shape at a developed stage.
But one can approach the solution of this problem from another angle and study the “trace” directly on the Sun – coronal dimmings, rather than the coronal ejection itself. If you observe the solar corona in the ultraviolet, then you can see the gaps in the intensity – dark spots that are associated with the loss of substance in the corona during the ejection of plasma, – these are dimmings. Due to the unique position of the STEREO-A, STEREO-B and SDO satellites, it was for the first time possible to compare the size and brightness of coronal dimming from different observation points. The obtained results confirm the earlier work of the co-authors of the study from the University of Graz, where the same dimmings were studied on the solar disk using images of the SDO satellite.
“We showed that by observing dimmings on the Sun, it is possible to estimate the mass and speed of the coronal mass ejection at early stages – key parameters that allow us to predict the scale of the event and the time of its expected consequences on Earth. This is of great applied importance for the development of operational space weather services, as well as for future space missions to the Lagrange point L5. Spacecraft will be located in the orbit, always retaining the same position with respect to the Earth. This will make it possible to detect traces of coronal mass ejections directly on the Sun, as well as to predict the parameters of powerful ejections before they are seen from Earth, ”says a graduate student at the Skoltech Space Center and the first author of the study, Galina Chikunova.
“Humanity is entering a new era in the exploration of outer space, the creation of new space technologies that are gradually moving into our daily lives. At present, it is very important to study the nature of explosions on the Sun, to develop methods for their early forecasting, in order to protect our society and technologies from the dangers of space weather, to turn off equipment in satellites in time, to move astronauts to a protected area, to cancel satellite maneuvers, air travel through the polar regions, report possible navigation problems. And whatever storms may rage, we wish everyone a good weather in space,” says Tatyana Podladchikova, professor at the Skoltech Space Center, research co-author.
+7 (495) 280 14 81 | aerospace |
http://cmda-law.com/can-state-and-local-governments-regulate-the-use-of-drones/ | 2018-03-19T05:07:32 | s3://commoncrawl/crawl-data/CC-MAIN-2018-13/segments/1521257646375.29/warc/CC-MAIN-20180319042634-20180319062634-00411.warc.gz | 0.948264 | 1,488 | CC-MAIN-2018-13 | webtext-fineweb__CC-MAIN-2018-13__0__229342263 | en | Drones – also referred to as unmanned aerial vehicles (UAV), unmanned aircraft systems (UAS), and remotely piloted aircraft systems (RPAS) – are essentially aircraft without a human pilot aboard. Regardless of what they are called, one thing is clear: drones are here to stay and will increasingly be used for nonmilitary, domestic applications. The Federal Aviation Administration (FAA) estimates that there will be 30,000 drones in U.S. airspace within the next 20 years. Drones will get cheaper, faster and more reliable. There is already evidence of this: the retail giant Amazon.com has its own “Drone Store,” where the average person can purchase recreational and surveillance drones ranging from $30 to $3,200. Drones are also available at countless mainstream retailers, including Best Buy, Walmart, and even Barnes & Noble.
WHAT ARE DRONES USED FOR?
Drones are no longer just seen as a tool of the military or a toy that people use to fly around. Drones have a host of applications, including law enforcement, land surveillance, wildlife tracking, search and rescue operations, disaster response, border patrol, and photography. In fact, the Michigan State Police represents the first law enforcement agency in the United States that can use drones in every corner of the state. The drones are being used by the Michigan State Police to investigate accidents, search for missing persons, scout natural disasters, and conduct surveillance.
Drones are also becoming increasingly popular for commercial uses. Some examples include: use by realtors to provide an aerial view of the property; use by farmers to survey crops and monitor livestock; use by photographers for advertising and other commercial purposes; use by journalists to cover demonstrations, sporting events, or accidents; and used by retailers to deliver goods.
A LACK OF FEDERAL REGULATION
The FAA is the ultimate authority on regulating anything that flies in the sky. Unfortunately, the FAA has been slow in establishing any type of rules concerning drones. Congress directed the FAA to promulgate rules by September 2015 to integrate the use of commercial drones into U.S. airspace. The FAA failed to meet that deadline, and instead announced in October 2015 only that all drones will be subject to registration and regulation. Finally, in December 2015, after assembling a task force to draft drone regulation rules, the FAA rolled out a drone registry website. While drones heavier than 55 pounds still need special FAA approval, anything between half a pound and 55 pounds can be registered on the website. There is a $5 fee for each drone registered (or each fleet of model airplanes, if used exclusively for a hobby purpose). Additional regulations are not expected to become final until late 2016 or early 2017. As a result, state and local governments are filling in the regulations void by establishing their own rules concerning drone usage.
No federal law expressly prohibits municipalities from establishing laws and ordinances concerning drone usage within their own borders. Furthermore, within the legal community, there currently exists a debate as to whether the FAA has any jurisdiction over low flying recreational drones in residential areas. Therefore, there is a strong argument that state and local governments retain their broad police powers to control the use of drones within their borders, particularly at the low altitudes at which most drones operate.
STATE AND LOCAL REGULATIONS
To date it is unclear whether a state or local law or regulation governing drones would be preempted by the federal government. The FAA currently considers most forms of drones “Model Aircraft,” so long as the devices remain below 400 feet, and within sight of the operator. The FAA considers larger, longer-ranged drones “Unmanned Aerial Systems,” and restricts their use to public or private entities which obtain special authorization from the FAA.
Despite the uncertain landscape of drone regulation, 45 states have considered 153 bills related to drones. Nineteen states, including Michigan, have either passed legislation or adopted resolutions related to drones. At least two states have passed laws that directly address drone flight as opposed to privacy: Oregon allows property owners to sue anyone who flies a drone over private property at a height of less than 400 feet, if they have done it before and the property owners notify the operator they do not consent; and Tennessee has gone even further, criminalizing the operation of low-flying drones over private property. In April 2015, Michigan became the fourth state to outlaw drone-assisted hunting with a ban that also prohibits the use of unmanned aerial vehicles to harass hunters and anglers. In addition, a new policy enacted by the Michigan State Capitol Commission prohibits drones from flying over the Capitol grounds in Lansing.
Efforts to regulate drones are not limited to the state level; municipalities are also stepping in to regulate drones. The City Councils of New York City, Phoenix, and a handful of other cities are considering legislation to ban all commercial drone operations due to safety and privacy concerns. However, some local drone regulations have been met with resistance. When the City Council of Ferndale, Michigan proposed a law banning the use of drones on public property in response to privacy concerns of city residents, the proposal was withdrawn after a public outcry from hobbyists and business owners who use drones.
Municipalities may choose to explore other, more creative means of regulating drone operation, such as by clarifying existing property trespass laws to include aerial surveillance and operation, or by passing laws targeting the recording or videographic aspect of drone operation instead of the avionic operation itself. Local governments can also prosecute drone operators if the use of drones violates a law of general applicability, such as laws protecting privacy, nuisance laws, etc. In addition, there is strong evidence to suggest that local governments can use zoning ordinances to regulate the locations from which drones may be launched, landed or operated, just as they can regulate other activities that impact neighbors but are unlikely to affect those living outside of their community.
The use and regulation of drones is obviously a new area of municipal concern, but one which will become increasingly important in order to protect the health, safety, welfare, and privacy of all citizens. The thought that tiny unmanned aircraft could be invading private and public property is somewhat creepy and unnerving. On the other hand, drone technology has the potential to bring significant resources to communities. As the drone industry evolves, privacy concerns over the use of drones will persist. In the future, it will be up to the federal government, states, and local municipalities to ensure that there are adequate privacy protections against the malicious use of drones, while at the same time not creating so much regulation as to stifle drone innovation.
Ms. Daley and Ethan Vinson, a partner in our Livonia office, will be presenting “Drones: Can We Control the Invasion?” at the upcoming Michigan Association of Chiefs of Police 2016 Winter Professional Development Conference. If you are attending the Conference, please consider attending our presentation and also stop by and visit several attorneys from our Firm at Booth #77.
Karen M. Daley is an attorney in our Livonia office and is the head of the Firm’s appellate practice group. She concentrates her practice on appellate law, municipal law, and probate law. She may be reached at (734) 261-2400 or email@example.com. | aerospace |
http://justforlaughspall.blogspot.com/2013/03/nidokidos-cabins-in-aircraft.html | 2017-04-29T07:25:00 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123318.85/warc/CC-MAIN-20170423031203-00046-ip-10-145-167-34.ec2.internal.warc.gz | 0.900845 | 291 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__277231187 | en | An aircraft cabin is the section of an aircraft in which passengers travel. At cruising altitudes of modern commercial aircraft the surrounding atmosphere is too thin for passengers and crew to breathe without an oxygen mask, so cabins are pressurized at a higher pressure than ambient pressure at altitude.
In commercial air travel, particularly in airliners, cabins may be divided into several parts. These can include travel class sections in medium and large aircraft, areas for flight attendants, the galley and storage for in-flight service. Seats are mostly arranged in rows and alleys. The higher the travel class, the more space is provided. Cabins of the different travel classes are often divided by curtains, sometimes called class dividers though some airlines will not utilize a curtain between Business and First class. Passengers are not usually allowed to visit higher travel class cabins in commercial flights.
Some aircraft cabins contain passenger entertainment systems. Short haul cabins tend to have no or shared screens whereas long haul flights often contain personal screens which allow passengers to choose what to watch on their personal screen.
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https://peakspacesolutions.com/about/ | 2024-02-26T00:35:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474649.44/warc/CC-MAIN-20240225234904-20240226024904-00451.warc.gz | 0.933812 | 137 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__96713775 | en | About Scott Hower and Peak Space Solutions
Scott Hower is a 1986 graduate of the Air Force Academy and the owner and CEO of Peak Space Solutions, a consulting firm to the Department of Defense (DoD) and National Reconnaissance Office, providing expertise in space operations, policy and strategy. Scott has extensive leadership experience and vast DoD operations background, leading multi-billion dollar space operations programs and multi-million dollar space test activities. His skills also include executive management with a wide array of government officials and special customer groups. Scott has had over 30 years of leadership experience in government operations.
Email: [email protected] | Phone: (719) 352-8883 | aerospace |
https://cryptocorenews.com/bitcoin/spacexs-dogecoin-funded-doge-1-mission-will-be-launched-in-the-first-quarter-of-2022/ | 2023-02-06T16:40:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500356.92/warc/CC-MAIN-20230206145603-20230206175603-00246.warc.gz | 0.945225 | 709 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__256561116 | en | Elon Musk’s Dogecoin-funded mission is now scheduled to start in the first quarter of 2022. In May of this year, the billionaire announced the plan. Tweet about it. The mission has been paid in full in Doge and will not only become the first cryptocurrency in space, but also the first memetic coin in space.
SpaceX will launch the Doge-1 satellite to the moon next year
-Tasks paid by the Governor
– The first cryptocurrency in space
– The first meme in space
To mooooonnn! !https://t.co/xXfjGZVeUW
-Elon Musk (@elonmusk) May 9, 2021
Related Reading | Elon Musk plans to become the world’s first Dogecoin billionaire
After Musk publicly supported Dogecoin earlier this year, the news was announced at the peak of the Dogecoin rally. The news of the mission further promoted the value of the coin, as Dogecoin will make history through this release. Musk announced that the mission, called DOGE-1, will be launched in 2022, and the project appears to be proceeding as planned.
DOGE-1 is ready
According to a report The DOGE-1 mission was released on Wednesday and is ready for launch in early 2022. SpaceX collaborated with two blockchain companies, Unizen and ZenX, to make the project fruitful. The 40 kg CubeSat will be launched into orbit as a new use case for encrypted space. CubeSat will collect information through various methods, including sensors, cameras, and mirrors, and transmit this information back to Earth.
DOGE price remains unmoved by DOGE-1 launch | Source: DOGEUSD on TradingView.com
Launching CubeSat combines the technology behind SpaceX’s FalconX and blockchain technology. After launch, the microsatellite will orbit the moon to obtain lunar space intelligence.
The DOGE-1 CubeSat will be launched before NASA’s CAPSTONE, which should be the first CubeSat to orbit the moon. However, NASA’s launch was delayed many times, putting DOGE-1 ahead of CAPSTONE. The two companies stated in the report: “This means that DOGE-1 may be the first Cubist in history to land on the moon, marking a major achievement in global aerospace.”
Dogecoin’s reaction to the news
Memecoin did not see a response to the announcement. Dogecoin continued to trend around $0.26, and assets did not move up or down significantly. Although a large part of the market rebounded to record highs, Dogecoin still has not been close to record highs.
Related Reading | Shiba Inu beats Cardano and Dogecoin in the top 10 followed tokens
In the past, news like this would cause altcoins to rebound, just like when the microsatellite news broke for the first time in May. This time, the announcement was not enough to promote the value of Dogecoin.
This is partly due to the decline in Elon Musk’s influence on memecoins, but also because the market has now shifted to other projects. Shiba Inu has now become the preferred meme coin, making Dogecoin suffer along with it.
Featured image from Bitcoinist, chart from TradingView.com | aerospace |
https://satoms.com/satellite-internet/ | 2020-01-27T11:39:14 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251700675.78/warc/CC-MAIN-20200127112805-20200127142805-00463.warc.gz | 0.899493 | 438 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__160172212 | en | Satellite communication is used for internet connection in remote areas of the world where a connection to the traditional copper or fibre network is not possible or used as a backup communication link for mission critical systems. VSAT is an acronym for Very Small Aperture Terminal, and generally refers to a satellite dish of 3.8m or less located at the remote location.
VSAT links are used for both internet and voice (VoIP – Voice over IP) traffic.
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VSAT Satellite Orbits
Positioned one-tenth of the way to the moon (about 36,000 km) are Geostationary (GEO) communication satellites. Many satellite service providers use Geo stationary satellites as they appear to be stationary viewed from Earth and therefore can use a fixed dish. However, tracking antennas can also be used in VSAT for MEO satellite like the O3B network or for satellites in inclined orbit.
Satellite Teleport Hubs
At the other end of the link will be larger satellite dishes located at a Teleport. This is where the satellite service provider will have all the RF and network equipment that breaks out to the internet. The service providers usually have two separate internet connections on fibre to provide redundancy.
Satellite Coverage Maps
It is impossible for one single satellite to cover the entire globe so hundreds of satellites have been launched and cover the major areas of population and trade routes.
Basic VSAT Equipment
Finally, the basic equipment at a remote site consists of the following:
- Satellite Dish – The reflector used to receive and transmit the radio signal
- BUC – Block UpConverter – Transmitter
- LNB – Low Noise Block – Receiver
- Coax Cables – Used to connect the outdoor equipment to the indoor equipment
- Modem – Used to modulate and demodulate the signal (SCPC or TDMA)
Also you will need the IT equipment you want to connect to the internet with and VoIP (Voice over IP) Phones. | aerospace |
http://generalcarinsurancequotes.com/latest-lead-missing-malaysian-plane/ | 2020-04-06T03:18:11 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585371612531.68/warc/CC-MAIN-20200406004220-20200406034720-00215.warc.gz | 0.968202 | 477 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__135239729 | en | The Latest lead to missing Malaysian plane Flight MH370 foiled
Chinese satellite showed a spot that may have been plane debris. However it was not the missing Malaysian jetliner. In the words of Malaysia’s civil aviation chief Azharuddin Abdul Rahman earlier today: “There is nothing. We went there, there is nothing.” Some frustration is noticeable. The latest lead in the five-day hunt came to nothing. Nobody seems to be any the wiser.
Vietnamese officials had previously said the area was “searched thoroughly” in the past few days.
False leads marked the search for the aircraft since it’s disappearance early on Saturday, causing frustration to the searchers and hopelessness to family of the passengers, not to mention confusion.
Authorities still believe it may have turned back, heading into the upper reaches of the Strait of Malacca or further past it.
The spot that Chinese satellite showed the possible debris to be, is quite near the last confirmed position of the plane between Malaysia and Vietnam. The images noticed around 11:00 on Sunday showed 3 floating objects of different sizes in a 20 km radius off the southern tip of Vietnam. The largest was about 24m by 22m. Although authorities said that the area had been searched over and over, Malaysian and Singaporean aircraft are scheduled to visit the area again today. Then they are surely not certain that there is nothing there. China has not yet endorsed a link between the floating objects and the plane.
Malaysia says it is not true!
Malaysia has been criticized for the way they are handling the search, which now covers 92 600 square kilometers and involves 12 nations. Transport Minister Hishamuddin Hussein said today that reports that the jet may have flown for hours after vanishing from radar screens, were not true.
Reportedly US aviation investigators and national security officials believe the plane flew for a total of five hours, based on data sent to the ground from the plane’s engines as part of a standard monitoring program.
The last absolute sighting of the plane on civilian radar screens was shortly before 1:30 am on Saturday.
Where is Malaysian Airlines flight MH370 and could the passengers still be alive?
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https://sacsportsphoto.com/fly-like-never-before-unusual-air-sports-for-the/ | 2024-02-28T01:44:15 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474690.22/warc/CC-MAIN-20240228012542-20240228042542-00006.warc.gz | 0.925751 | 761 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__114034030 | en | Fly Like Never Before: Unusual Air Sports for the Adventurous
When it comes to adventure sports, people often think about activities like bungee jumping, skydiving, or paragliding. However, there are some truly unique air sports that take the concept of adventure to a whole new level. If you have a thirst for adrenaline and want to experience the thrill of soaring through the skies in unconventional ways, here are some unusual air sports that you should definitely try:
1. Jet Wing Flying
Imagine having wings strapped to your back and propelling through the air like a superhero. Jet wing flying, also known as jetpack flying, offers you just that. This futuristic air sport involves strapping a backpack-like device equipped with jet engines to your back. With a skilled pilot controlling the thrust, you can experience the sensation of personal flight. It requires balance, control, and courage but promises an exhilarating experience like no other.
If you've ever dreamed of flying like a bird, paramotoring can make those dreams come true. Paramotoring involves a paramotor, which is essentially a motorized paraglider. This compact aircraft consists of a small engine and propeller strapped to your back, while a paragliding wing canopy above provides the lift. By running a few steps, the engine propels you into the air, and you can enjoy the sensation of free-flight. It combines the thrills of motorized aviation with the serenity of paragliding, giving you an unmatched flying experience.
3. Wing Suit Flying
Wing suit flying takes the art of skydiving to an entirely new level. A wing suit is a specialized jumpsuit with fabric under the arms and legs, creating a wing-like surface. This unique design allows flyers to glide through the air, imitating the flight of a bird or a flying squirrel. By utilizing this special suit, skydivers can achieve horizontal movement and steer themselves through the air. Wing suit flying requires extensive training and experience, but the sense of freedom and the breathtaking views it offers are well worth the effort.
4. Aerobatic Gliding
For those seeking a mix of adrenaline and precision flying, aerobatic gliding is the perfect choice. Aerobatic gliders are specially designed aircraft that excel in performing acrobatic maneuvers. Unlike traditional gliders, aerobatic gliders can execute daring stunts such as loops, rolls, and spins. Piloting these agile machines demands skill, coordination, and a strong stomach. Aerobatic gliding allows you to experience the thrill of gravity-defying maneuvers while also enjoying the peace and quiet of soaring through the sky.
5. Base Jumping
If you're an extreme adrenaline junkie, base jumping might be the ultimate air sport for you. BASE stands for Building, Antenna, Span, and Earth, which represents the four types of fixed objects participants can jump from. Unlike traditional skydiving, base jumping involves leaping from a fixed object and deploying a parachute at a low altitude. It offers an intense rush due to the close proximity to the ground and the relatively short freefall time. Base jumping requires enormous bravery, as even the smallest mistake can have dire consequences. However, it also provides an unmatched sense of exhilaration and accomplishment.
While traditional air sports provide plenty of excitement, trying something off the beaten path can elevate your adventurous spirit to new heights. Whether it's donning a jet wing, gliding through the air in a wing suit, or performing acrobatic stunts in a glider, these unusual air sports promise an adrenaline rush like never before. Embark on these unconventional experiences and discover the joy of soaring through the sky in ways you never thought possible. | aerospace |
https://www.steversonhamlinhilbish.com/obituaries/Edward-Bock/ | 2021-09-28T00:50:51 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780058589.72/warc/CC-MAIN-20210928002254-20210928032254-00698.warc.gz | 0.978149 | 115 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__133840210 | en | Bock, Edward J, Msgt Ed gained his wings on February 8, 2021. Ed was born in Davenport, IA on July 21, 1951 to Earl and Irene (Doyle) Bock. After moving to California, Ed graduated high school and joined the Air Force at 19. During his 20 yr... View Obituary & Service Information
Obituary & Service
Bock, Edward J, Msgt
Ed gained his wings on February 8, 2021....
Flowers & Gifts
Send flowers to the Bock family.Send Flowers | aerospace |
https://airmeon.pl/dla-pilotow/?lang=en | 2019-11-15T17:49:51 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496668699.77/warc/CC-MAIN-20191115171915-20191115195915-00050.warc.gz | 0.898561 | 145 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__65933148 | en | you will get to see
of Boeing 737 NG
you will take part
in sessions conducted
by a Boeing 737
you will take a training complying with the standards of different carriers to enable your establishment of cooperation with one of them
you will spend 20 workshop hours in theory and practice classes
You will learn the basics and issues related to the work of a pilot in a machine from the commercial aviation segment. The training is conducted using the Boeing 737-NG simulator.
The cookie settings on this website are set to "allow cookies" to give you the best browsing experience possible. If you continue to use this website without changing your cookie settings or you click "Accept" below then you are consenting to this. | aerospace |
https://www.norwaywelcome.no/news-and-blog/busy-in-the-air | 2020-09-28T01:29:46 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600401583556.73/warc/CC-MAIN-20200928010415-20200928040415-00512.warc.gz | 0.964965 | 203 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__103162409 | en | We are a small nation of just about 5 million inhabitants. But we generate a lot of travels. Since our highway system only limits to the outskirts of our largest cities, and hardly there, we use planes to get around. In 2014 more than 50 million passengers were registered on Norwegian airports. The route between Oslo and Trondheim is among the 10 busiest routes in Europe (busier than London - Amsterdam) and between Bergen and Stavanger among the 20 busiest! That is why it is fairly reasonable to fly in Norway and we have many departures to choose from. For example between Oslo and Trondheim there are 23 return flights daily. Ticket price from 30€ one way and 1 hr flight time. In addition we have cheap air fares from abroad to all the major airports in Norway. Here you can get a flight ticket from London for under 20€. Takes you about 2 hours flight time to get here.
Come on over and see you soon. We'll help you organizing an unforgettable stay! | aerospace |
https://www.astroplant.io/innovationexchange17/ | 2019-03-18T16:36:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201455.20/warc/CC-MAIN-20190318152343-20190318174343-00323.warc.gz | 0.898724 | 266 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__138042505 | en | AstroPlant and ESA host the upcoming innovation exchange events at ESA-ESTEC, Europe’s space technology center in Noordwijk. The B2B event will be an opportunity for organisations to get a deeper insight into the AstroPlant mission. Discover more about AstroPlant while getting inspired by lectures and creative sessions on the future of food on earth and in space. Do you want to be involved? Make sure you register here.
The event aims to solidify the strategic transition from vision to reality in Europe. Typically, Innovation Exchanges aim at fostering synergies between terrestrial R&D and space exploration R&D through the organization of a series of focused working-together events creating the opportunity for an open exchange with non-space companies, industrial associations, academia, user groups and other relevant actors on identifying the potential for SPIN-OUTs and the SPIN-Ins and involvement in the project by different parties.
The ESA Innovation Exchange will aim to identify synergies between AstroPlant activities and activities that support space exploration and potentially identify and define opportunities for collaboration. The half-day workshop is intended to match the AstroPlants strategic needs with the ESA ones and importantly with those of new stakeholders in Europe.
Please contact ESA@AstroPlant.io for more questions. | aerospace |
https://careers.blacklynx.tech/careers/51005-BlackLynx/jobs/13572296-Systems-Analyst-V?host=careers.blacklynx.tech | 2020-08-06T21:33:55 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439737039.58/warc/CC-MAIN-20200806210649-20200807000649-00325.warc.gz | 0.85998 | 542 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__38232108 | en | BlackLynx is seeking an experienced Systems Analyst to join the Sensor Processing Division. The Sensor Processing Division supports a wide array of customers designing the next generation of satellites. The Sensor Processing Division has an opening for an engineer to provide BlackLynx’s spacecraft resiliency modeling and simulation tools into a customer-driven Model-Based Systems Engineering workflow.
• Evaluate systems under various scenarios and architectures to determine and/or optimize overall system mission performance in a framework giving insight into performance
• Develop and maintain analysis tools of varied fidelity including modeling and simulation tools to predict performance against evolving threats
• Develop, select, tailor, and deploy system analysis processes, tools, and metrics
• Perform system analysis trade studies to define technical concepts and solutions
• Execute and document system analysis results
• Develop, define efficiencies and improvements to tools to improve team productivity
• Coordinate and execute milestone project reviews, technical reviews, and decision tradeoff analysis.
• At least 5 years engineering in the Aerospace industry
• Experience using MATLAB, Python, JAVA, or similar language environment to develop analytical tools or perform numerical modeling of complex systems
• Demonstrated experience performing systems analysis or performance analysis including system concept trade studies, operational analysis, requirements analysis, feasibility analysis, system performance measures of effectiveness analysis (incl. technical performance measures), discrimination methods and techniques definition, probability analysis, or vehicle analysis
• Ability to communicate efficiently and effectively to coordinate systems engineering activities and report status.
• Ability to build and maintain effective relationships with customers, internal and external suppliers, as well as horizontal integrations across the other teams.
• Demonstrated knowledge of Model Based Systems Engineering (MBSE) experience highly preferred
• Experience in SysML, MBSE and DoDAF modeling
• Experience with foreign space and counterspace capabilities including, but not limited to, foreign adversary space doctrine, strategy, communications and collections, vulnerabilities, platforms, assembly and launch capabilities, weapons, dual-use systems and technologies, and emerging space technologies.
• Experience with high-fidelity modeling and detailed analysis support for modeling individual and integrated systems of systems for existing, emerging, and conceptual Global ISR systems and associated tasking, collection, processing, exploitation, and dissemination (TCPED) is also desirable.
TS/SCI with counterintelligence polygraph
BlackLynx, Inc. is proud to be an Equal Opportunity/Affirmative Action Employer, making decisions without regard to race, color, religion, creed, sex, sexual orientation, gender identity, marital status, national origin, age, veteran status, disability, or any other protected class. | aerospace |
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