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http://www.shashikallada.com/hypergolic-rocket-propellents/ | 2018-02-21T03:40:55 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891813322.19/warc/CC-MAIN-20180221024420-20180221044420-00743.warc.gz | 0.921439 | 269 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__241293317 | en | Hypergolic propellants are used in space shuttles and rockets. The main advantage of hypergolic propellant is the absence of the need of an ignition system. In hypergolic rockets the ignition is achieved by mixing fuel and oxidizer. Upon contact with each other the mixture starts burning. This is a great advantage for spacecraft which needs many start stop operation of its engines during manoeuvring.
One of the hypergolic combination is Methylhydrazine as the fuel and dinitrogen tetroxide as oxidizer. Starting of the engine is achieved by control valves releasing fuel and oxidizer which get mixed with each other and ignite.
Methylhydrazine is a highly toxic, flammable and corrosive liquid whereas dinitrogen tetroxide is a liquefied, non-flammable, toxic and corrosive gas.
Ariane 5G rocket use hypergolic propellant of methylhydrazine/dinitrogen tetroxide in its second stage booster.
Explosive articles containing hypergolic liquids may fall under class 1.1G 1.2G 1.3G 1.4G 1.1L 1.2L or 1.3L
Transport regulation list Methylhydrazine and dinitrogen tetroxide as in below table | aerospace |
http://supervalt.pw/Lockheed_C-5_Galaxy4y-l37172l7ly | 2021-08-05T13:50:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046155925.8/warc/CC-MAIN-20210805130514-20210805160514-00423.warc.gz | 0.891683 | 3,319 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__126480402 | en | In 1973, 69-0014 was the first factory-new C-5A assigned to Dover AFB, Delaware, and on 20 October 2013 it moved to the AMC Museum marking the first time a C-5 was retired to a museum. Mission. As the Air Force's largest strategic airlifter, the C-5 Galaxy can carry more cargo farther distances than any other aircraft Speakers UP for departure! Look at all this crowd! United States Air Force / Air Reserve Command Lockheed C-5B* Galaxy (87-0041 / 127th C5 built) from 439th.. Ontdek de perfecte stockfoto's over Lockheed C 5 Galaxy en redactionele nieuwsbeelden van Getty Images Kies uit premium Lockheed C 5 Galaxy van de hoogste kwaliteit C-5 Galaxy at McMurdo Station, 1989. Wikimedia Commons The first C-5 Galaxy flew on June 30, 1968, and soon began flying the transpacific run from California to Southeast Asia, supporting the.
The Air Force purchased 131 C-5 Galaxies between 1968 and 1989. Starting in 2013, the service decided to upgrade 52 of them to the new -M Super Galaxy standard, which involved swapping older TF. The C-5 Galaxy is considered a strategic air asset in that it can move an extreme amount of vehicles, equipment, and personnel nearly anywhere in the world. One of its unique features is cargo loading through the nose versus through the back — opposite of the C-130 Hercules C-5M Super Galaxy Transport Aircraft. The C-5M Super Galaxy strategic transport aircraft, a modernised version of the legacy C-5, was designed and manufactured by Lockheed Martin to extend the capability of the C-5 Galaxy fleet to remain in service at least until 2040
Lockheed C-5 Galaxy Production List. Previous Page. 1 2 3. Next Page . Switch to Operator List. MSN. Aircraft Type. Reg. Airline. Delivered. Status. Prev. Reg . Remark . 500-0001 . Lockheed C-5A Galaxy (L-500) 66-8303. Lockheed C-5 Galaxy takes off Gdansk airport, Poland Giant military cargo aircraft Lockheed C-5 Galaxy takes off Gdansk Lech Walesa airport, on May 26, 2016. Group of US Soldiers with 7 vehicles Humvee type, arrived for military maneuvers in Poland by the plane C-5 Galaxy aircraft taxis after arriving for Air Mobility Rodeo 2011 on Joint Base Lewis-McChord, July 23, 2011.jpg 3.828 × 2.552; 2,95 MB C-5 Galaxy at Mazar-e-Sharif Airport in northern Afghanistan.jpg 3.283 × 1.858; 1,16 M
Lockheed C-5 Galaxy vs Boeing C-17 Globemaster Size Aircraft Wallpaper 3991 The picture shows two USAF military transport aircraft while taxiing on runway. The bigger one is Lockheed C-5 Galaxy, the largest military transport aircraft made by United States C-5 Reliability Enhancement and Reengining Program centers around replacing TF39 engines with a more reliable, commercially Off-the-Shelf (COTS) turbofan engine with increased takeoff thrust and.
C-5 Galaxy: Warehouse with Wings. Elon Musk's favorite plane: SR-71 Blackbird is still the world's fastest airplan Ruime keuze elektronica. Shop nú. Bij beslist.nl is het altijd sale C-5 RERP Galaxy upgrade programme. Under the US Air Force C-5 RERP, Lockheed Martin Aeronautics Company selected new engines, General Electric CF6-80-C2, and Goodrich Aerospace pylons for the aircraft. The CF6-80-C2 engine produces more than 50,000lb of thrust, a 22% increase over the TF39 engines and is Stage III noise compliant The Lockheed C-5 Galaxy is an American strategic airlifter built by Lockheed. It was designed to provide strategic heavy airlift over intercontinental distances and to carry outsize and oversize cargo. The C-5 Galaxy has been operated by the United States Air Force since 1969 and is one of the largest military aircraft in the world. 1 Development 1.1 Background 1.2 Into production 2 Design 3.
The C-5 Galaxy is a large military transport aircraft used to airlift military cargo as well as ground troops. It has regularly appeared in the series as an unplayable aircraft. 1 History 1.1 Strangereal 1.2 Joint Assault Universe 2 Game Analysis 3 Trivia 4 References The Skully Islands insurrectionary forces made use of C-5 Galaxies as part of their aerial roster during the 1995 Skully. .8 feet, a length of 247 feet, and a height of 65 feet. First-flight of a Galaxy was recorded on June 30th, 1968 and the aircraft was already proving heavier than initially planned The C-5 Galaxy is considered a strategic air asset in that it can move an extreme amount of vehicles, equipment, and personnel nearly anywhere in the world. One of its unique features is cargo loading through the nose versus through the back — opposite of the C-130 Hercules The largest airplane in the US military, the Air Force C-5 Galaxy dwarfs all other aircraft in this 2004 photo from Florida's Eglin Air Force Base Designed to increase the capacity of the C-5 Galaxy to carry on until 2040, the C-5M Super Galaxy is a military aircraft in service of the United States Air Force. It is an improved version outfitted with new engines and enhanced avionics and one of the largest military transport aircraft in the world
The Kazunori Ito C5 package updated for FSX. Includes panel by Philippe Wallaert and sound pack by Christoffer Petersen. Package by Michael Roberts. Screenshot of Lockheed C-5 Galaxy in flight. Unzip all files into the aircraft panel folder. EG: C:\\Program Files\\Microsoft Games\\Microsoft Flight Simulator X\\SimObjects\\Airplanes\\LOCKHEED_C5\\panel Panel.bmp C5.CAB Panel.cfg Important notes. c-5 galaxy - world's largest aircraft relates story of an aviation milestone, the c-5 galaxy. tells many problems involved in its construction and why it was manufactured. depicts unique features of the aircraft and explains its capabilities and subsystems. predicts revolutionary impact on military and civilian transportation The C-5 Galaxy is a heavy-cargo transport designed to provide strategic airlift for deployment and supply of combat and support forces. The C-5 can carry unusually large and heavy cargo for intercontinental ranges at jet speeds. The plane can take off and land in relatively short distances and taxi on substandard surfaces during emergency. C-5 Galaxy Features The C-5 is one of the largest aircraft in the world. It can carry outsize and oversize cargo intercontinental ranges and can take off or land in relatively short distances
The development of Lockheed C-5 Galaxy was riddled with many complications with the first one being the financial woes for its cost overrun. Shortly after the first fleet of this aircraft was created, my of the aircraft's wings were found to have cracks in them which further delayed the time it entered in service This group is open to just about all C-5 Galaxy crew, Pilots, Navigators, Flight Engineers, Loadmasters including family members & crew chiefs as well. If it weren't for the crew chiefs we wouldn't.. C-5 Galaxy. As the Air Force's largest and only strategic airlifter, the C-5 Galaxy can carry more cargo farther distances than any other aircraft. With a payload of six Mine Resistant Ambush Protected vehicles (MRAPs) or up to five helicopters, the C-5 can haul twice as much cargo as any other airlifter
C-5 Galaxy Spare Parts, Services, and Solutions provided by ISO Group. We support C-5 Galaxy MRO, Engine Assemblies, Rotables, Structural Assemblies, Landing Gear, Avionics, Electrical Assemblies, Hardware and Fasteners, Spare Parts and Accessories. Request a Quote, Upload your parts requirements The Lockheed C-5 Galaxy is a large military transport aircraft. C-5M Super Galaxy is an upgraded version with new engines and modernized avionics designed to extend its service life beyond 2040. In addition, the C-5 is a large high-wing cargo aircraft with a distinctive high T-tail fin stabilizer and with four TF39 turbofan engines mounted on pylons beneath wings that are swept 25 degrees . The aircraft can carry a fully equipped combat-ready military unit to any point in.
The C-5 Galaxy is a strategic airlifter type of aircraft manufactured by Lockheed-Georgia Co. Its maiden flight was on the 30th of June 1968 and was introduced commercially in 1970. Its primary user was the United States Air Force and it is still operational up to this date with 52 produced aircrafts active and 42 reserved Great deals on C 5 Galaxy. Expand your options of fun home activities with the largest online selection at eBay.com. Fast & Free shipping on many items The Lockheed C-5 Galaxy is a large military transport aircraft originally designed and built by Lockheed, and now maintained and upgraded by its successor, Lockheed Martin. It provides the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsized and oversized loads, including all air-certifiable cargo. The Galaxy has many. The Lockheed C-5 Galaxy is a large military transport aircraft built by Lockheed. It was designed to provide strategic heavy airlift over intercontinental distances and to carry outsize and oversize cargo. The C-5 Galaxy has been operated by the United States Air Force (USAF) since 1969 and is among the largest military aircraft in the world The Lockheed C-5 Galaxy is the largest western military aircraft ever built, and fully loaded it can weigh nearly a million pounds. One of the most amazing, and troublesome, of its components are.
The C-5 Galaxy is a plane freighter produced by the company US. Lockheed Martin and used by U.S. Air Force (USAF). In size the Lockheed C-5 Galaxy only not exceeds the An-124 Ruslan and the An-225 Myria. The development began in the early Galaxy 1960 to meet the requirement CX-4 (after CX-HLS) USAF. 1 Origin 2 Design 3 Operational history 4 Specifications 5 References Starting in 1960, with. C-5 Galaxy Air Warfare, Space 'Advanced Manufacturing Olympics' To Shape New Air Force Strategy Advanced manufacturing, scaled across the entire Air Force and Space Force, will transform. The C-5 Galaxy is equipped with nose and tail cargo doors. The aircraft has the ability to kneel down for easier loading. Cargo compartment of the C-5 Galaxy: height: 4,11m (13ft 5.8in), width: 5,79m (19ft), length: 43,8m (143ft 8.4in)
The C-5 Galaxy's development was complicated, including significant cost overruns, and Lockheed suffered significant financial difficulties. Shortly after entering service, cracks in the wings of many aircraft were discovered and the C-5 fleet was restricted in capability until corrective work was completed The C-5 has been serving the US Air Force since 1970 and no plane does it better when it comes to moving heavy loads of military cargo. As the Air Force's largest and only strategic airlifter, the C-5 Galaxy can carry more cargo farther distances than any other aircraft . Az An-124 Ruszlan megjelenéséig a legnagyobb teherszállító repülőgép volt a világon, majd az ennél is nagyobb An-225-Mriyát követően mára csak a harmadik legnagyobb.Aktív nehéz teherszállító repülőgép kategóriatársai a két orosz típuson kívül. C-5 galaxy is a popular song by Martin Against the World | Create your own TikTok videos with the C-5 galaxy song and explore 0 videos made by new and popular creators The C-5 Galaxy is a large military transport aircraft built by Lockheed. Since 1969, it has provided the United States Air Force (USAF) with a heavy intercontinental-range strategic airlift capability, one that can carry outsize and oversize cargos
Lockheed C-5 Galaxy en United States Air Force · Bekijk meer » Verenigde Staten De Verenigde Staten, officieel de Verenigde Staten van Amerika, afgekort VS (Engels: United States of America, afgekort USA, US of A of US), vaak (totum pro parte) Amerika (America) genoemd, zijn een federatie van 50 staten en het District of Columbia, grotendeels in Noord-Amerika gelegen Air Force Now Wants to Get Sidelined C-5 Galaxy Transports Back In the Air Years of budget cuts mean the service has less than 50 of the massive airlifters available for worldwide missions 1:144 C-5 Galaxy Details Our Price: $15.00 . This decal provides wingwalk stripes and other stencil data for the current Air Mobility Command Proud Gray color scheme worn by the Lockheed C-5 Galaxy. Locations of the various elements are fully diagramed on the illustrated instruction sheet
In 1973, 69-0014 was the first factory-new C-5A assigned to Dover AFB, Delaware, and on 20 October 2013 it moved to the AMC Museum marking the first time a C-5 was retired to a museum. Mission. As the Air Force's largest strategic airlifter, the C-5 Galaxy can carry more cargo farther distances than any other aircraft C-5 Galaxy Show more Another C-5 Inducted to Become Super by Lockheed Martin 15 1 C-5M Rollin' Out by Lockheed Martin 38 18 First Travis C-5B Inducted by Lockheed Martin 6 Eleventh C-5B Inducted to Become Super Galaxy by Lockheed Martin 17 3 Tenth C-5. C-5 Galaxy Large Transport Aircraft. One of Jane's Fighting Nodes!. This is the biggest beast in the U.S. Air Force's bag of tricks. Built by Lockheed-Georgia, the first operational C-5 was delivered to the Air Force in 1970 The official website of the U.S. Air Force. AF.MIL delivers the latest breaking news and information on the U.S. Air Force including top stories, features, leadership, policies, and more. For in-depth coverage, AF.MIL provides special reports, video, audio, and photo galleries
. Select from premium Lockheed C 5 Galaxy of the highest quality C-5 Galaxy. 5.8K likes. The Lockheed C-5 Galaxy is a large, military transport aircraft built by Lockheed. It was designed to provide strategic heavy airlift over intercontinental distances and to..
Use this decal with the Academy 1:480 scale C-5 kit. 1:480 Flying Tigers L-500 Galaxy FLIGHT OF FANCY Our Price: $8.00 . The natural choice to launch Lockheed's L-500 civil version of the USAF's C-5A Galaxy, Flying Tigers placed the first order for five frames what was then the world's largest aircraft The C-5 Galaxy is the largest aircraft routinely operated by US forces. This aircraft can carry two M1A2 Abrams main battle tanks, 10 LAV-25 armored reconnaissance vehicles, 16 HMMWVs, or 7 UH-1 Huey helicopters. Alternatively it can carry 36 standard 463L pallets. A combination of vehicles. | aerospace |
http://discountwatchstores.com/british-royal-flying-corps/ | 2019-11-18T15:52:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496669809.82/warc/CC-MAIN-20191118154801-20191118182801-00151.warc.gz | 0.964862 | 511 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__123145288 | en | The Royal Flying Corps (RFC) was the air arm of the British Army before and during the First World War, until it merged with the Royal Naval Air Service on 1 April 1918 to form the Royal Air Force.
During the early part of the war, the RFC supported the British Army with artillery co-operation and photographic reconnaissance work. This gradually led RFC pilots into combat with German pilots strafing of enemy infantry and emplacements and the bombing of German military airfields.
At the start of World War I the RFC, commanded by Brigadier-General Sir David Henderson, consisted of five squadrons – one observation balloon squadron (RFC No 1 Squadron) and four plane squadrons. These were first used for aerial spotting in September 1914 but only became efficient when they perfected the use of wireless communication.
By 1918, photographic images could be taken from 15,000 feet and were interpreted by over 3,000 personnel. At thgis time parachutes were not available to pilots of heavier than air craft in the RFC – nor were they used by the RAF during the First World War. By this time parachutes had been used by balloonists for three years.
On 17 August 1917, South African General Jan Smuts presented a report to the War Council on the future of air power. Because of its potential for the ‘devastation of enemy lands and the destruction of industrial and populous centres on a vast scale’, he recommended a new air service be formed that would be on a level with the Army and Royal Navy.
The formation of the new service would also make the under-used men and machines of the Royal Naval Air Service (RNAS) available for action on the Western Front and end the inter-service rivalries that at times had adversely affected aircraft procurement. On 1 April 1918, the RFC and the RNAS were amalgamated to form a new service, the Royal Air Force (RAF), under the control of the new Air Ministry. After starting in 1914 with some 2,073 personnel, by the start of 1919 the RAF had 4,000 combat aircraft and 114,000 personnel in some 150 squadrons.
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I look forward to hearing all your comments and thoughts. | aerospace |
http://travel-mentor.com/flying-v-airplane-makes-successful-maiden-flight/ | 2021-09-21T23:57:32 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057274.97/warc/CC-MAIN-20210921221605-20210922011605-00262.warc.gz | 0.960288 | 330 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__30224611 | en | Experts tested a 22.5 kg and 3-meter scale model of the futuristic airplane, developed by researchers at Delft University of Technology in the Netherlands and partner Dutch airline KLM, to take the highly anticipated aircraft along its next developmental steps.
A team of researchers and engineers tested the aircraft at a guarded airbase in Germany, where they worked with an Airbus team to test takeoffs, maneuvers and approaches, and landing.
“The team optimized the scaled flight model to prevent the issue but the proof of the pudding is in the eating. You need to fly to know for sure,” he said.
Remotely controlling the aircraft, researchers managed take off at a speed of 80 kmh, while the aircraft’s flight speeds, angles and thrust were as planned, they noted.
Experts worked hard to optimize the plane: in order to improve telemetry, the team was forced to change the aircraft’s center of gravity and adjust its antenna.
There is still work to be done to refine the aircraft before it could take to the skies with passengers aboard: researchers said that the test flight showed that the aircraft’s current design allows for too much “Dutch roll,” which causes a rough landing.
Experts plan to use the data collected from the test flight for an aerodynamic model of the aircraft, allowing them to program it in a flight simulator for future tests, and to improve flights. The team will conduct more tests on the model, and hope to provide the Flying-V with sustainable propulsion, given that the design lends itself to carrying liquid hydrogen instead of kerosene. | aerospace |
https://community.flexradio.com/flexradio/topics/flex-in-space | 2019-05-25T12:03:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232258003.30/warc/CC-MAIN-20190525104725-20190525130725-00355.warc.gz | 0.899592 | 490 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__199642690 | en | Early tomorrow morning at 0445Z, the SpaceX Falcon 9 rocket and Dragon carrying the Global AIS on Space Station (GLASS) research and development initiative will launch from SLC40 at Cape Canaveral, FL (0045 EST 18-July-2016) headed to the International Space Station (ISS). GLASS, also known as the “Maritime Awareness” experiment, uses two FLEX-6700 receivers to track maritime vessels across the globe. The FLEX-6700 was chosen for its unique capability to receive eight simultaneous VHF channels spaced across the two Automatic Identification System (AIS) channels to account for doppler shift of the ISS and for the ability to control the radio and receive digital samples using the SmartSDR API and DAX. The received and demodulated AIS signals will be transmitted from the ISS Ku-band downlink to the ground and delivered to the GLASS Ground Operations Center in Houston, TX.
The research objectives of GLASS include:
- Verify the Software Defined Radio architecture is effective in overcoming the Doppler effect on incoming AIS signals while simultaneously resolving multiple, discrete signals.
- Verify HarborlightsTM ability to simultaneously process GLASS AIS signals for multiple customers and regions.
- Investigate the value of collecting and using long-range AIS data.
- Investigate ways in which AIS data obtained from space can be used to support ongoing maritime operations.
- Determine if the data is suitable for trade, economic, resource management, and national security analysis.
- Determine a business model that will make routine availability of ISS-based AIS data is valuable for commercial, scientific, academic and government entities.
The initial project will be commissioned aboard the ISS next month and will run for 12-months. At the end of the 12-month project, a final assessment and report will be produced.
The launch will be streamed live from Space-X at the following website:http://www.spacex.com/webcast
Additional details on the GLASS project can be found on the JAMSS America website (principal investigator) here:
Details can also be found in the CRS-9 manifest and on the NASA website here:
FlexRadio Systems is proud to have been selected as the radio to fly on the ISS for this experiment and we look forward to the results. | aerospace |
https://wpmask.com/silicon/malawi-unicef-launch-africas-first-humanitarian-drone-testing-corridor.html | 2024-03-02T09:25:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475806.52/warc/CC-MAIN-20240302084508-20240302114508-00070.warc.gz | 0.917664 | 264 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__3575516 | en | Malawi and the United Nations Children Fund (UNICEF) launched an air corridor Thursday to test the effectiveness of drones in humanitarian emergencies and other development uses, the first project of its kind in Africa.
Landlocked Malawi, which suffers periodic crop failures and is prone to floods, is frequently in need of food and other aid, and limited road access in many of its rural areas makes it difficult to get help to needy communities.
“Drone technology has many potential applications. … One that we have already tested in Malawi is to transport infant blood samples to laboratories for HIV testing,” UNICEF Malawi Resident Representative Johannes Wedenig said at the launch in Kasungu, 100 km (60 miles) from the capital Lilongwe.
The test corridor is centered at the Kasungu Aerodrome, with a 40-kilometer radius and focusing on three areas: generating aerial images of crisis situations, using drones to extend Wi-Fi or mobile phone signals across difficult terrain in emergencies, and delivering low-weight emergency supplies.
“The launch of the testing corridor is particularly important to support transportation and data collection where land transport infrastructure is either not feasible or difficult during emergencies,” Malawian Minister of Transport Jappie Mhango told Reuters. | aerospace |
https://www.solarstorms.org/SWChapter10.html | 2024-02-25T19:39:21 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474641.34/warc/CC-MAIN-20240225171204-20240225201204-00686.warc.gz | 0.948398 | 13,196 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__128436529 | en | “Two significant flares occurred during August 20-21 as a historically active sunspot group returned to the visible face of the sun. The geomagnetic field was disturbed through August 20. The source of the disturbance was a high-speed solar wind stream that originated from a coronal hole on the sun’s surface. Spacecraft sensors detected solar wind speeds approaching two million miles per hour. There’s a chance for more significant solar flares from the sunspot group during August 25-31 as it continues to trek across the visible face of the sun” [NOAA/SEC Outlook 99-20, August 24, 1999
When CMEs do make it to the Earth, the compressed magnetic fields and plasma in their leading edges smash into the geomagnetic field like a battering ram. Across a million mile-wide wall of plasma, the CME pummels the geomagnetic field. Such niceties as whether the polarities are opposed or not, make little difference to the outcome. The CME pressure can push the geomagnetic field so that it lays-bare the orbits of geosynchronous communication satellites, exposing them to wave after wave of energetic particles. When the fields are opposed, particles from the CME wall invade the geospace environment, amplify ring currents, and generally cause considerable electromagnetic bedlam often tracked by increases in the recorded satellite anomalies and power grid GICs. Clearly, we need more advanced warning for solar flares, geomagnetic storms, and CMEs. A successful forecast of how severe a particular solar cycle will be, no matter how accurate, is simply not much more than a statement that ‘This winter will be more severe than last year’. This isn’t enough information to prepare us for tomorrow’s snowstorm, so is there any way of doing better than just predicting the ups and downs of the next solar cycle? Is there any way we can get the jump on individual day-to-day solar storms and space weather events? With some effort, the answer is, luckily, ‘Yes’, but like a Trojan Horse there are actually three kinds of forecasting issues tucked away within this one single operation. You can attempt to predict a space weather event before it starts. You can try to predict what it will look like when it is enroute to Earth. Or you can predict what it will do when it arrives.
If we can watch the Sun, we can gauge when a CME will come our way and have two or three days advanced warning. For solar flares, on the other hand, there is still a lot of work to do to provide more than a 10-30 minute warning, and we still can’t predict just how powerful the flare will be. This means, for astronauts, that every flare sighting requires running for cover as if your life depended on it.
Once solar physicists had studied solar flares for a long-enough time, they began to develop a scale for ranking their magnitude much the same way that geologists use the Richter Scale to measure the impact of earthquakes. There are actually two magnitude scales in use at the present time. The oldest scale measures how much brighter the flare’s X-ray energy is than the average brightness of the Sun’s surface. This scale is actually rather fluid during the sunspot cycle. During sunspot minimum, the X-ray brightness of the Sun is low so a flare of a given brightness can be quite spectacular like a flashlight in a dark cave. But during sunspot maximum when the Sun is far brighter as an X-ray source, this same flare is nearly invisible like a flashlight switched-on in broad daylight. There are four main classes, B, C, M and X, and each is broken into 10 numerical sub-categories: 0-9. Like the Richter Scale used in earthquakes, an M5.5-class flare is 10 times more powerful than a C5.5-class flare, and 1/10 as powerful as an X5.5-class flare relative to the brightness of the solar surface.
The second scale, recently adopted by NOAA for its space weather alerts, ranks flares on the basis of their energetic particle flows measured at the Earth. A S2 flare has 10 times the particle flow as an S1 flare, but now the classification of the flare is based on the actual number of particles, not a relative number as for the B, C, M and X-classes.
Big Bear Solar Observatory is a telescope located on a spit of land in the middle of a lake in Southern California. Unlike most observatories perched high up on mountaintops, this one was placed on a lake because of the peculiar stability and clarity of the solar images that result from the combination of geographic circumstances. Air turbulence is normally the biggest factor preventing astronomers from seeing small details on the Sun. At Big Bear Lake, the air flows are parallel to the water and help to reduce the amount of turbulence near the telescope. Harold Zirin and William Marquette have spent years perfecting their BearAlert Program for spotting solar flares before they hatch. Armed with real-time solar data, they watch the minute-to-minute changes in an active region traced by its magnetic field and hydrogen emission. As a public test of their methods, over the course of a two-year period, they issued 32 ‘BearAlerts’ for sizable flares via email, and scored hits on 15 of them. Because solar conditions generally do not include flares, and because the Sun’s state changes only very slowly from day to day, it is possible to issue a ‘no flare today’ warning and be correct 9 times out of 10. This promising score is, of course, useless for anticipating whether a flare will actually happen or not. BearAlerts, and the space weather reports they have evolved into, are issued only when a flare seems to be about to happen. They are the closest things we have today to keeping ahead of these unpredictable solar storms.
Weather forecasters can usually tell you whether a particular storm has what it takes to unleash lightning discharges over your city during a given 2-6 hour period, but that is their limit. In a similar vein, solar physicists are fast approaching the capacity of announcing that a given active region will spawn solar flare activity during a set six-day period but, ironically, can’t tell you if one will happen in the next few hours. Like weather forecasters, they can’t tell you whether you will get a few major flares that could affect astronaut health, or a hail of minor flares that, individually, are unimportant.
The next element of space weather is the solar wind itself, which acts like something of a conveyor belt, connecting the surface of the Sun and activity there, with the Earth. After the spectroheliograph was invented in the 1890’s, astronomers quickly got an eyeful of fiery prominences and other phenomena, busily hurling matter into the space surrounding the Sun. But no one really appreciated just how far this star stuff could travel until clues to its invisible journey began to show up in the direction that comet tails pointed, and in direct spacecraft observations in the early 1960’s. It travels at speeds of about a million miles an hour, and has a density of about one to five particles per cubic inch; mostly electrons and protons. In fact, it’s a better vacuum by far, than what scientists can make in their laboratories. What makes this wind disproportionately complex compared to the breezes you feel on a summer’s day is that it carries a magnetic field with it.
When two magnetic systems interact, the outcome depends on whether the polarities are the same or are different. During the Northern Hemisphere Summer, the north geomagnetic pole leans into the wind on the daytime side where its ‘south-type’ magnetic polarity of the Earth can bare the brunt of the effects. In the Northern Hemisphere Winter, the south geomagnetic pole leans into the wind on the daytime side, and it is the ‘north-type’ polarity of this region that determines how the dynamics will play themselves out. If the wind and geomagnetic polarities are the same on the daytime side, very little happens as the solar wind streams past the Earth. The magnetic pressure of the wind pushes gently on the magnetic field of the Earth like water giving way to a passing boat. But, if the polarities are opposite, north and south-type magnetic field lines rage a pitched, but futile, battle to unkink themselves into a smooth geometric shape. As a result, the magnetosphere picks up energy from the currents of particles that are created, and the geomagnetic field becomes wildly unstable in its outer frontiers: the Magnetopause. This triggers hours-long geomagnetic storms, and spectacular aurora, as currents of accelerated particles flow from distant unstable regions in the dynamic geotail, and into the atmosphere along the field lines. Because the origin of these magnetic storms involves the invisible solar wind whose roots in the solar surface cannot be detected, they seem utterly random and unrelated to specific sunspot groups. We never see them coming. As the wind constantly changes its strength and polarity, the geomagnetic field responds with minor magnetic irregularities called ‘sub-storms’. Many sub-storms are strong enough to cause aurora to appear in extreme northern and southern latitudes. Even comet tails develop kinks and irregularities that follow the clumpy, and gusting, solar wind.
About one million miles from the Earth, in the general direction of the Sun, a group of NASA satellites serve as our outposts on the solar wind at the L1 Lagrange Point. The L1 region is an invisible dimple in the gravitational well of the rotating Earth-Sun system. You could fly right through it and not realize anything unusual was going on. Satellites carefully positioned there, like a pencil balanced on its point, may orbit this invisible point in space lacking any gravitating matter to hold them to this spot. From this vantage point, SOHO busily watches the solar surface and relays its images back to Earth. The ACE and WIND satellites, meanwhile, sample the magnetic field and composition of the solar wind as the wind rushes by. Like buoys bobbing in the ocean off coast, these satellites tell us of changes in the wind conditions that can signal trouble for the geomagnetic field within 45 minutes.
In addition to solar flares and the solar wind, the coronal mass ejections (CMEs), first seen by the OSO-7 satellite and by Skylab in 1973, have been studied in detail, and nearly all of them vouch for a serious consequence should one find its way to the Earth. Soon after being launched by the Sun, in an event that often engulfs nearly the entire solar disk, they are accelerated to speeds from a gentle 10 km/sec to over 1500 km/sec; nearly 2 million miles per hour. Within a few days, they can make the journey from the Sun to Earth orbit, and can carry up to 50 billion tons of plasma.
The launch of the SOHO satellite in 1995 put the Sun under a 24-hour weather watch. One of the most spectacular instruments on this satellite was LASCO, the ‘Large Area Solar Coronal Observatory’. Like its predecessors on OSO-7 and Skylab, it was a coronograph, which manufactured artificial total solar eclipses so that the faint details in the corona could be studied. No sooner had the shutter opened on this instrument, when it began to record vivid images of CMEs leaving the Sun. Within a year, SOHO scientists became adept in using LASCO to anticipate when the Earth would be affected by these disturbances. Eventually, NOAA’s Space Environment Center, whose responsibility was to produce daily space weather forecasts, began to use the LASCO data in 1996 to improve their accuracy. By keeping an eye out for ‘halo’ CME events which were directly aimed at the Earth, it was now a routine matter to achieve a 2-3 day advanced warning at least for onset of major geomagnetic storms that could cause satellite outages and electrical power blackouts. So long as the SOHO satellite keeps working, it substantially improves our chances of never being caught off-guard the way we were during the Quebec 1989 blackout.
Although solar flares are often seen near the birthplaces of CMEs, solar physicists don’t believe they are what actually cause them. CMEs and flares both track still more subtle, underlying conditions that is the mother to them both. Flares actually happen at much lower altitudes in the Sun than where the CME plasmas are spawned. Solar physicist Richard Canfield and his colleagues at the University of Montana, have spent some time trying to get the jump on CMEs even before SOHO’s instruments can start to pick them up. They think they have found what is triggering at least the major ones that we have to worry about back home. To see the birth of a CME, you can’t use ground-based data at all. You have to use X-ray images of the Sun taken by satellites such as the Japanese-US-British, Yohkoh X-ray observatory.
A major press briefing at NASA Headquarters on March 9, 1999 soon got the news media’s attention, and The Washington Post carried a headline “Scientists Find Way to Predict Solar Storms’, while ABC News offered ‘The Sun’s Loaded Gun: S-shapes on Surface Foretell Massive Solar Bursts”. The idea that these S-shaped ‘sigmoid’ fields were like a cocked gun ready to fire became the inevitable centerpiece sound-byte in many of the reports. During sunspot minimum, about one CME can be produced each day or so. During sunspot maximum, the Sun can spawn a handful of them in a single day. Fortunately, most of these are ejected either on the opposite side of the Sun from the Earth, or at large angles from the Earth so that they miss us about nine times out of ten. When CMEs flare toward the Earth, ‘Great Aurora’ bloom across the globe, and geomagnetic conditions become dramatically turbulent for days as the great wall of plasma rushes by.
“Strong geomagnetic storm conditions are in progress. These levels of activity are possibly the result of a shock observed in the solar wind on October 21 at 01:38 UT originating from a coronal mass ejection on the sun on October 18. This level of disturbance routinely causes power grid fluctuations, increased atmospheric drag, and surface charging on satellites, intermittent navigation system problems, signal fade of high-frequency radio signals, and auroral displays at mid-latitudes” [NOAA/SEC Advisory 99-9, October 22, 1999]
The geomagnetic field and its collections of trapped particles, is the last stop for most of the severe space weather events spawned by the Sun. Just as your local weather reporter can tell you about rainfall, temperature, humidity and pressure as presages for tomorrow’s forecast, space weather can also be charted by keeping track of a handful of numbers. Over the years, scientists devised a number of quantities that gave a quick reading to the level of geomagnetic storminess. Few have turned out to be as popular as the ‘Kp’ index devised in 1932 by Julius Bartels. Next to counting sunspots as a barometer of solar activity, the Kp index brings a second dimension to the problem of forecasting: Sunspot numbers define how active the Sun is, while Kp tells how vigorous the Earth’s response was to solar activity.
Kp is an average measure of the largest swings in magnetic activity that you record around the globe during any three-hour period. It’s not a number on a linear scale like temperature, instead it’s a part of a logarithmic scale like the Richter Scale, which is used to gauge earthquakes. A 9.3 geomagnetic storm, for example, is 100 times more powerful than a 7.3 storm. Typically, on any given day, the Earth’s field imperceptibly bumps and grinds at Kp levels between 1.0 and 3.0. With a magnetic compass in hand, you would not even know there was a problem at all. These seemingly random gyrations define the normal quiet state of the planetary field, but occasionally it can belt-out a disturbance you need to pay attention to. Kp values between 4.5 and 5.5 are classified as Small Storms like the occasional, harmless, earthquakes seismologists detect every few weeks in the San Francisco Bay Area. Large storms require Kp values between 5.6 and 7.5, and these are like the yearly shakes that California residents feel that cause the dishes to rattle and the chandelier to swing. Finally you get to the Major ‘head for the hills’ Storms require Kp indices greater than 7.5 and resemble the once-in-a-decade Loma Prieta or 1999 Turkey earthquakes. They are the ones that can cause blackouts. Luckily, geomagnetic storms have to be pretty large ones before anyone has to seriously worry about what impacts they will have. Only storms with Kp indices greater than about 6.0 seem to have what it takes to shake-up electrical systems. On this scale, the Quebec blackout was a 9.3 “mega storm”. There have only been three other ones like it in the last 50 years: in 1940, 1958 and 1989. With that said, space scientists cannot tell you when the next one will happen. One thing is for certain based on previous patterns; the odds are very high that there may be less than a few minutes warning that the storm will escalate to this level of severity – not enough time for a utility company to do much more than watch, and hope for the best. By the time you are forced to use Kp to decide what to do, it is already too late to decide what to do.
So, after 100 years of effort, space physicists now have begun to understand some of the basic rules of space weather forecasting. They know how to measure a set of parameters that track space weather severity. They have at their disposal, real-time images of the solar surface and it’s surroundings. There are many parallels with ordinary weather forecasting, too. Like modern weather forecasters watching a hurricane develop, they can track CMEs as the leave the Sun, but they lose sight of them almost immediately as they enter interplanetary space. Just as hurricane watchers on a beach can see an incoming storm hours before it arrives, satellite sentinels at the L1 Lagrange Point can anticipate a CME shorefall on Earth within the hour. Solar physicists can anticipate when a solar region may disgorge a flare, but like weather forecasters, they cannot predict the times of individual lightning strikes.
The main problem that opposes the further development of newer space weather forecasting techniques is that the data is too sparse to follow all of the changes that can have adverse impacts. Research satellites are launched and put into service on the basis of scientific needs, not on the basis of their utility to space weather forecasting. Even if we had a fully working armada of satellites keeping a watch on the entire system, this would still not be sufficient to provide detailed forecasts. Some method has to be found for filling-in the data gaps, and that method involves the detailed physical modeling of the system and all of its various interactions.
In ordinary weather forecasting, scientists have thousands of stations throughout the globe that report local temperature, pressure, humidity, wind speed, and rainfall. Weather balloons and rockets, as well as satellite sensors measure changes in wind speed and pressure across great swaths of vertical space from the ground and into the tropopause. Every minute or hour, a ‘state of the atmosphere’ survey can be made to poll how things are going. To make a forecast about tomorrow’s weather, you plug this data into a sophisticated 3-dimensional model, which extrapolates the current conditions into the future, one small computation step at a time. It’s called the General Circulation Model, and it’s the product of a century’s work in the scientific study of the atmosphere using the tools of classical mechanics and the behavior of gases and fluids. When you mix these theoretical ingredients together with the data on a rotating, spherical surface heated by the Sun, and connected to the oceans and land masses, the resulting atmospheric model helps the National Weather Service generate forecasts good enough to make the average person happy. The one-hour forecast is usually bang-on correct. The 24-hour forecast is now routinely accurate for perhaps 95 attempts out of 100. The three-day forecast is usually good to about 70 attempts out of 100, unless you live in Boston – where nothing works. Even the seven-day forecast is better than the toss of a dice in many localities. Weather forecasts are also more accurate the larger the area they apply to. For instance, you may not be able to predict the rainfall in Adams, Massachusetts next Wednesday, but you can tell if El Nino will make the entire East Coast of North America warmer or cooler by two degrees. With long-term climate models, you can even recover the global weather patterns for the spring of 769 AD
Now, suppose you only had a dozen weather stations across the globe, and every five or ten years you had to replace some of them at a cost of $150 million each. Suppose, too, that when you replace them you don’t put the new ones in the same locations, or equip them with the same instruments. You also don’t get to make the measurements at the same time. Then, added to this, suppose that your forecasting model is still under development because you don’t know what all of the components that affect your weather happen to be. You don’t know how clouds move from place to place, or how the sunlight actually heats the gas, or just what it is that causes rain to form in a cloud. Welcome to the complexities of space weather forecasting:
“Solar activity, between December 1-27, is expected to range from low to high levels. Frequent C-class flares are likely. Isolated M-class flares will be possible throughout the period. There are also chances for isolated major flares as potentially active regions 8765, 8766, and 8771 are due to return on December 7. There is a chance for a solar proton event at geosynchronous orbit when the above mentioned regions return starting on December 7. The greater than 2 MeV electron flux at geosynchronous altitude is expected to be at moderate to high levels during December 5-10 with normal to moderate levels during the remainder of the period. The geomagnetic field is expected to be at unsettled to minor storm levels during December 4-8 due to recurrent coronal hole effects. Otherwise, activity is expected to vary between quiet and unsettled levels barring any earth-directed coronal mass ejections” [NOAA/SEC Weekly Highlights and Forecasts, December 1, 1999 2112 UT]
By the 1980’s, solar and geospace research had made a number of significant refinements to the best of the theoretical models for how the space weather system functions; much of this was thanks to the advent of powerful supercomputers and new data from dozens of interplanetary observatories and spacecraft. Everyone could now afford their own ‘workstation’ that harnessed more computing power than most of the mainframe computers of the 1960’s era. What was dramatic about the new way for researchers to do business was that it was no longer necessary to take mathematical shortcuts that could compromise the accuracy of a theoretical prediction. Nearly-photographic renderings of complex fields, plasma flows and particle currents could be calculated, and compared to satellite data as it was taken along the satellite’s actual orbit. Theoretical investigations were now hot on the trail of being able to describe the detailed bumps and wiggles in satellite data, not just their overall shape. Because the calculations were based on ‘first principles’ in physical science, they were powerful numerical testing grounds of our knowledge of the space environment. Glaring deficits in understanding tended to show up like a black eye, impelling theorists to improve the mathematical models still further. The art of modeling space weather systems had matured to the point that the crude averages used in earlier AE and AP-8 models were no longer necessary or even desirable.
The next big challenge was to combine a number of separate mathematical models into one seamless, coherent, and self-consistent super-model. The National Weather Service had long enjoyed the benefits of a General Circulation Model to predict the course of a hurricane, or next Tuesday’s rainfall. What space weather forecasters needed was something very much like it. During the 1980’s, researchers independently worked on their own theoretical approaches to space weather phenomena, each describing a specific detail of the larger system. In the 1990’s, it was time to bring some of these pieces together. Here’s how it is meant work, at least in principle:
In the new scheme of things, a Solar Surface ‘module’ developed by one group of researchers would take a set of input conditions describing the solar surface, and calculate the surface magnetic conditions of the Sun along with the various plasma interactions and flows. This information would be passed on to a Solar Wind, or CME, Module developed by other groups, which would detail the transfer of matter and energy from the solar surface, all the way out to the Earth’s orbit. At this point, you would have a forecast of whether the Sun was going to send a CME towards Earth or not.
The output from this Solar Wind module would then feed a Geospace Physics module, which would calculate the detailed response of the Earth’s magnetosphere, ring currents and magnetotail conditions. Finally, there would be an Upper Atmosphere module that would take the output from the Geospace Physics module and calculate how the properties, currents, energy and composition of the Earth’s exosphere-ionosphere-mesosphere system would be modified.
Like a relay race in which a baton is passed from one research team to another, a disturbance on the Sun would be passed up the stack of modules until a specific consequence materialized in the geospace environment. Each of these steps would be updated in near-real time for a ‘Nowcast’, or jumped forward 5, 10, 48-hours to make extended forecasts based on the current conditions. At least this was the hope. In reality, although the individual parts to the ‘car’ were in-hand, there was no agency that could assemble all the parts. No single agency had the financial resources and scientific support to do it alone. The DoD might, for instance, have the best available model of the ionosphere; NSF might have supported research to develop the best available solar atmosphere model. The knowledge had to be shared and interconnected before it would be possible to make a meaningful forecast. This requires the cooperation of scientists working under many different kinds of grants, across a number of different federal and private agencies.
Even though space environment effects have been known for decades, space weather forecasting is nearly as much an art as a science. By some accounts, we are 40 years behind the National Weather Service in being able to detect or anticipate when a solar storm will actually impact the geospace environment. Meanwhile, the Weather Service has benefited from two critical developments during this same time frame. Powerful ‘physics-based’ programs have been created that run on supercomputers to track atmospheric disturbances from cradle to grave. This is possible because our theoretical understanding of what drives atmospheric disturbances has grown and deepened since 1950. The second factor is a functioning network of weather satellites, which actually watch the globe around the clock, and have done so almost continuously since the early 1960’s when Tiros was first placed in orbit. All of this atmospheric research and monitoring activity is supported by NOAA’s National Environmental Satellite, Data and Information Service which maintains a fleet of polar-orbiting and geosynchronous weather satellites to the tune of $368 million (FY 1997) a year. There is no comparable network of non-research satellites to keep track of space weather conditions.
Unlike terrestrial weather which, as they say in Boston changes every five minutes, the space environment is quite another matter. Only in the last five years have scientists been able to put in place a rag-tag collection of satellites capable of keeping constant, and simultaneous, watch on the solar surface, the solar wind, and its affects on the geospace environment. Although NASA has launched more than 60 research satellites since the early 1960’s, studies of the space environment are still regarded as low-profile activities compared to planetary exploration and probing the deep universe. The need for a specific satellite is weighed entirely on its scientific and technological returns to NASA and the space science community, not on any benefit to NOAA, or commercial and military space weather applications. This is an attitude very much different than for weather satellites such as the Tiros, GOES and NOAA series launched by NASA, but operated by NOAA. There are dozens of these applications satellites orbiting the Earth that are owned by non-NASA agencies like NOAA, the Department of the Interior, and the Department of Defense, compared to a handful of working research satellites.
As the 20th Century began to draw to a close nearly 40 years after the start of the Space Age, members of the space science community thought that it was a good time to start thinking about the big picture. So in 1993 they went ahead and contacted the National Science Foundation. In response, NSF organized a meeting of government, industry, and academic representatives to discuss what was going on in space weather research, and what kinds of things needed to be done. The Federal Coordinator for Meteorology was assigned the task of organizing this effort, which would take quite some effort to set in motion. It was pretty obvious, by then, that several decades of independent work by researchers in many agencies had, nevertheless, still left many things only partially completed in terms of a larger product such as a space weather forecasting model. Like tiling a floor, sometimes it is easier to work at the center of the floor than in the complex boundaries. But, some invisible threshold had been crossed, and everyone agreed that the new, National Space Weather Program (NSWP) would be worth the cost,
“The predominant driver of the program is the value of space weather forecasting services to the Nation. The accuracy, reliability, and timeliness of space weather specification and forecasting must become comparable to that of conventional weather forecasting.” [NSWP,1999]
NSWP would have to work with such diverse federal agencies as the National Oceanic and Atmospheric Administration (NOAA), NSF, the Department of Defense (DoD), and NASA; all having long, historical ties to different segments of the research community, and with their own needs for improved forecasting capability. The DoD, for example, has its own space weather service provided by the Air Force’s 50th Weather Squadron in Colorado Springs, Colorado. Their particular interest is how solar and geomagnetic storms affect the LORAN navigation system, Global Positioning System satellites, and other sensitive satellite real estate. They had one of the best ionosphere models in the world, but were understandably concerned about secrecy issues in just handing over the model’s computer code and operating theory to a non-DoD community.
To start the ball rolling, NSF and the DoD made $1.3 million available in 1996 to augment space weather research in several key areas, and promised to increase this amount each year. NSF added this new research directive to its Global Change Research Program through a new initiative called Geospace Environment Modeling. The outcome of this research would be a Geospace General Circulation Model, which would take solar wind conditions and forecast their consequences for the entire geospace region. A series of ‘campaigns’ begun in 1996, would support theoretical modeling grants for researchers to study the magnetotail region and how it causes substorms, and the inner magnetosphere with its ring currents. This sounds like a lot of money, but in reality, nearly half of the $1.3 million per year will disappear into various forms of institutional ‘overhead’ costs including phone bills, office space rental, and health benefits. Out of hundreds of space scientists, only a few dozen or so will be supported each year on this kind of a budget to do the Herculean job of building this mammoth space weather modeling system. But it was a far cry from no support at all! By FY 1999, this amount had increased to $2 million, and the NSF was hoping to use this to support 20-30 scientists at $50,000 to $100,000 per year, including overhead costs.
NASA already supported much of this activity through its Office of Space Science, which handles ‘Sun-Earth Connection’ research. NASA?s role in space science has by no means been inconsequential. Since 1958 it has built and launched over 60 solar and space physics research satellites at the behest of the space science community. With Congressional approval, NASA creates satellite programs such as Explorer, MIDEX, and SOHO, which pay teams of researchers to build the instruments and the satellites. NASA then launches these payloads. Afterwards, NASA provides all of the satellite tracking and data archiving services for the duration of the funded mission. Each mission has a budget for Mission Operations and Data Analysis (MO&DA) from which it supports its own investigators to work with satellite data. NASA also hires its own permanent staff of space scientists to support the archiving activities and provide modest enhancements to the format of the data so that the space science community can work with the data more efficiently. Ironically, NASA space scientists and mission scientists cannot apply to the National Science Foundation to support their research. NSF does not support space research using NASA resources. NSF considers any research involving space or satellite data something that NASA should support. NASA, meanwhile, rarely supports astronomers to carryout ground-based research involving telescopes. NASA ‘Civil Service’ scientists meanwhile can only conduct research that enhances the value of the satellite data. Although mission space scientists sometimes are offered permanent jobs with NASA when no hiring freezes are in effect, they usually return to academia or industry, and continue their research, sometimes by obtaining both NSF grants and NASA research grants.
Beginning in 1996, NASA?s Office of Space Science tried to set-up a Quantitative Magnetospheric Predictions Program that was supposed to result in a comprehensive magnetospheric model. The model would rely on solar wind data provided by its own research satellites such as WIND or ACE, and from this compute the consequences for the complete system. It was a promising and exciting new program, and a timely one to boot, but the idea was left dormant for several years and never became a funded NASA program. The message from Congress, and from NASA, to the scientific community was that NASA had already done its fare share of contributing to the National Space Weather Program just by providing the research community with satellites and data. Any work that NASA’s space scientists would do with the archived data would have to focus on providing ?value-added? information, but not to produce a major new product such as a new forecasting model. At the request of the non-NASA research community, NASA had put into place a virtual armada of solar and space physics research satellites, and NASA was very happy to supply non-NASA modelers with all the data they needed. After 40 years, there was a lot of data to go around.
At the NASA, Goddard Space Flight Center, Building 28 is tucked away in a not very well traveled part of the campus. Deer frequently come out on the front lawn to graze, and keep a wary eye out for passing scientists. The 1990’s vintage architecture hides a virtual rabbit’s warren of offices and cubicles, each with its own occupant hunched over a computer terminal or reading the latest journal. It is also the home of the National Space Science Data Center; a massive, electronic archive of all of the data obtained by NASA satellites since the early years of space exploration. 395 satellites have contributed 4,400 data sets and a staggering 15 terabytes of data which grows by 100 gigabytes each month. There are also 500,000 film images from the manned space program, and hundreds of movies and videos.
Sophisticated, interactive, programs such as the Consolidated Data Analysis Web (CDAWeb), let scientists extract specific measurements of dozens of different physical properties that define space weather conditions throughout the solar system. You can do this too, if you visit their Internet page! Would you like to see what the solar wind magnetic field was like on January 1, 2000? Enter the date, select the magnetic parameter, and in a few seconds you will get a plot of magnetic field directions from the ACE or WIND satellites. A little more of this data mining will quickly point out a problem. There are big gaps in the available data for a given parameter you are looking at, because satellites and their measuring instruments have not been flying at the same time to perform coordinated studies of specific phenomena. This lack of coordinated observations began to change in the early 1990’s with the International Solar-Terrestrial Program: ISTP.
This $2.5 billion program inaugurated in 1994, used the vast majority of this money to build four key satellites, and to support engineers and other ground crew to keep round-the-clock vigils on spacecraft functions and telemetry. The Solar and Heliospheric Observatory (SOHO) monitors the solar surface at optical and ultraviolet wavelengths to catch CMEs and to keep watch on active regions on the Sun. WIND measures the solar wind speed and magnetic field strength, at the L1 Lagrange Point inside the orbit of the Earth. Next in line is the Geotail satellite whose complex orbit lets it measure activity in magnetotail of the Earth, watching for changes that herald the onset of geomagnetic sub-storms. Lastly, the POLAR satellite looks at the Polar Regions of the Earth to keep watch on the changes in auroral activity.
In principle, this fleet of satellites can study the ‘cradle to grave’ growth of solar disturbances, and track them through a series of satellite hand-offs all the way from the solar surface to the auroral belt. The ISTP network has only been in place since 1996, which means that it hasn’t been ‘on the air’ long enough to examine a representative number of solar storm events. In fact, it started its campaign during sunspot minimum when not much was going on at all. With the planned budget cuts, and its $50 million annual operating budget, it is unlikely the ISTP network will be able to operate much beyond the peak of Cycle 23; a critical period for catching the Sun at its worst.
Since ISTP became operational, NASA has also provided an array of other satellites beyond the ISTP constellation as new technology and scientific interests arose. By 1998, the Sun, the wind from the Sun, and the geospace environment have been under around the clock surveillance by a newer generation of satellites. None of these missions, however, have a carte blanch to do more than a modest amount of research with their data before archiving it for posterity.
The Advanced Composition Experiment (ACE) satellite, launched in 1998, monitors the minute-to-minute changes in the solar wind magnetic field and composition. This $160 million mission, hopes to retain NASA funding until its steering gases run out in 2006. Despite the many, and growing, practical benefits of having this satellite operational until the end of Cycle 23, it faces stiff competition from other planned research satellite programs to continue operating beyond 2001. NASA, and the space community, is less interested in practical benefits from a satellite, than a steady stream of fundamental insights about space physics processes. The predecessor to ACE, called ISCE-3 launched in 1978, ran into similar difficulties. NOAA and DoD wanted this satellite to remain at L1 to continue providing real-time solar wind data for space weather forecasting. NASA, at the urging of its science advisory board, yanked it out of this location so that it could fly-by Comet Jacobi-Zimmer in 1983. The Air Force made it quite clear to NASA that ISCE-3 was needed for practical purposes, but NASA had to listen to the science community which sponsored the mission to ‘explore’ and do a pre-Halley’s comet flyby. ACE currently costs $5 million each year to maintain the satellite, and to fund research scientists to work with, and archive, the data. Again, NOAA and the Department of Defense, not wishing or being able to secure the funds themselves, rely on NASA to develop and launch satellites, like ACE, to help with their space weather forecasting.
The Transition Region and Coronal Explorer (TRACE) satellite, launched in 1998 uses high-resolution imaging to show the fine magnetic details on the solar surface which older satellites such as Yohkoh could not detect clearly. The promise of better advanced warning for CMEs, and especially for solar flares, will be realized by the crystal-clear images returned by this satellite of magnetic field structures on the solar surface. Even grade-school students will study these dramatic images to learn about solar magnetism. The $150 million mission will last until 2003, with no currently planned replacement to continue the exploration of the solar, magnetic ‘fine structure’.
The exciting prospect of actually imaging CMEs as they travel from the sun will become a reality in 2001 with the launch of the Solar Mass Ejection Imager (SMEI). This satellite, developed by the U.S. Air Force’s Battlespace Environment Division at the Air Force Research Laboratory, will measure sunlight scattered by electrons within the CME, and create movies of incoming CMEs. Extensive studies by Bernard Jackson, the University of California, San Diego co-Investigator on the SMEI mission, has already demonstrated how well this technique works using data from the HELIOS satellite in 1977, and radio-wavelength data from ground-based telescopes. As a forerunner to the next generation of CME imagers, it will almost completely take the guess work out of predicting which CMEs, out of the several thousand the Sun produces every sunspot cycle, will actually collide with the Earth.
Closer to home, the geospace environment will not be left out of this onrush of investigation. The $83 million Imager for Magnetosphere-to-Auroral Global Exploration (IMAGE), launched in February 2000 provides images of nearly the entire geospace region, to keep track of the movements of charged particles and their currents. Previous generations of satellites only measured the space weather conditions where they were specifically located. IMAGE delivers five-minute update images of the global pattern of plasmas, from the magnetopause all the way down to the auroral region. For the first time, space physicists can ‘see’ the flows and changes in these systems of particles, which previous satellites could only hint at. Its prime mission lasts two years, with a much hoped for extension until 2004 assuming that the space science community continues to see this satellite as actively contributing to magnetospheric research. What IMAGE scientists hope to learn from this is how high energy particles circulate and are stored, in the magnetosphere which will then tell space scientists about the latency of energetic particles. In practical terms, it may also illuminate how satellites such as Galaxy IV, DBS-1 and others, sometimes seem to run into trouble long after a space weather event has seemingly passed us by.
In the first decade of the 21st Century, a new series of NASA satellites such as STEREO, the Global Electrodynamics Connections, and the Magnetosphere Multi-Scale Mission will replace the current fleet. An ever-changing hat game will be continued as older satellites run out of fuel or funding, and have to be replaced by newer, more capable, satellites designed to explore new issues in the Sun-Earth system.
After the ISTP program disbands as its satellites, one by one, fall out of service from old age, what new program will take its place to coordinate another assault on the space weather issue? The current suite of satellites is mostly a series of independent efforts led by investigators studying specific issues, but there is only a rudimentary attempt at coordinating the observations. In some cases it is not possible to do this because, for example, a satellite like IMAGE may not live long enough to be on the scene when the STEREO satellites begin taking their data. IMAGE will rely on a, hopefully, one to two year overlap with SOHO and ACE to provide data on the external, interplanetary environment which sets in motion the geomagnetic events IMAGE hopes to investigate. But the key problem is that there is not enough research money outside the satellite operating budget to support scientists in making sense of what they observe. To make matters worse, over the years, the part of a mission’s budget which is set aside for research, MO&DA, often gets robbed during the construction of the satellite to cover cost over-runs. One solution is for NASA to create a program, with more available money to go around, to support both new satellites and enhanced MO&DA activities. In 1996, NASA attempted to create the Quantitative Magnetospheric Predictions Program, and ISTP. Although the former program did not survive as a new start, ISTP succeeded spectacularly, and provided a coordinated investigation of solar activity during the first half of Cycle 23. In 1999, NASA proposed another program to take over from ISTP, and to further coordinate space research activities.
“The ultimate output of this campaign would be the observational specifications for an operational space weather system and the models to apply to the data to produce accurate and reliable forecasts over the timescales required to be beneficial to humanity’s space endeavors” [NASA, SEC 2000 Roadmap, p. 96]
Every three years, federal agencies are required to develop strategic plans to serve as a basis for governmental policies and strategic planning. In January 2000, George Withbroe, the Director of NASA’s Office of Space Science, together with a team of 28 experts, produced a Sun-Earth Connections 2000 ‘Roadmap’. A significant factor in this document is the renewed emphasis placed on improving our space weather forecasting ability, and providing the satellite resources to keep a constant watch on the Sun through the year 2025. Withbroe’s new program, which he calls Living with a Star, is the embodiment of the new strategic plan, and will nearly double the $250 million spent on solar and geospace research each year by NASA. With the backing of his advisors from the space science community, he envisions a new suite of satellites to be built in the first decade of the New Millennium, which will take over from the aging ISTP program, and cover the next solar cycle: Number 24.
In August, 1999, following an unusually lengthy meeting with NASA’s Administrator, Daniel Goldin at NASA Headquarters, Goldin gave his go-ahead to Withbroe’s proposal to set-up such a new program, and since then Withbroe has been presenting his plan to the scientific community to galvanize support for it. Apparently, it wasn’t the detailed science or the heroic dreams of solar physicists that apparently caught Goldin’s attention. Instead it was an issue, in the post-Challenger NASA age, that has become a critical ingredient to every scientific program administered by NASA: Safety. Astronauts can, and will, be affected in a measurable way by radiation exposure. Even though the Occupation and Safety Administration and NASA have agreed upon the 60 rem per year annual limit for astronauts, in today’s radiation-adverse society, even this much (equal to thousands of chest X-rays) seems an unacceptable health risk. Some solar flares can do far worse than this dosage to a spacesuited astronaut. In a press release by the National Research Council issued on December 10, 1999, they also urged NASA to carefully monitor its astronauts for radiation exposure, and to support programs that will enhance our ability to forecast solar storms. Newspapers such as USA Today, carried the story, originally covered by the Associated Press, with the headline “Radiation Alert”,
“[The NRC] warned that astronauts might receive doses of radiation equal to several hundred chest X-rays from solar flares during planned space construction”.
Although Living with a Star is an exciting new program with profound impacts on space weather forecasting, it still has to meet the challenges of another, and even larger program, “Living with the Congress”. NASA may recommend a ‘new start’ program requiring a new ‘budget line’ to be opened in NASA’s annual budget, but it literally requires an Act of Congress to make it happen. Although we enter the New Millennium with over $200 billion in federal budget excesses each year, NASA’s own budgets are projected to be extremely flat for the foreseeable future, making it very difficult to shake-loose the money needed for a new program. Coming as it does as a new proposed expense for NASA during an election-year Congressional budget debate in the year 2000, the odds seem pretty slim that Living with a Star will reach ignition temperature. Nevertheless, a rumor has it that sometime in late-1998, while NASA was testifying before Congress, the issue of what NASA was doing about space weather came up in the questioning of NASA’s planned FY1999 budget. If true, this could be a watershed moment for the future of this entire enterprise at NASA, and a promising sign that its time has, at last, arrived.
“Solar storms are dramatic changes in our solar system that are the result of solar activity. The ground doesn’t shake, and the sky does not turn black when a solar storm strikes the Earth…Because solar storms attack the very foundation of our high-tech society, scientists are excited to find that satellite data will help them predict solar storms and mitigate their impact on Earth” [‘Our Sun:A Look Under the Hood”, NASA Facts]
More than just another NASA program that will benefit NASA and the academic space science community, one of the major beneficiaries of this new program will be the Space Environment Center in Boulder Colorado. This will happen just as the US Weather Service benefited from the atmospheric research spurred-on by the new satellite data provided by NASA in the 1960’s. The mission of the SEC is to conduct research on solar-terrestrial physics, develop techniques for forecasting geophysical disturbances, and provide real-time monitoring of solar and geophysical events. The 55 employees that work there under a $5 million annual budget, issue daily forecasts to a long, and in many cases confidential, list of clients including the US military and commercial satellite owners. Whether you are a Global Positioning System (GPS) user, a geologist prospecting for minerals, or even a pigeon racer, you may find yourself in need of one of these forecasts to avoid bad conditions that could cost you time and money, or get you lost. The modest annual budget for the SEC expended to create these forecasts seems an astonishingly small investment given that over $110 billion in satellite real estate, and hundreds of billions of dollars of annual electrical utility revenue can be impacted by a space weather event.
Because of a lack of data, and a regular stream of it that scientists can count upon over time, our understanding of space weather is still primitive. We cannot anticipate so much as a day in advance, which solar region will spawn a solar flare or a Coronal Mass Ejection. We cannot anticipate the properties of a Coronal Mass Ejection with any reliability until it reaches one of NASA’s sentry satellites (ACE, WIND, SOHO) in L1 orbit, two million miles from the Earth. This gives us barely 30 minutes to recognize a problem is on the way. Satellites such as POLAR, IMP-8 and Geotail patrol geospace, but cannot be everywhere at once to give us literally a ten-second warning. With resolutions measured in thousands of miles, we cannot anticipate how the geospace environment will respond to a storm at a level of detail that is useful for a specific military or commercial satellite. Instead, many spacecraft designers have to rely on statistical models of the geospace environment that are 30 years old. This is like trying to predict tomorrow’s rainfall in New York City using data from the same day of the year recorded between 1960 and 1970.
It isn’t just the satellite industry and NASA’s manned space program that will benefit from the next generation of forecasting tools provided by Living with a Star and the National Space Weather Program. The third leg of this particular stool is the electrical power industry. Progress in this area has been difficult because of the wide-spread opinion that an electrical power emergency caused by adverse space weather is so infrequent that it is ignorable. In fact, this is not the case at all as we discovered in Chapter 4. Every time there is a geomagnetic storm with a severity of Kp = 6, electrical utility companies in the northern-tier states experience strong GIC currents that trip some of their protection systems and require manual intervention to reset them. When Kp reaches 7 or 8, dozens of these temporary interruptions sweep across the electrical grid of North America, Scandinavia and Great Britain. When Kp reaches 9, as it does at least once every solar cycle, hundreds of equipment failures sweep across North America and Europe in a matter of a few minutes. Depending on the time of year and the amount of operating margin available, blackouts become an expensive and public reality.
The US electrical power industry, with annual revenues of $250 billion, has only recently warmed-up to GICs as a significant problem requiring serious attention. Countries such as England, Scotland and Finland have been aggressively working on GIC mitigation since 1982. In England, for example, they have a single power utility that includes Scotland and Wales, and also connects with France across the English Channel. During the 1980’s, they endured a number of strikes by coal miners which triggered electrical supply problems and sensitized the public to just how vulnerable their lifestyles are to even intermittent losses of power. When British and US electrical engineers brought GICs to the table, utility managers were much more interested in mitigating even these rare impacts. The British power industry welcomed any new insight that might keep their customers happy.
In 1991, Bill Feero an electrical engineer from the Research and Management Corporation in State College, Pennsylvania developed a real-time monitoring system called Sunburst, which could measure the GIC currents at hundreds of locations across North America and Europe. All that participating electrical utility companies, such as the Potomac Electric and Power Company (PEPCO), Virginia Electric Power Company (VEPCO), and Baltimore Gas and Electric (BGandE), needed to do was to install a passive measuring device on selected transformers at their sub-stations. These devices, no bigger than a bagel, transmit by phone line, minute-by-minute GIC current measurements to Sunburst headquarters in Pittsburgh. In essence, the system turns the power grid into a vast space weather gauge. When the readings exceed preset levels, warnings can be sent to the participating power companies to alert them to conditions that could lead to an equipment outage.
PEPCO, VEPCO and BGandE, despite their locations in regions that are usually not greatly at risk from geomagnetic storms, are no strangers to outages. A January 1999 ice storm turned out the light and heat for over 400,000 people in Maryland,Virginia and Washington D.C. for up to five days. Although it was not widely reported, is was a major hardship for many residents of the Washington D.C. area. The electrical utilities were under constant, unrelenting attack from private citizens and the media to reconnect their services. One street waited hopelessly by for two days, while the lights on the streets surrounding were quickly brought back on. The bad press, and harsh feelings directed towards the electrical companies undid years of hard work by the utilities to portray themselves as ‘friends’. It was not surprising that these same utilities appeared at a conference in Washington D.C where Bill Feero rolled-out his Sunburst system and asked them for support. Even rare geomagnetic events could throw their customers into a frenzy, and the few thousand dollars for the Sunburst system seemed like a bargain.
Besides its potential for helping some power companies avert the embarrassment of another blackout, GIC monitoring equipment has also made several important discoveries of its own. Prior to the advent of the Sunburst system, many engineers thought that GICs could cause power transformer failure only under extreme conditions, and in general, it would involve only the primary ’60-cycle’ electrical responses of the equipment. Thanks to active monitoring of GIC currents, engineers now recognize that the higher harmonics of this 60-cycle frequency can also do significant damage by causing stray currents to flow in large turbine generators. Also, capacitor banks, which help maintain network voltages, can be tripped and taken off-line by the higher-frequency voltage spikes produced by these harmonic GIC currents.
One problem with real-time power system monitoring is that, although it is far better than being caught unawares, once a GIC starts to happen, you have precious few seconds to do anything meaningful. Severe storms like the one that caused the Quebec blackout are preceded by very normal conditions, and within a few seconds the GIC currents rise sharply to their full levels of hundreds of amperes. Local, real-time measurements alone, no matter how widespread and accurate, will probably not be enough by themselves to guide plant managers to take meaningful action. The information can, however, be used in a post-mortem or forensic mode to let plant managers know which devices are the most vulnerable to GIC assault. Another approach is to try to forecast when GICs will happen. This is not as impossible as it seems.
John Kappenman at MetaTech Corporation, has developed a sophisticated forecasting tool that lets electrical utilities anticipate just what the next space weather event will do to transformers and other power systems. Real-time data from the ACE satellite is used to gauge the magnetic properties of the incoming solar wind 30-45 minutes before it arrives at the Earth. The forecasting program, which runs on a Pentium-class PC, calculates the strength of the auroral currents over the Northern Hemisphere, and what the ground-level voltages will be induced from this current. This part of the calculation requires that an accurate geological model of the Earth’s crust under the transformer be specified to a depth of nearly 700 miles. Once this ‘geopotential’ map is created, a detailed model of the transformers, and their interconnections is used in the final step of calculating the GIC that is induced in the transformer’s ground system. Although the system is not perfect, it can predict very accurately the strength of the GIC at any moment in time, so long as there is ACE solar wind data available.
An electrical utility company running Kappenman’s ‘PowerCast’ system can look at any line, transformer or other component in their system and immediately read out just what it will do when the solar wind hits the Earth traveling at a million miles per hour. With 30 minutes to spare, it is now possible to put into action a variety of counter-measures to gird the grid from failure. PowerCast is currently in operation in Great Britain where it has been used for several years to improve the reliability of their national power grid. Entry into the North American utility system has been sluggish because, at a cost of a few thousand dollars per month, many utility managers still do not see it as a high priority investment given that space weather disruptions are so infrequent.
The lynchpin in this powerful system of GIC forecasting is scientific research satellites such as NASA’s ACE satellite and its on-board solar wind monitor. At a distance of two million miles towards the Sun, its instruments report on the second-by-second changes in the density, speed and magnetic orientation of the solar wind. For decades space scientists have known that when the magnetic polarity of the wind dips southwards, it triggers violent instabilities in the Earth’s magnetic field in the Northern Hemisphere. When like-polarity conditions prevail, the magnetosphere receives a constant but firm pressure from the wind in much the way that two magnets with the same poles facing each other push apart. But when the polarities are opposed, fields intermingle and reconnect into new shapes in a dynamic process. Currents flow in the Polar Regions of the Earth, and it is these currents that cause VAR-generating GICs to bloom like dandelions on the ground.
Ironically, the ACE satellite seems constantly on the verge of cancellation by NASA to make way for newer missions. The fact that ACE data plays such a vital role in GIC forecasting for the power industry seems to be of no special interest to NASA. NASA is, after all, a research organization supported by the US taxpayer, not a for-profit corporation looking for commercialization opportunities. The viability of the ACE mission at NASA hinges totally on its scientific returns and not its potential for practical applications. NASA also has to make way for future missions with the declining, and politically vulnerable, space research budgets that US Congress, in its wisdom, has mandated. Meanwhile, in England, which uses the PowerCast technology, ACE is seen as a powerful ally in keeping their entire multi-billion dollar power system operating reliably. Rutherford Appleton Labs has invested in its own independent ACE satellite tracking station to intercept the solar wind data. Arslain Erinmez, Chief Engineer at the National Grid Company in England, notes that “The British power industry would be happy to do anything it can to keep ACE going”. While the destiny of satellites such as ACE turns completely on how well its scientists can convince NASA and Congress not to terminate it, its politically-silent, commercial clients both domestic and foreign continue to mine its data to help the power industry keep your electricity flowing.
NASA, and the space scientists that advise this agency, are not interested in building a follow-on satellite to ACE just to supply private industry with a forecasting tool, unless it can be justified on solely scientific terms of advancing our understanding. Even so, any prospective follow-on to ACE will have to compete with astronomy satellites such as the Next Generation Space Telescope to secure its funding, and with MAP, AXAF and Hubble Space Telescope to maintain their year-to-year operating budget. NASA has been forced into a zero-sum, or even declining, fiscal game by Congress, at a time when space research has exploded into new areas and possibilities. Whether the power industry gets a GIC-forecasting tool to keep Boston lights turned on, or NOAA’s Space Environment Center can help satellite owners prevent another major communication satellite outage, hinges on whether investigating quasars is deemed more important than studying the physics of solar magnetic field reconnection.
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http://www.kinetics.org.uk/engineering/html/mikrokopter.html | 2018-01-18T23:44:08 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084887660.30/warc/CC-MAIN-20180118230513-20180119010513-00221.warc.gz | 0.920989 | 199 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__49424599 | en | The Mikrokopter is an amazing helicopter and flying camera platform - there are versions with 4, 6 or 8 blades. The slight downside is that they’re only available as a kit, and need a reasonable amount of electronics experience and equipment to solder together.
So let me build yours for you ;-)
Assembly includes all construction and soldering, fitting the radio system, testing, loading the firmware and setting up, and a first test flight to make sure everything is working perfectly, plus shipping to you. All I take off are the props - two minutes to refit them.
The complete cost for a Mikrokopter Octos like this one is £300. Prices for the Quad and Hex will be lower. All you need to do when you order your Mikrokopter is arrange for it to be sent to me, and I’ll do the rest.
Here’s the above Octos on it’s first test flight: | aerospace |
http://anmedhealth.org/Services/Additional-Services/Emergency-Services/LifeFlight/Flight-Criteria | 2017-10-23T13:19:03 | s3://commoncrawl/crawl-data/CC-MAIN-2017-43/segments/1508187826049.46/warc/CC-MAIN-20171023130351-20171023150351-00561.warc.gz | 0.917802 | 729 | CC-MAIN-2017-43 | webtext-fineweb__CC-MAIN-2017-43__0__94665189 | en | When deciding whether to call LifeFlight, hospital and EMS personnel should consider the patient's medical condition and the need for rapid intervention by the medical staff of the receiving hospital. Consider requesting a LifeFlight transport when the following conditions exist:
The time saved by using a helicopter transport improves the patient's chances of recovery or survival.
Weather and road conditions or other factors inhibit use of ground transportation and seriously delay the patient's access to advanced levels of care.
These guidelines from the American College of Emergency Physicians and the National Association of EMS Physicians can help determine if a patient’s condition is serious enough to warrant helicopter transfer.
Helicopter transport can help patients get from the scene of an accident to the hospital in minutes. The following considerations can also help speed up the time it takes to get patients to definitive care:
Place LifeFlight on standby at the initial response. A standby request signals the pilot to review the regional weather conditions and if necessary decline or defer the request to another service that may be able to assist in transporting the patient.
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When LifeFlight is placed on standby by any service or facility outside of Anderson County, S.C., the helicopter will air stand-by (within safe and prudent guidelines). Air stand-by assembles the flight team, and allows the helicopter to start flying to the scene while the requesting agency assesses the patient and determines if helicopter transport is appropriate. Getting this head start can greatly cut a patient’s transport time in an emergency. If the requesting agency decides helicopter transport is not needed, the flight is cancelled and LifeFlight returns to base.
LifeFlight pilots check the weather at the beginning and intermittently throughout their shift. They keep the communication center updated with our flight status as it pertains to the weather.
GREEN - The weather at the base of operations and in our potential request area has required visibility and ceilings to allow for an immediate launch. Conditions are expected to remain unchanged.
YELLOW - The weather in parts of our response area may not meet ceiling/visibility requirements or conditions have the potential to deteriorate. All requests need to be verified/accepted by the pilot before launching.
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LifeFlight is notified when another service turns down a flight because of inclement weather. However, keep in mind that sometimes when one service cannot respond from their direction, LifeFlight can respond from another direction. If you are calling LifeFlight after another agency has turned the request down, report this crucial information to our communication specialist.
"Helicopter shopping" refers to the practice offering a previously declined flight to other air ambulance operators without sharing the reasons the flight was declined.
For example, a local 911 dispatch center might call an air ambulance operator for a transport and the operator turns the flight down because of unfavorable weather conditions, aircraft capabilities or maintenance issues. The dispatch center then makes subsequent calls to other operators without mentioning the previous refusals until an operator, unaware of the complete situation, agrees to accept the assignment.
This practice can lead an operator initiating a flight that would have been declined if he or she knew all the facts about the assignment. In some cases, helicopter shopping has resulted in fatal accidents. If you’re requesting LifeFlight service, pass along the reason(s) previous operators refused the assignment. | aerospace |
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Up to now it was necessary to carefully consider the appearance of range ambiguities during flight planning by choosing a flight altitude above ground assuring that all range measurements stay within a single MTA zone – which may be a really difficult task especially in complex terrain like mountainous areas. RIEGL’s new generation of airborne laser scanners overcome this limitation by multiple-time-around (MTA) processing.” | aerospace |
http://tipstechnews.com/insight-has-placed-its-heat-probe-will-dig-16-feet-beneath-the-surface-of-mars/ | 2020-06-03T05:38:19 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347432237.67/warc/CC-MAIN-20200603050448-20200603080448-00040.warc.gz | 0.940956 | 507 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__174760989 | en | Having placed its seismometer onto the Martian surface and covered it with a heat shield to keep it safe, NASA’s InSight mission has moved on to deploying its second instrument. New images from the lander have confirmed that on February 12, InSight succeeded in setting the Heat Flow and Physical Properties Package (HP3) instrument onto the surface.
The HP3 is equipped with a scary-sounding “self-hammering spike” which will delve up to 16 feet down into the soil and rock below the planet’s surface. This is considerably deeper than previous missions to Mars, which dug 8.6 inches down in the case of Viking 1m and 7 inches down in the case of Phoenix. The HP3 achieves this using a long vertical metal tube which contains a sharp spike called a mole which will be pushed into the soil. The cord which attaches to the mole has heat sensors to measure the temperature of the subsurface, and the mole itself has sensors to measure the thermal conductivity of the soil.
InSight will use this instrument to learn about temperatures on Mars by measuring thermal conductivity every 19 inches as the probe moves beneath the ground. Because of heat from friction caused by the drilling, the probe has to pause and cool down for a couple of days before a measurement can be taken. Once it is at a stable temperature, the probe is gradually warmed up to 50 degrees Fahrenheit (10 degrees Celsius) over the course of a day, and the temperature sensors measure how long it takes for the soil to conduct that heat.
“Our probe is designed to measure heat coming from the inside of Mars,” InSight Deputy Principal Investigator Sue Smrekar of NASA’s Jet Propulsion Laboratory in Pasadena, California said in a statement. “That’s why we want to get it below ground. Temperature changes on the surface, both from the seasons and the day-night cycle, could add ‘noise’ to our data.”
The biggest problem that could arise is that the mole could hit a rock beneath the surface which would prevent it from being able to burrow deep enough. If there is a rock at less than 10 feet (3 meters) down then there will be considerable noise in the temperature data which would take several years to filter out. But the researchers are optimistic that this will not happen, as the landing site had no surface rocks so hopefully there won’t be large rocks beneath. | aerospace |
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http://lifearoundthemap.com/iap-worldwide-employing-ingenuity-and-expertise-in-its-service-delivery/ | 2018-10-17T00:30:14 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583510932.57/warc/CC-MAIN-20181017002502-20181017024002-00542.warc.gz | 0.952277 | 564 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__196834228 | en | IAP Worldwide employing Ingenuity and Expertise in its Service Delivery
The IAP Worldwide Services’ range of services includes supplying critical services to military operations, undertaking disaster management tasks, and aircraft and airways’ maintenance. In order to provide such services, the company adheres to a number of core organizational principles. Some of their main values are being focused on the mission at hand, acquiring necessary capabilities through innovations and partnerships, agility in their management, and commitment to their core values and ethics.
IAP Worldwide Services boasts of being a reliable supplier of technical and technological services to sensitive government agencies such as the air force, and the navy. Through their expeditionary services, IAP ensures that when contracted to support a mission, the people on the ground can access all necessary services in order to complete their mission successfully. This includes offering logistical services for goods and people, supplying field medical supplies, building temporary and permanent structures, and training local residents where necessary.
In one of their operations, IAP Worldwide offered mission support to a military mission in Afghanistan. The operation involved installation of communication systems at Kabul Airfield. The Kabul Air Control Center provided specialized communication systems within the Kabul Flight Information Region (FIR). The services offered included radio-based instrument flight rule, non-radar, and visual flight rule services on CareerBuilder.com. With the Kabul Air Control Center operational, the economy of Afghanistan was able to recover from the post-crisis period give the increased number of flights recorded in the country after the center was launched.
Read more: IAP: Home
In addition to providing mission support services, IAP Worldwide also leads at the provision of emergency services across America and select world regions. Whenever a natural disaster or man-made catastrophe occurs, human lives are put at risk. To avert or minimize the damage incurred, it is important to reach out to a team that has the capability and the commitment to mitigate damage in the best way possible. IAP Worldwide responds to emergency calls by being equipped with relevant equipment necessary for the provision of power and medical support.
With their 60 years’ operational experience, IAP Worldwide have developed system-based approaches to challenging problems. Subsequently, the firm is able to create responsive solutions to critical situations on kayescholer.com. For instance, the company is known to create environment management solutions in response to natural disasters in order to enhance safety. The company has developed a culture that seeks to address each problem in the best way. This requires the firm’s team of experts to be exceptionally creative and flexible in designing solutions to any problem.
IAP Worldwide operates from its headquarters at Cape Canaveral, Florida. Additionally, the company has offices in over 50 other locations across the globe. The firm has over 2000 employees. | aerospace |
https://www.planet-fpv.com/produit/blade-theory-type-w-fpv-equipped-bnf-basic-760mm-black/ | 2024-02-25T02:58:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474573.20/warc/CC-MAIN-20240225003942-20240225033942-00665.warc.gz | 0.763605 | 374 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__34442703 | en | - 6+ Channel Spektrum™ Transmitter
- 4S 1300mAh Battery
- Suitable Li-Po Battery Charger
- (1) Theory Type W Team Edition BNF Basic
- (1) Spektrum AR636A Receiver
- (1) 30Amp ESC w/ BEC
- (1) 25/200/600mW Video Transmitter
- (2) A3055 MG Servos
- (1) 2206-2450Kv FPV Racing Motor
- (1) Spektrum Swift 2 FPV Camera
- (1) User Manual
Take to the skies in no time with the convenience of the Spektrum™ AR636 Receiver simple binding procedure with Spektrum transmitters.
Spektrum video transmitter offers a variable-power solution with forward programming from second generation Spektrum transmitters.
NOTE: A HAM license is required to operate the Video Transmitter in North America
The 4S power system is ideal for quad or heli pilots who want a drop-in solution for common batteries.
30Amp ESC w/ BEC
High current ESC provides an ideally tuned power system for speeds up to 100MPH while maintaining a lightweight profile.
5×5 Glass Nylon Propeller
Improved propeller delivers high top end speed.
User-friendly launch mode provides confidence for pilots when flying this race-inspired wing.
Re-Tuned AS3X System
Increased cornering performance and straight line handling. With the flip of a switch you can disable the AS3X system – For races that do not allow the use of stabilization systems.
Limited Edition Trim Scheme
Team Edition trim scheme gives pilots a uniquely visual appearance when cutting through the air at impressive speeds. | aerospace |
https://kcgjj.cn/imhnatag/%E4%B8%8A%E6%B5%B7%E5%90%8E%E8%8A%B1%E5%9B%ADwc | 2021-09-25T15:46:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-39/segments/1631780057687.51/warc/CC-MAIN-20210925142524-20210925172524-00544.warc.gz | 0.938492 | 401 | CC-MAIN-2021-39 | webtext-fineweb__CC-MAIN-2021-39__0__27277665 | en | Source = e-Travel Blackboard: K.W Fair Work Australia has backed Qantas against an Australian Licenced Aircraft Engineers Association (ALAEA) dispute over the airlines new system of maintenance.Approved by the Civil Aviation Safety Authority (CASA), the implementation of the new system known as ‘maintenance on demand’ for Boeing 737-800 and Airbus A330 aircraft operating on domestic routes commenced this week.Ignoring the CASA approval, the ALAEA had instructed its members to continue conducting pre-flight maintenance checks on every flight. The unprotected industrial action has not yet affected any passengers or flights.Qantas domestic chief executive officer Lyell Strambi dismissed union claims that Qantas failed to follow an internal change management policy by not getting union approval. Mr Strambi said there was nothing that says unions get veto over any change or that union approval is required.According to Mr Strambi, aircraft manufacturer guidelines and the new system will bring Qantas in line with other airlines including Jetstar and Virgin Australia.The CEO commented that the airline’s investment in new aircraft enables a more modern approach to service and maintenance. “Modern aircraft have sophisticated systems which alert us to mechanical issues meaning engineers don’t need to check the aircraft before every single domestic flight,” Mr Strambi said.Putting safety at the forefront of priorities, Mr Strambi said the airline can improve efficiency by deploying the right people to the right tasks without compromising safety.The new system will see highly skilled engineers skills used where most needed and qualified, appropriately trained pilots continuing to perform a pre-flight check prior to each flight departure. As per the CASA-approved system of maintenance, an engineer will be assigned to every aircraft that requires a check performed.Older B767 and B737-400 Qantas aircraft will continue to have licenced engineers conduct a pre-flight check on all international flights and domestic flights. | aerospace |
https://philklein.photoshelter.com/image/I00005wqxawb0flI | 2017-09-26T16:31:55 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818696653.69/warc/CC-MAIN-20170926160416-20170926180416-00058.warc.gz | 0.894365 | 141 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__50674049 | en | Workers tackle dismantling "Slick-4." Space Launch Complex 4-East on Vandenberg Air Force Base was the site of 68 launches from 1964 to 2005. One of Vandenberg Air Force Base's most fabled landmarks -- an aerospace icon with a Cold War history -- is quickly disappearing from the skyline of the classified military base. The almost half-century old Space Launch Complex 4-East, a gigantic tower on the southwest coast of Vandenberg and easily visible from throughout the Lompoc Valley, is rapidly being removed to make way for Space Exploration Technology's new Falcon Heavy, a 22-story-tall booster considered the world's most powerful private rocket. PHOTO/PHIL KLEIN. | aerospace |
https://thethumbleusa.com/blogs/news/space-teether-toys-in-everyday-astronaut-best-space-gift-ideas-youtube-video | 2024-02-26T01:11:53 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474649.44/warc/CC-MAIN-20240225234904-20240226024904-00117.warc.gz | 0.966825 | 346 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__7643952 | en | Everyday Astronaut’s mission is to bring space down to Earth for everyday people.
Tim Dodd started Everyday Astronaut in 2014 as an art project on Instagram from which Tim's love for spaceflight snowballed into an obsession!! Haha a bit like us designing our Space Teether Toys. We only started out with the plan to design an Astronaut shaped natural rubber toy but this turned into 6 space themed baby toys, all unique and with such realistic designs.
In 2017, Tim started YouTube full time to try and make easy to understand videos about spaceflight and its from here that Tim came on our radar. We started to follow his channel and have been fans ever since.
Tim's YouTube videos and live streams are our go to. Just last month we were sat in the car in a very muddy field (after our son and daughter's cross country event) watching Tim's live stream of the second test of the new SpaceX Starship Rocket.
Tim is also off to the moon! He has been selected as a crew member on the dearMoon Project. This will be the first civillian mission to the moon in a rocket designed by SpaceX. Tim and his fellow civillian crew members will make a week long journey to the moon and back. How incredible is this!!
Last week Tim published a video on his YouTube channel listing his Best Space Gift Ideas 2023 and guess what..... it included our Space Teether Toys. Being such huge fans of Tim's this is epic. Everyday Astronanut has 1.51M subscribers! We are incredibly grateful to Tim for putting our products out there and in front of his amazing community. You can find the Best Space Gift 2023 article on his website too. | aerospace |
https://pnonline.org/2017/11/14/alumni-spotlight-john-bazin/ | 2021-07-27T20:39:59 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153491.18/warc/CC-MAIN-20210727202227-20210727232227-00073.warc.gz | 0.982906 | 519 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__197084555 | en | (Testing done in wind tunnel by Airborne Systems)
John Bazin,’10, is a Mechanical Engineer for Airborne Systems in Santa Ana, California. The project of the company at this moment is designing a parachute for the Mars 2020 Exploration mission. He talked about his life and career with Rockhurst students this past week.
While at Rockhurst, Bazin worked on cars as a mechanic outside of school which he thought he would continue to do after high school.While preparing himself to graduate from Rockhurst, John found himself not knowing what to major in. He had decided to get a degree in mechanical engineering since it could be used in multiple jobs.
Bazin was offered two jobs upon graduation of University of Missouri-Kansas City: one at Ford and one at Airborne Systems. Bazin had always thought that he would continue as a mechanic and take the job with Ford, but he acted on his gut feeling and took the job at Airborne Systems. Even though it was a bit of a pay cut, Bazin liked the location of Airborne Systems in California and thought that it would be more intriguing.
Airborne Systems is a company built around innovative designs for parachutes. The company focuses on different tythe pes of parachutes that can be used for multiple things such as military use, cargo and personnel delivery, and also large spacecraft deceleration systems. Bazin is part of a team of engineers focusing on a parachute for the Mars 2020 mission. NASA gave the company a nine-million-dollar contract in order to design, build, and test different parachutes that will guarantee a successful landing on Mars.
Bazin talked about his accomplishments and how he was glad he got a degree in mechanical engineering. Junior Abraham Mun sat in on the talk with Mr. Bazin. “I am really glad he came to talk to us about what he is doing. I didn’t realize how mechanical engineering could apply to multiple types of jobs.” Mun said.
Bazin talked about multiple tests the team ran through such as putting the parachute into a wind tunnel to see how it would act. “I was really intrigued with the photos Mr. Bazin used to show us the wind tunnel they tested the parachute in,” Junior Philip Ehrnman said. “The tunnel was huge, and it had four forty-foot tall fans.” Airborne Systems has finished the final parachute and they are working on the shipping process to NASA where it will sit until it is sent into space. | aerospace |
http://pwchamber.org/blog/2017/05/31/hubble-space-telescope-the-topic-at-freedom-museum-620-730-pm/ | 2017-06-26T08:50:31 | s3://commoncrawl/crawl-data/CC-MAIN-2017-26/segments/1498128320695.49/warc/CC-MAIN-20170626083037-20170626103037-00467.warc.gz | 0.943488 | 245 | CC-MAIN-2017-26 | webtext-fineweb__CC-MAIN-2017-26__0__176002988 | en | On Tuesday, June 20, 2017, at 7:30 PM, as part of the Freedom Museum Speaker Series, Steven J. Leete, a NASA Engineer, will make a graphic presentation about the Hubble Space Telescope and discuss its future. Mr. Leete joined NASA in 1987 and worked on several space flight missions, including the Cosmic Background Explorer, Cassini/Composite Infrared Spectrometer, Landsat 7, three Hubble Space Telescope servicing missions, and Constellation.
Mr. Leete, received his Bachelor of Science in Engineering from Princeton University in 1981 and worked for Hughes Aircraft Company on Intelsat VI before joining NASA. He received his Master of Science in Engineering from George Washington University in 1997. He has published articles on the mass driver, satellite servicing, and space solar power.
The Freedom Museum is located in the Terminal Building at the Manassas Regional Airport, 10600 Harry Parrish Blvd, Manassas, VA 20110. The event is from 7:30 PM to 8:45 PM, admission is free, and light refreshments will be served.
Stephen J. Leete, NASA Engineer, will discuss the Hubble Space Telescope on June 20 at the Freedom Museum. | aerospace |
https://www.ovationtravel.com/blog/april2019newsletterrecap | 2022-05-26T08:51:05 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662604495.84/warc/CC-MAIN-20220526065603-20220526095603-00268.warc.gz | 0.950897 | 685 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__213315070 | en | Ovation's weekly client e-newsletter, the Informed Traveler, keeps readers updated on travel industry news and trends.
Following is a recap of April's Top 5 (most clicked by Ovation clients) e-newsletter stories.
The Transportation Security Administration (TSA) is deploying over 300 new 3D security scanners nationwide, reports USA Today. The new 3D technology allows TSA officers to rotate images digitally to examine an item without unpacking a bag, which in turn allows travelers to keep laptops, liquids and other materials inside their carry-on bags when passing through security. The TSA began testing the 3D scanners in Boston and Phoenix in 2017 and has since expanded to 12 additional locations. The initial deployment of new systems is expected to begin in summer 2019 and be completed in 2020.
Delta Air Lines is reducing seat recline by half on 62 of its Airbus A320s planes that often fly business routes shorter than two hours in an effort to boost customer satisfaction, reports Skift. Delta states the change is because passengers want more space to watch TV, use the internet and eat and drink. The first airplane will start flying this weekend, with the rest coming within the next two months. Seats in economy class, including extra-legroom seats, will recline two inches, down from four. In first class, seats will go from more than five inches of recline to roughly three and a half.
A Federal Aviation Administration (FAA) panel has found changes Boeing made to a 737 MAX stabilization system to be "operationally suitable," and approved Boeing's plans for training pilots about how the system works, reports CNN. The board's draft report is a step forward for Boeing as it works to return the 737 MAX fleet to the air. After two weeks for public review, the FAA is expected to publish a final board report. The board's review process includes test flights, and Boeing CEO Dennis Muilenburg said last week the software has been tested on nearly 100 test flights.
American Airlines has ordered 100 of the Airbus A321neo planes to be put into service after receiving approval from the Federal Aviation Administration (FAA) reports USA Today. According to Airbus' website, the aircraft has trademarked fuel-saving wingtips called “Sharklets” and two new engine choices that deliver "per seat fuel improvements of 20 percent, along with additional range of up to 500 nautical miles/900 km. or 2 tons of extra payload." Amenities of the A321 line include high-speed Wi-Fi, power outlets at every seat and built-in holders for electronic devices.
The U.S. Department of Homeland Security (DHS) says Customs and Border Protection (CBP) is working toward implementation of biometric exit technology to cover more than 97% of departing commercial air travelers within the next four years, reports Travel Weekly. As of September 2018, 15 U.S. airports were using facial-recognition technology to confirm travelers' identities as they leave the country. To date, CBP has used the facial-recognition system on more than 2 million travelers on more than 15,000 flights; DHS says the biometric system has a match rate of 98%. As a result of this success, it says CBP has received "many commitment letters from airport authorities and/or air carriers supporting biometric exit operations." | aerospace |
http://mailto:thtr-tix@willamette.edu/news/library/2010/07/albaugh.html | 2015-07-07T06:47:14 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375099036.81/warc/CC-MAIN-20150627031819-00249-ip-10-179-60-89.ec2.internal.warc.gz | 0.966074 | 166 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__146114416 | en | Willamette alumnus, Boeing executive Jim Albaugh ’72 appears internationally
Willamette alumnus Jim Albaugh '72, president and CEO of Boeing Commercial Airplanes, was in the international news this week as his company completed its first international test flight for the new 787 Dreamliner commercial twinjet.
The airplane, which one UK news company called "the future of green aviation," flew from Seattle to the Farnborough International Airshow in England. Albaugh spoke with media about the features of the plane.
Albaugh majored in physics and mathematics at Willamette before earning a master's degree in civil engineering from Columbia University. He began working for Boeing in 1975 as a project engineer, and worked his way up through the company to his current position. Read more on the Boeing website. | aerospace |
http://lasandbox.leag1.com/Page.asp?n=19118&org=LASANDBOX | 2019-04-18T20:57:11 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578526807.5/warc/CC-MAIN-20190418201429-20190418223429-00299.warc.gz | 0.920705 | 2,947 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__127269068 | en | NUTMEG SOARING ASSOCIATION
Revision February 2000
Note - “}” denotes changes
The purpose of these Operating Rules is to provide for the safe, efficient use of club equipment, and for the consideration of the rights of all club members.
1. GENERAL OPERATING RULES
A. All flights must be made in accordance with FAR and local flying rules.
B. Only members whose assessments are paid are eligible to use club aircraft, as set forth in the By‑Laws.
C. Associate Members may receive instructional flights only if no Full Members or Family Members are on the waiting list to fly club aircraft.
D. Associate Members may not fly solo in club gliders or be towed by Nutmeg tow planes as pilot in command of privately owned gliders.
E. The pilot is responsible for club equipment from the time it is removed from its tie down until it is returned to the tie down and secured, or until it is turned over to another qualified club member.
F. The pilot is responsible for making a proper preflight inspection and, if a cross‑country flight is planned, for providing a qualified ground crew.
G. Aerobatic flight in club equipment is prohibited, except for:
1. Spins (in aircraft so approved) performed with an instructor.
2. Steep banks while thermalling.
H. A club instructor or club officer has the authority to suspend a pilot from flying activities for violation of FAR's, these Operating Rules, local flying regulations, or for any activity which could endanger the life of the pilot or others, the property of others, or the aircraft.
I. A student pilot may not fly solo unless a club instructor is on the field or the pilot has permission from a club instructor for flying on a specific day.
J. No pilot may fly club aircraft if on a given day that the pilot has consumed alcoholic beverages or has taken any drug, including antihistamines, which may affect his ability to fly.
2. ORDER OF OPERATIONAL RESPONSIBILITY
A. The order of responsibility for decisions concerning flying during club operations shall be:
1. The instructor on duty.
2. Any other club instructor present at the flight line.
3. The tow pilot.
4. Club officers.
5. The duty pilot for the day or the field manager.
B. The tow pilot is responsible at all times for the safe operation of Nutmeg tow planes.
3. GROUND OPERATING RULES
A. A duty pilot shall be appointed for each scheduled flying day.
B. When not feasible to schedule a duty pilot, an instructor, if present, shall designate and supervise a member to serve as duty pilot.
C. The duty pilots responsibilities:
1. See that all ground equipment is ready for use, is properly used during the day, and secured in the evening.
2. Keep an Operations Log Sheet for the day's flying activities with actual take‑off and landing times, and elapsed times. These should be recorded to the nearest 5 minutes. The duty pilot will collect and record the tow fees and send them to the club treasurer.
3. See that member participation in towing operations (i.e. glider hookup and launch) conforms with standard signals and is conducted in a safe manner.
4. Arrange for prompt retrieval and parking of aircraft after landing by seeing that:
a. The next pilot signed up to fly a glider which has just landed assists in returning it to the takeoff area.
b. After a trainer lands, the next pilot to fly must assist in returning the trainer to the takeoff area as a courtesy to the instructor, who can then devote attention to a review of the last student's flight and necessary logbook entries.
D. During the duty pilot’s necessary absence from the field, the field manager will assume the duty pilot function..
E. If a duty pilot cannot serve on a designated day, it will be his responsibility to find a qualified replacement.
F. Use of Operations Log Sheet and Sign‑up Sheet
1. Elapsed flight time will be logged from start of takeoff roll until end of landing roll to the nearest five minutes.
2. A member must be present on the field to sign up for a flight.
3. If a member cannot be found when his turn comes up, the name will be placed at the bottom of the list unless the member is away from the field on club business.
4. A member may sign up for only one flight at a time.
5. If a Full Member who is not qualified to carry passengers brings a guest to the field for a demonstration flight, he may sign up for a flight and it may be flown by another member who is qualified. This prerogative does not apply to Family or Associate Members.
6. A Full Member and one Family Member from that member's family‑group may sign up at the same time for a flight in club gliders.
G. The tow pilot should mail the day's tow plane log sheets directly to the club treasurer.
H. It is expected that any club member will, when asked, assist the duty pilot in the performance of his duties.
4. FLIGHT OPERATING RULES
A. Local Flight Rules
1. Flight duration, single‑place gliders.
a. Flights in single‑place gliders normally will be limited to one hour when there are other members waiting to fly, otherwise they will be subject to recall by radio.
b. Near the end of one hour of flight, the pilot should monitor the radio for a possible recall message.
c. Exceptions to the one‑hour limit on single‑place gliders may be made for one such glider to be used for badge flight, record flight, or flight to meet the two‑hour duration requirement to qualify for cross‑country flight. The pilot must announce his intention before takeoff
d. A pilot wishing to make a cross‑country or duration flight in a club aircraft shall declare his intentions as early as possible on the day of the flight. Such flight should be declared only if weather and other conditions indicate a reasonably high probability for the successful completion of the announced task.
e. Further exemptions may be made at soaring meets or encampments by agreement among those concerned, including the instructor, duty pilot, and other pilots.
2. Flight‑duration, two‑place glider.
a. The duration of training flights normally is 45 minutes, but can be altered by the instructor, taking into account needs of the student and the waiting list.
b. All flights in two‑place gliders will be planned as local flights, except that one glider may be used for cross‑country training flights.
c. Two pilots may sign up for a single flight of two hours under the following conditions:
(1) Both pilots must be Full Members.
(2) Both pilots must be qualified in the type of glider to be flown.
(3) The time flown must be accomplished in one flight only.
d. Exceptions to a and b above may be made at encampments by agreement among the instructor, the duty pilot, and the pilots concerned.
3. Minimum altitude for local flights is 1000 feet AGL. Below that altitude the pilot’s full attention must be directed toward the pattern and landing.
B. Cross‑country rules.
1. To quality for cross‑country flying in club equipment, a pilot must have logbook entries by club instructors indicating that he has:
a. Had at least one glider flight within the previous thirty days.
b. Had at least fifteen flights in the type of glider to be used.
c. Had five hours of soaring flight accomplished in five flights or less.
d. Had one soaring flight of at least two hours, using thermal lift.
e. Passed and is current with respect to the Private Pilot Glider written examination.
f. Completed the requirements for the Bronze Badge.
g. Been checked out on assembly, disassembly, and trailering of the glider,
2. The pilot must have permission from a club instructor for the specific day and location of any cross‑country flight in a club glider.
3. The pilot must make arrangements for a trailer retrieve crew even if an aero‑retrieve is planned.
4. The pilot must have tie down and disassembly tools in the glider.
5. An aircraft landed off‑field should not be left unattended unless adequately tied down and protected from farm animals.
C. Miscellaneous Flight Rules.
1. Checking out new members,
a. New members with glider rating will be required to take at least one dual flight with a club instructor and receive approval before solo flight in any club glider or tow by a Nutmeg tow plane in a privately owned glider.
b. Sudent pilots and those holding only power ratings must complete the check‑out in the 2‑33 and make five solo flights before soloing the1‑26.
2. Student pilots will be required to take dual flights at regular intervals.
3. A pilot who has not flown gliders in the previous ninety days must take a dual ride before flying club aircraft.
4. Before flying solo in wave or ridge for the first time, a pilot should be briefed by a wave or ridge qualified instructor. It is recommended the pilot also take a dual wave or ridge orientation flight with a qualified club instructor.
5. No club member may operate club aircraft above 12,500 feet MSL for more than 30 minutes, or above 14,000 MSL, without the use of supplemental oxygen.
6. High‑altitude is defined as flight above 18,000 feet MSL. No club member may operate a club glider in high‑altitude flight unless he has been briefed by a club instructor who has experience in actual high‑altitude glider flight or an altitude chamber.
7. A rated pilot may fly the 2‑33 or the Grob from the rear‑seat only after a rear‑seat check‑out given by a club instructor and a logbook sign‑off to that effect.
5. MISCELLANEOUS OPERATING RULES
A. FAI badge, record, and competition flights have priority over local flights.
B. Club aircraft may be taken to a meet or encampment as determined by a majority vote of the Full Members at a regular membership meeting or by the Board of Directors.
C. No instructor will give dual in Nutmeg aircraft until meeting the following requirements:
1. Fifty hours in Gliders.
2. Twenty Five hours in Schweitzer Gliders.
3. Ten flights in Schweitzer Gliders in the last Twelve months.
4. An FAI Silver Badge.
5. The approval of the Operations Commitee.
6. GROB 103 AND HIGH PERFORMANCE SINGLE SEAT (HPSS) CHECKOUT RULES
A. Grob 103. To check out in the Grob 103 a pilot must:
1. Hold a private pilot certificate with glider rating.
2. Have fifty flights in gliders as Pilot‑in‑Command.
3. Have twenty‑five hours in gliders as Pilot‑In‑Command.
4. Take at least five flights in the Grob 103 with a club instructor.
5. Pass a flight check and a cockpit check with a club instructor.
B. HPSS. To check out in the club High Performance Single Seat glider (HPSS), a pilot must:
1. Hold a private pilot certificate with glider rating.
2. Demonstrate proficiency in the Grob 103.
3. Have fifty flights as Pilot‑in‑Command in gliders.
4. Have a cockpit checkout and a logbook sign‑off from a club instructor qualified and current in that aircraft.
5. Every pilot qualified to fly the HPSS also must be checked out on assembly, disassembly, and trailering of that aircraft.
C. To remain current in the Grob 103 or the HPSS, a pilot must:
1. Have at least one flight as Pilot‑in‑Command of the particular aircraft within the previous ninety days, or
2. Take an instructional flight in the Grob 103 with an appropriately qualified instructor.
3. Currency in the Grob does not qualify to maintain currency in the HPSS, and vice versa.
7. TOW PLANE OPERATING RULES
A. Only tow pilots checked out by the Nutmeg Soaring Association and current as defined by FAR'S and the club's chief tow pilot may fly Nutmeg tow planes.
B. Tow planes are to be used only for furthering the interests of Nutmeg Soaring by:
1. Cross‑country ferrying of Nutmeg gliders.
2. Cross‑country retrieval of club and member‑owned gliders.
3. Qualifying new tow pilots.
4. Other soaring‑related flights.
C. Passengers may not be carried in the tow planes except for:
1. Qualifying new tow pilots.
2. Making weather observation flights.
3. Taking temperature soundings.
4. Taking a glider pilot member to or from a glider ferry flight.
D. The Cub will not tow the Grob 103.
8. NUTMEG POLICY WITH RESPECT TO GIVING DEMONSTRATION RIDES
A. Because of insurance considerations, a non‑member of Nutmeg Soaring Association may fly in Nutmeg aircraft only if:
1. He is a bona fide guest and the responsibility of a club Full Member, or
2. He demonstrates an interest in becoming a member of Nutmeg and joins as a Temporary Associate Member.
B. Exceptions to A above may be made in the case of:
1. FAA personnel with proper identification.
2. State Aeronautics Commission personnel.
3. Members of the local aviation community whose familiarity with soaring would enhance the understanding of and the safe and efficient conduct of our operation. | aerospace |
https://robertjames1971.blog/2022/09/27/dart-mission/ | 2023-04-01T10:21:38 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296949958.54/warc/CC-MAIN-20230401094611-20230401124611-00399.warc.gz | 0.925862 | 145 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__200044225 | en | I have a new favorite video. I don’t know if we know if the test was successful or not. Did we alter the asteroid’s orbit at all? I hope so.
robertjames1971 Generic 1 Minute
Published by robertjames1971
I'm wicked tall. View all posts by robertjames1971
One thought on “DART Mission”
We watched it live on NASA TV. It was pretty spectacular! They’re saying now that we won’t know for a couple of months whether or not the mission was successful. But wasn’t it just the coolest thing?
Comments are closed. | aerospace |
http://ngcraft.com/coanda-effect/ | 2014-12-18T20:56:15 | s3://commoncrawl/crawl-data/CC-MAIN-2014-52/segments/1418802767873.65/warc/CC-MAIN-20141217075247-00141-ip-10-231-17-201.ec2.internal.warc.gz | 0.93741 | 2,439 | CC-MAIN-2014-52 | webtext-fineweb__CC-MAIN-2014-52__0__101782073 | en | Many disc shaped VTOL aircraft designs use the Coanda effect to generate the vertical thrust to lift the aircraft. The cool thing about it, is the not-using of rotary wings or jets. No part of the propulsion system has to stick out of the body. This looks great, but it may also be important for being less vulnerable in certain circumstances, like being in space, flying supersonic, or flying through a city.
The Coanda effect is useful for vertical take off and landing, but will be distorted when the speed relative to the ambient air increases. It only works within the atmosphere (and under water). A disc shaped body can generate thrust for lift, but never as efficient as wings do (although a disc might work better than wings at extremely high altetudes).
It's not clear to me how energy efficient the Coanda effect is relative to a rotary wing or duckted fan. If a lot of ambient air is sucked into the airflow, increasing the mass, then it might be pretty good.
The coanda effect is describing how an airstream gets pushed against a surface, even when the surface is curved away from the direction of flow. No: it doesn't really stick to a surface, that's only how it looks like. The airpressure between the airstream and surface is lower IF the surface is curved away from the flow. The "fast air has less pressure" is a false statement, because there is no such thing as "fast air". Speed is relative.
The coanda effect can be used to:
- Make air flow outside a disc body.
- Adding ambient air to the airstream, thus adding weight and improving efficiency.
The ambient air is pulling the airstream, and the airstream is pulling the ambient air. This causes lower air pressure inside and around the airstream. But soon will this pulling and pushing cause turbulence.
When blowing an airstream close to a solid surface, the interaction of the airstream causes a drop of air pressure inbetween the airstream and the surface. The ambient air at the other sides of the airstream and surface pushes the two together.
Remember the power of sea level airpressure: about 1 KG/CM2
A curved surface causes a continuing acceleration of the airstream, and thus a continuing area of low pressure between the airstream and the surface.
The airstream though, should not be bent beyond 90º. More than 90º would cause negative thrust. But going beyond 90º can be useful if the goal is to gather all air under the disc, building an area of higher air pressure.
DRAG & TURBULENCE
Main trouble of the coanda effect is the airstream becoming turbulent and detaching from the surface, like how a wing stalls. Drag causes turbulence, drag from the surface and from the ambient air. It's a goal to drag as much as possible ambient air into the airstream, but the drag caused by the difference in velocity between the airstream and the surface is just a loss of energy. If the airstream gets turbulent and stops following the curved surface, there's no more low airpressure, no more thrust.
BOUNDARY LAYER CONTROL
An airstream can be "glued" to a surface by boundary layer control, using suction or acceleration.
It literary sucks the airstream towards the curved surface, even when it got turbulent!
A wing full of holes can deliver that sucktion, if the air inside the wing is pumped out fast. Extreme low pressure can be reached this way, on top of the surface.
Boundary layer suction is complex because the amount and position of optimal suction varies. If the airstream is stronger than the suction, and no vaulve is in place, then the air is sucked out instead of in, and that can cause the airstream to detach from the curved surface, turn from laminair into turbulent.
When using a flat surface and a lot of distance between the airstream and the surface, there is no airstream-surface drag. When sucking away the air inbetween, a great area of low air pressure can arise, meaning: thrusts.
The air sucked can become the airstream, but a closed loop would obviously not produce any thrust. The airstream is very powerful at first, and able to suck in many times it's weigh of ambient air into the stream. If enlarged 6 times, sucking in 1 time still 5 times untouched to produce thrust.
Adding "fast air" is easier. The added air accelerats the boundary layer and the airstream already out there. The whole airstream could be the result of many small jets plus a lot of ambient air.
A fan that blows air, produces thrust in the opposite direction.
An airfoil that directs the airstream downwards under the airfoil, will be pushed up and away from the fan.
I don't have real numbers from a coanda test bench, so my guess is that the total amount of thrust is upwards and about equal to the original thrust directly from the fan.
An airfoil that directs the airstream downwards over the airfoil, using the "Coanda effect", will also be pushed up and away from the fan.
My guess is that very the total force will again be about equal to the direct thrust.
The airfoil adds a lot of weight, so direct thrust would probably be more efficient.
ADDING AMBIENT AIR
Adding a lot of ambient air and thus extra weight into the airstream, can improve the thrusting power and energy efficiency significantly. So, the goal is to entrain as much as possible ambient air into the airstream. The area where the airstream and the ambient air are in contact needs to be a very large surface. Working near the edge of the disc is therefore most effective.
An air amplifier, air knife / air curtain, are products that can amplify flows up to about 30 times the input air consumption rate. The input air is of very high pressure though (1.5 - 7 Bar).
LESS DISTANCE, LESS DRAG
A radial airstream, flowing from the center to the edge, loses volume and energy really fast. If the airstream would, for example, start at 30 cm from the center at 4 cm thick, it would be ((30*2)*3.1416)*4 = 753.98 square centimeters.
If the edge of the disc would be at 200 cm, and for now no air resistance, the airstream would at the edge only be 753.98 / ((200*2)*3.1416) = 0.6 centimeters thick.
But in reality there is resistance, which makes the airstream turbulent and discontent from the airfoil pretty soon, losing thrust. I guess this must have plagued the first Astro Kinetics design. The last Astro Kinetics design starts its airstream almost at the edge.
As an airstream flows next to a surface, they interact, which will cause the airstream to become turbulent. One solution is boundary layer control, but a more simple solution is to keep the distance short, so that the air near the surface has enough velocity, all the way.
OPTIMIZING THE COANDA EFFECT
IMPORTANTCE OF GEOMETRY in optimizing the Coanda effect is demonstrated by these shadow photographs. At left is the flow of an undeflected jet of air. With a curved surface outside the slit (middle) the air tends to follow the surface, but with distortions. A step at the exit of the slit (right) produced a better flow but not an ideal one because the air impinged on the surface.
FURTHER MODIFICATIONS showed (left) that too high a step can cause the flow to separate from the surface. With a grooved surface (middle) the flow was undistorted. A well-balanced geometry (right) proved an ideal flow that was tangent to the surface.
"Step near slit proved to be crucial in maintaining good lift"
"The small step at the very lip of the slit is important because it turns the flow from the slit into an eddy, or vortex, which in this [circular] device rings the entire nozzle and therefore forms what is called a ring vortex. It is the vortex—or rather the low pressure generated within it— that causes the stream from the slit to bend and thus follow the contour of the shoulder. The curving of the stream around the shoulder produces a force directly radially outward; this force, tending to pull air away from the shoulder surface, apparently accounts for the relative vacuum, or suction, next to the surface. To maintain the suction, which prevents separation of the stream from the surface and causes the flow to accelerate, the stream must hug the shoulder surface closely without actually impinging on it or adhering to it.
Our experiments showed clearly that the creation of a stable Coanda effect depends on the appropriate adjustment of many factors: the diameter of the slit, the strength of the jet, the depth of the shoulder contour. Particularly crucial is the ratio of the slit diameter to the diameter of the nozzle as a whole. If the slit is too wide in relation to the shoulder breadth, the stream will tend to detach itself from the surface; if it is too narrow, the stream will tend to stick to the surface. Also important is the texture of the surface: a properly roughened surface helps to prevent distortion of the stream flow. In short, it takes a complex set of arrangements to produce a useful Coanda effect. It is no wonder that most investigators of the effect had found it to be an elusive phenomenon.
(source: "Applications of the Coanda Effect" by Imants Reba and Assistant Edward Wohlthausen, which appeared in the June 1966 edition of Scientific American.)
So, according to these tests by Imants Reba it's more efficient to create a "vacuum cell" than to blow the jet of air attached to a curved surface!
Similar to a Spay diffuser, a which one can blow and spay varnish on a drawing.
That makes sense, because the difference in speed between the jet and the solid surface is high, thus causing turbulence and all.
A coanda vacuum cell would be something like this:
Though beware of the air impinging (hitting) on the lower surface. Maybe an automatically adjusting lower surface flap can be made.
Another way to prevent friction between the jet of air and the surface, is to move the surface equally fast. Blowing the jet for example over a fast spinning cylinder. The jet of air drives the cylinder, so no extra motor is needed.
Something like this:
An ordinary propulsion jet pushes a mass of air away, to get an equal but opposite push, with which it can force an aircraft through the air. The rule for efficiency here is: the larger the air's mass, the more efficient the propulsion is. That is why modern subsonic airliners have jet engines with a very high bypass ratio. Turbine driven fans is what they have become.
A Coanda thruster is something different. Its goal is to lower the atmospheric pressure at the side where it wants to go, and let the atmospheric pressure push the craft there. When lowering the atmospheric pressure with a jet of air, the rule is not "the more mass the better", because a large air mass with little speed can't suck a cell vacuum. The opposite seems the efficient way to go here: the faster the drive jet goes, the more suction you'll get, up to a point because I don't think a supersonic jet of air doesn't suck well. I'm just speculating here, have no test data to proof it right. | aerospace |
https://www.trinityconsultants.com/news/states/minnesota/new-aviation-facility-part-70-general-permit | 2019-01-21T00:57:58 | s3://commoncrawl/crawl-data/CC-MAIN-2019-04/segments/1547583745010.63/warc/CC-MAIN-20190121005305-20190121031305-00187.warc.gz | 0.951079 | 233 | CC-MAIN-2019-04 | webtext-fineweb__CC-MAIN-2019-04__0__45276387 | en | A new Aviation Facility Part 70 General Permit will be available on August 31, 2017 from the Minnesota Pollution Control Agency (MPCA). Facilities whose operations include painting or refinishing aircraft or aerospace vehicles and are a major source as defined in Minn. R. 7007.0200 are eligible for this permit. After August 31, 2017, application forms for the general permit will be available on the MPCA website.
The new Aviation Facility Part 70 General Permit was developed in response to the MPCA identifying several facilities with painting operations which were constructed and operating without an air permit, often making them a major source. This new permit type will simplify the application process for these facilities and potentially streamline the process for new aviation facilities. If your facility includes aircraft painting or refinishing, you may want to look into this permit whether you already have a permit and might want to switch types, or if you don't currently have a permit but may need one.
For more information the new Aviation Facility Part 70 General Permit, and how this may impact your facility, please contact Alex Odom at (651) 275-9900 X-7. | aerospace |
http://cbs6stormteam.blogspot.com/2009/11/space-station-viewing-tonight.html | 2018-07-16T14:47:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676589350.19/warc/CC-MAIN-20180716135037-20180716155037-00496.warc.gz | 0.909457 | 120 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__189860663 | en | A great International Space Station viewing will occur tonight in Richmond from about 5:29-5:34 p.m. Just look Northwest to Southeast as the ISS passes directly overhead. Look for a bright white dot moving smoothly across the sky (at about 17,227 mph!). The ISS orbits the Earth 15.7 times per day at an altitude between 173 mi and 286 mi.
A few clouds may occasionally obscure your view of the Space Station, but skies will generally be clear enough to spot the light this evening. If you want to find the specific viewing opportunity for your location, click here. | aerospace |
http://criticalstudies.org/us-will-preposition-jet-fuel-in-algeria-niger-to-expand-drone-wars/ | 2020-04-03T00:31:07 | s3://commoncrawl/crawl-data/CC-MAIN-2020-16/segments/1585370509103.51/warc/CC-MAIN-20200402235814-20200403025814-00378.warc.gz | 0.969613 | 196 | CC-MAIN-2020-16 | webtext-fineweb__CC-MAIN-2020-16__0__94698978 | en | With President Trump granted ever more extensive leeway for his military commanders, especially in Africa, African Command (AFRICOM) has begun to massively ramp up its drone war capacity, apparently envisioning continent-wide coverage.
To that end, the US drone facilities in Algeria and Niger are likely to see precipitous growth in the years to come, and have gotten permission to preposition large amounts of jet fuel at those sites to cover the expanding growth.
Niger’s base is particularly likely to see a lot of growth, with the US having just gotten Nigerien permission to launch armed drones in the country. Previously, the drone base was only allowed to fly surveillance drones.
Historically, the US had been very secretive about the sites and capacities of their overseas drone bases, particularly those in countries far from their primary war zones. Lately, however, the expectation is that everywhere is a potential war zone, and having drone coverage everywhere is desirable for commanders. | aerospace |
http://www.halfwaytoanywhere.com/ | 2023-03-28T18:06:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948868.90/warc/CC-MAIN-20230328170730-20230328200730-00242.warc.gz | 0.846878 | 148 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__261263570 | en | This site is intended to be the center of information on the development of my rotary rocket engine, U.S. patent 6212876, and the resulting rocket system designs. The engine is an ultra simple rotary rocket with potential for simultaneously achieving 10,000 psi chamber pressure and 400:1 thrust-to-weight ratio for a cost of less than $1 per pound of thrust.
A short explanation of surprising results
A longer diatribe
current stuff (June 27, 2002)
The simulator and annealer for flying a rocket
The current Mathematica calculations about the engine
Our stuff & others
contact info: Roger Gregory firstname.lastname@example.org | aerospace |
https://bbairways.com/recruiting.html | 2021-05-09T19:24:36 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989012.26/warc/CC-MAIN-20210509183309-20210509213309-00279.warc.gz | 0.926456 | 587 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__190579725 | en | Business Analyst: Support the senior management of the company with in depth research and analysis to develop and maintain the company strategy, financial plan, and overall business plan. University or higher education required. MBA or relevant business, market, or financial/accounting experience desired. Demonstrated initiative, analytical and communication skills and relevant experience required. Familiarity and advanced skills with Microsoft Excel and PowerPoint required.
Executive Secretary: Support the executive team and the core team administration generally including all forms of business documentation including administrative forms, leave requests, and expenses reports; managing formal written communications, contacts, relationship databases, and office facilities; coordinating travel and other staff logistics; and assisting the management with preparing reports and presentations. Expertise with Microsoft Word and PowerPoint required with good familiarity with Microsoft Excel desired. Should be reasonably worldly and disciplined. Strong English and Nepali writing skills desired.
Regulatory Affairs Manager: Responsible to advise and lead management on all aviation regulatory matters, liaise with Civil Aviation Authorities here and abroad, oversee the development of manual suite(s), and document control, quality and compliance systems; conduct pre-licensing audits; and evaluation of technical staff. Should have demonstrated advanced knowledge of CAA Nepal regulations and working knowledge of EASA regulations and evolving policy. Familiarity with regulations in neighboring countries or experience dealing with foreign CAAs is strongly desired. Advanced academic studies and good communication skills in English and Nepali strongly desired.
Aircraft Management Engineer: Oversee and manage the documentation, records, and physical assets related to company aircraft including physical inspections, modifications and document control. Where appropriate, provide or acquire certification of documents and maintenance work or oversee such work including liaising with third parties and OEMs. Assist management with the evaluation of potential new aircraft and associated 3rd party systems. Should have university degree and more than 10 years experience in airline technical operations with a B1 or B2 certifying license. Experience with B757 preferred along with at least one other aircraft type if possible. Shall have demonstrated initiative and leadership solving technical and regulatory problems, be proficient with MS Word and Excel and have experience working with aviation software and systems.
Senior Aircraft Management Technical Staff: Manage the documentation, records, and physical assets related to company aircraft including especially document review and control of components and parts. Assist the management with the evaluation of potential new aircraft and third party systems. Should have at least Intermediate level or ISC equivalent or higher preferred. Need to have more than 5 years experience in airline technical operations with specific experience with controlled documents. Should be proficient with MS Word and Excel and have experience working with aviation software.
BB Airways Private Limited is an aviation and tourism company based in Kathmandu, Nepal with interests in aircraft management, maintenance services, tourism and commercial aviation. We are recruiting a new energetic team to manage both existing aircraft assets and business and to lead the company in pursuing new aviation opportunities. | aerospace |
https://4drive-aviation.com/index.php/en | 2024-04-14T08:54:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816875.61/warc/CC-MAIN-20240414064633-20240414094633-00436.warc.gz | 0.931187 | 488 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__115034921 | en | POA PART-21G PL.21G.0015
The 4Drive & Aviation company is part of the 4Drive group, which has been successfully operating since 2007, creating unique interiors for passenger cars, yachts, airplanes and helicopters.
4Drive & Aviation’s staff is a highly qualified with 12 years of experience performing even with the most complexed, unusual and requiring orders (you can see some of them at: www.4drive.pl)
We specialize in sewing new upholstery and seat covers as well as renovating the old leather upholstery.
Taking opportunity of close collaboration to certified aviation design organizations (DOA), we are able to perform most orders in the hemming, renovation and modification of upholstery and seats for airplanes and helicopters from small aviation (General Aviation), through business class machines to large passenger planes.
The 4Drive & Aviation holds an aviation certification of manufactoring company POA against European standard EU 748/2012 No. PL.21G.0015 and a quality system ensuring efficient management and safety of flight operations.
- Cut&Sew services for upholstery and seat covers, curtains, cushions, seat belts, nets, cargo curtains and more
- Carpet cutting/surging
- recovering of side walls and ceilings with wallpaper, leather of fabrics
- Leather upholstery and seat covers cleaning, refurbishment and renovation in house and airbase
- Special projects, nonstandard causes, prototyping and product development
- Embroidery services
Our main domain is sewing upholstery and covers what we have been performing over last 12 years. For several years, we have been working as a subcontractor of aviation companies from various countries.
On customer request, we are able to prepare all new interiors for airplanes and helicopters, sew upholstery, exchange sponges, sew rugs, glue side panels with Alcantara, skai or leather.
We use leather, Alcantara, fabric and artificial leather to trim the interior of aircraft. All materials used by us have airborne certifications in accordance with the requirements of FAR/CS 25.853.
Our other services is interior maintenance where we offer leather elements refurbishment and upholstery cleaning. Again for our services we use materials complying with FAR/CS 25.853 requirements only. | aerospace |
https://noveltystructures.com/steel-hangars/ | 2023-12-03T06:32:08 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100489.16/warc/CC-MAIN-20231203062445-20231203092445-00080.warc.gz | 0.878026 | 586 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__315722309 | en | A steel building from Novelty Steel is the most reliable and cost effective solution for an aircraft hangar.
Helicopters require the exceptional protection of steel buildings. No other building system guards aircrafts and helicopters a durable steel structure.
To create the lift needed to fly, helicopters must be extremely lightweight. The endless vibration of a helicopter in flight takes its toll on these machines. Consequently, helicopters require diligent maintenance— and heavy-duty protection.
Pre-engineered metal hangar buildings offer the best protection at the best possible price.
Figure 1 : Helicopter Hangar
2. Novelty Steel Hangars
Novelty Steel metal prefab hangars are durable, waterproof structures for all types of rotorcraft, gliders, jets, and other aircraft. Designed to withstand nature at her worst, pre-engineered buildings promise built-in resistance to earthquake, fire, lightning, snow and wind damage.
Customize your helicopter hangar with mezzanine and stairs, overhead cranes, vents, gutters, or skylights and wall lights— whatever you need to make the building ideal for your helicopter or other aircraft.
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Figure 2 : Wide span Aircraft Hangar
Figure 3 : Aircraft Hangar
Keep your chopper or aircraft safe from the elements with an affordable, long-lasting, low maintenance prefab hangar.
When building a hangar for your aircraft, you can trust Novelty Steel. Novelty Steel ships competitively priced steel helicopter hangars and aviation support structures all over the World. | aerospace |
https://legomac.wordpress.com/2011/07/08/the-last-of-the-final-frontier/ | 2018-06-19T19:45:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267863119.34/warc/CC-MAIN-20180619193031-20180619213031-00311.warc.gz | 0.939561 | 389 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__95592941 | en | The Last of the Final FrontierPosted: July 8, 2011
The final launch of the space shuttle has passed without incident. It’s the last time the U.S. will ever launch humans above the atmosphere. While the cuts and retirement make fiscal sense, I can’t help but feel disappointment for the loss. A the Washington Post so eloquently points out, we were wrong about the future.
Be an astronaut? That’s become somehow – antiquated, like dreaming of being a telephone operator or a vaudevillian. That’s what the future looked like before we knew what the future really looked like. It’s of a piece with the flying cars and food pills and personal jetpacks. The future turned out to be celebrity tabloids and magical personal screens and the continuation of old feuds, not mankind suddenly clasping hands and setting its sights for the beyond. And perhaps we should have expected that.
What’s most astonishing to me is how NASA failed to come up with something better for over 30 years. Now that’s left in the hands of the private sector, which looks pretty sluggish right now. The best designs still fall short of NASA’s achievements in the ’60s, and most are pursuing the tenuous business plan of offering billionaire joyrides. If anyone can still push the envelope, my bet would be on Burt Rutan and Richard Branson, but their Virgin Galactic venture hasn’t produced anything since 2004. That’s 7 years of development, which is reasonable for a product of such magnitude. But in 8 years, NASA went from Shepard to Armstrong without any modern technology. The fact remains that national pride and military budgets are the fastest way to achieve greatness, especially in aviation. I can only hope that the next 30 years don’t see us abandoning space exploration once and for all. | aerospace |
https://yourswriter.com/no-asteroids-but-rockets-fired-by-aliens/ | 2022-01-16T21:44:20 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320300244.42/warc/CC-MAIN-20220116210734-20220117000734-00382.warc.gz | 0.963241 | 298 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__114582416 | en | The giant asteroids in space are a potential threat to Earth. History has shown that many asteroids wreaked havoc on Earth. However, these satellites can be used by “aliens”. With the help of these satellites all resources on earth can be destroyed. UFOs can do it before an attack, claims an American professor known as an expert on altered methods of warfare. The shocking claims were made by a professor at the US Air Command and Staff College in Alabama in an interview with Sun Online. But, according to Professor Springer, there is something in space that America does not know or understand. If there was an attack on Earth, it would be the same attack that Europeans carried out on America 300 years ago. At that time, many resources
were lost and the locals were devastated, said Professor Springer. Prof Springer has made a number of other claims. Aliens can be a nomadic tribe. You can spy on other planets to hide their needs. Earth’s nuclear arsenal can be destroyed using special weapons such as lasers and asteroids. Additionally, some of the aliens’ weapons can be highly dangerous viruses that could endanger the human population, Springer has made some strange claims. According to the US space agency NASA, five giant asteroids will come very close to Earth in the first month of 2022. It also contains a bus-sized asteroid that will reach Earth in the first week of January 2022. In particular, the Pentagon released a report in June denying various allegations about aliens. | aerospace |
https://www.goldenhour.com/rick-mosteller.html | 2018-08-17T04:59:58 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221211719.12/warc/CC-MAIN-20180817045508-20180817065508-00096.warc.gz | 0.941413 | 106 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__205213136 | en | SVP Business Development
Rick has over 30 years experience in systems design, technical sales, technology infrastructure, and business development. Over the last 15 years, Rick has led national sales teams to expand both direct sales and channel sales by focusing on customer requirements and providing superior customer service. Rick has a BS degree in Aerospace Engineering and previously worked at Lockheed Skunk Works, Sikorsky Aircraft, CMstat, Foremost Solutions, and Confluent Technologies. Rick is also a Private Pilot with over 2,000 hours of flight time. | aerospace |
https://wholesale.mastertoolsupply.com/collections/right-angle-air-die-grinder | 2023-12-06T21:15:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100603.33/warc/CC-MAIN-20231206194439-20231206224439-00313.warc.gz | 0.78774 | 216 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__283706348 | en | Master Palm Pneumatic Industrial Right Angle Air Die Grinders
Master Palm pneumatic wholesale right angle air die grinders are made by Master Air Tool as ISO 9001:2015 Certified right angle air die grinder manufacturer with CE Compliance on all right angle die grinders for long life span with durable components.
Master air tool companies started with the design and manufacturing of different types of straight and right angle air die grinders and angle grinders since 1989. All right angle air die grinders are equipped with powerful motors and are used in industrial tooling for automotive, marine, and aerospace grinding, shaping, polishing, finishing and removing materials.
Master Palm industrial pneumatic air powered right angle die grinders are available in different shapes and styles, including but not limited to long extension shaft extend air die grinder and mini right angle air die grinder with low speed or high speed. Industrial-grade motors power up the pneumatic air die grinder with reliable performance and long life span quality. Most parts are heat-treated for long-duration usage. | aerospace |
https://www.kslifestar.com/safety.html | 2018-10-23T01:38:50 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583515564.94/warc/CC-MAIN-20181023002817-20181023024317-00312.warc.gz | 0.935168 | 140 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__117043180 | en | Life Star of Kansas
Life Star’s mechanics have an average of over ten years’ experience in aircraft maintenance. Each base has a dedicated mechanic, factory trained to maintain their particular aircraft.
There is a saying in aviation that the best safety program is a well-trained pilot. Life Star is committed to hiring, training and retaining a staff of the most talented, experienced and best-trained pilots available. All Life Star pilots must have a minimum of 2000 flight hours as Pilot in Command before consideration for a position. Our average pilot has over 5000 hours and 20+ years of flight experience. Most have flown for Life Star for over a five year period.
Commitment to Safety | aerospace |
https://007store.com/collections/official-james-bond-pre-order/products/james-bond-q-glider-model-no-time-to-die-edition-by-corgi-1 | 2024-04-24T09:22:02 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296819089.82/warc/CC-MAIN-20240424080812-20240424110812-00124.warc.gz | 0.91056 | 421 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__88081187 | en | James Bond Q Glider Model - No Time To Die Edition - By Corgi (Pre-order)
Available to pre-order, shipping May-June 2024
Introducing the James Bond Q Glider Model - No Time To Die Edition - By Corgi. Designed for air-launched infiltration missions, the distinctive two-seat folding wing glider developed by Q-Branch was used by Nomi and James Bond to storm Safin's poisoned garden island base.
Backstory. Located in the Sea of Japan, the island required a rapid yet stealthy approach which only the glider was capable of achieving. Dropped from a Royal Air Force Boeing C-17A Globemaster in a compact form, the glider immediately springs open into a deployed flight configuration that, upon reaching surface level, transforms again into a submersible for the final arrival at Safin’s base. While not a real aircraft, the Q Glider was created as a full-size physical prop with an opening canopy by the No Time To Die production team for use on set. The glider prop was used onboard a real Royal Air Force C-17A Globemaster at RAF Brize Norton and in a water tank set built at Pinewood Studios to create the interior submarine pen at The Poisoned Garden. Visuals of the glider deploying from the Globemaster were created using Computer Generated Imagery (CGI).
Details. This a grey painted diecast model made to the same streamlined specifications as the prop in the Bond Archive. Its wings fold out and extend to 42cm. The model comes with a clear acrylic presentation stand.
Dimensions.L14.70cm, H5.5cm, W42cm with wings fully extended
The maker. Corgi is a leading manufacturer of high quality, pre-built, diecast models. Each model is crafted with meticulous attention to detail, using the specifications of the original vehicle and constructed with precision-tooled diecast metal and plastic components. | aerospace |
https://thefreethoughtproject.com/spy-rocket-octopus-themed-nothing-reach-logo-seriously/ | 2021-11-28T14:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358560.75/warc/CC-MAIN-20211128134516-20211128164516-00571.warc.gz | 0.952203 | 371 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__130097188 | en | A spy satellite was launched earlier this week by the National Reconnaissance Office with a haunting statement and logo on the side. You really cannot make this stuff up.
According to the United Launch Alliance,
A United Launch Alliance (ULA) Atlas V rocket carrying a payload for the National Reconnaissance Office (NRO) lifted off from Space Launch Complex-3 on Dec. 5 at 11:14 p.m. PST. Designated NROL-39, the mission is in support of national defense.
On the side of this Orwellian Spy Rocket are the words, “Nothing is beyond our reach,” directly underneath the ridiculously evil illustration of an octopus wrapped around the planet.
According to Forbes, the office of National Intelligence was very excited about sending a rocket into space Thursday with a bunch of new satellites and live tweeted its launch. This would usually be a cute display of social media, along the lines of NSA getting the world excited about its Mars Curiosity Rover, except these are spy satellites that will likely be used to gather communications flotsam and who knows what else from people around the world. Dragnet surveillance is a touchy subject these days what with the Snowden leaks and constant new revelations about cell phones being turned into location trackers, listening in on foreign leaders’ phone calls and the vacuuming up any information sent digitally that’s not encrypted. Given that, I was a little surprised that ODNI was bragging about the launch on Twitter putting the mission patch for the rocket on prominent display as it looks like it was drawn by a writer for The Simpsons with his tongue firmly in cheek.
There is nothing really left to say about this mind blowing evil. What is next? How overt must the treachery become before you withdraw your consent?
And now for your moment of zen…. | aerospace |
http://entertainment.georgia.com/dallas_ga/events/show/353183743-salute-america-2013-air-show | 2014-04-23T12:18:31 | s3://commoncrawl/crawl-data/CC-MAIN-2014-15/segments/1398223202548.14/warc/CC-MAIN-20140423032002-00185-ip-10-147-4-33.ec2.internal.warc.gz | 0.854447 | 181 | CC-MAIN-2014-15 | webtext-fineweb__CC-MAIN-2014-15__0__137391561 | en | Salute America 2013 Air Show
Two-day air show includes fighter jets demos,
jet cars, child-friendly venues and fireworks. The main gate of the Paulding Airport will open at 1:30 p.m. Saturday and 11:30 a.m. Sunday. Aerial demonstrations will start at 3 p.m. Saturday and 1:30 p.m. Sunday.
A night show is planned at 7 p.m. Saturday.
Created by bposhea | Claim this event
730 Airport Pkwy.
Dallas, GA 30157
Don't Miss This
at Birmingham Jefferson Convention ComplexFri 5/9 8:00p
Hot Tickets More »
ON SALE NOW
Fri 5/9 8:00p
Wed 4/29 10:00a
Thu 5/15 7:00p
Fri 6/20 9:00a | aerospace |
https://weflyit3d.com/divi_overlay/insurance/ | 2024-02-25T21:27:12 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474643.29/warc/CC-MAIN-20240225203035-20240225233035-00220.warc.gz | 0.957367 | 197 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__179764796 | en | Up to $5M in liability insurance coverage putting safety and responsibility first.
Commercial UAV insurance is not required in the U.S. for a commercial drone pilot. That does not, however, negate the myriad legal and insurance-related concern one should have if planning to fly a commercial drone.
Drone operation poses risks to business and the general public. Aside from the need to protect assets if something goes wrong, customers and business partners can ask far drone insurance before doing business.
Additionally, collecting and using the drone data and who has access to that data can be even bigger concerns for commercial drone operators. Invasion of privacy claims are becoming more common and are expected to be even more prevalent as drone use increases.
The insurance industry is responding to the rapid expansion of commercial drone use. While there is no indication that commercial drone insurance will be required by law in the near future, failing to ensure that your drone service provider has could have devastating consequences for your business. | aerospace |
https://aireonalert.com/overview.html | 2021-05-07T19:17:06 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988802.93/warc/CC-MAIN-20210507181103-20210507211103-00086.warc.gz | 0.89214 | 532 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__96062090 | en | Aireon Aircraft Locating and Emergency Response Tracking (ALERT) is the aviation industry’s first and only free global emergency aircraft location service. Air Navigation Service Providers (ANSPs), commercial aircraft operators/airlines, regulators and search and rescue organizations in need of crucial aircraft location data, can rely on Aireon ALERT to help provide an ADS-B OUT 1090MHz equipped aircraft’s most recently known position. As a free service, Aireon ALERT fills a critical need, ensuring search and rescue personnel have the most accurate aircraft position data available when responding to an incident, regardless of global location.
Aireon ALERT utilizes Aireon’s space-based ADS-B data and is operated by the Irish Aviation Authority (IAA). The Aireon ALERT 24/7 communications facility is located at IAA’s North Atlantic Communications Centre in Ballygirreen, Ireland. Aireon ALERT users do not have to be customers of Aireon or IAA. All users simply have to register for the free emergency service.
Learn more about how Aireon ALERT works.
Before the Aireon® space-based ADS-B system, aircraft tracking and surveillance wasn’t possible for the entire planet. Remote, oceanic and arctic regions had little-to-no air traffic surveillance. The ability to know the location of an aircraft is a new, invaluable asset, especially in emergency situations where a few minutes of time can make all the difference.
ANSPs, Commercial Aircraft Operators/Airlines, Search & Rescue Organizations and Regulators can all register for the Aireon ALERT completely free. You do not need to be an Aireon or IAA customer to take advantage of this service. There is 100% global coverage and it’s available 24/7/365. It is required that a company/official email address is used so that administrators can verify the registrant is actually with the registering organization.
Knowing that any request that comes in to Aireon ALERT will be time sensitive, we’ve designed the system to be as efficient as possible, while also ensuring identity verification and security protocols are in place. Our simple step-by-step process will ensure a swift fulfillment of the data. For more information on how to register, view our User Guide.
Completely free global emergency aircraft locating service. Available to Air Navigation Service Providers (ANSPs), Commercial Aircraft Operators/Airlines, Regulators and Search and Rescue Organizations.Register | aerospace |
http://www.mathisfunforum.com/viewtopic.php?id=21270 | 2017-04-24T15:03:18 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119637.34/warc/CC-MAIN-20170423031159-00378-ip-10-145-167-34.ec2.internal.warc.gz | 0.894413 | 155 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__233947116 | en | An aircraft flies at a constant height H and constant velocity V. When the aircraft has flown directly over a gun on the ground a shot is fired from the gun which points at the aircraft at an angle of elevation Ѳ. If the initial velocity of the bullet is KVsecѲ [k >1], and Ѳ =tan inverse[ 1/V√gh/(k-1) ], show that the bullet hits the aircraft directly.
Please if any one can answer me this question I appreciate it a lot.
Last edited by Nehushtan (2014-07-27 00:49:03)
Just solved it!
The computation is straightforward but tricky. You just need to take extra care not to make any careless mistake. | aerospace |
https://www.enginediagrams.info/parts-of-an-airplane-diagram | 2019-11-20T19:11:04 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496670601.75/warc/CC-MAIN-20191120185646-20191120213646-00347.warc.gz | 0.903253 | 432 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__133880353 | en | Parts Of An Airplane Diagram
Parts Of An Airplane Diagram through the thousand photos on the web with regards to Parts Of An Airplane Diagram we choices the top libraries having ideal quality just for you all, and this images is one among photographs series in this best photographs gallery with regards to Parts Of An Airplane Diagram, we hoping you might want it.
Parts Of Airplane. This page shows the parts of an airplane and their functions. Airplanes are transportation devices which are designed to move people and cargo from one place to another. Airplanes come in many different shapes and sizes depending on the mission of the aircraft. The airplane shown on this slide is a turbine-powered airliner which has been chosen
Parts Of An Airplane Diagram. Part of an airplane-Description Learn with flashcards, games, and more — for free.
Parts Of An Airplane. Parts of an Airplane Adapted for the EAA from Glenn Learning Technologies, LTP Beginner's Guide to Aerodynamics is a "textbook" of information prepared at NASA Glenn Research Center to help you better understand how airplanes work. Reference the diagram below, Airplane Parts and Function. Study the labeled diagram and read
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The Parts Of An Airplane. The basic parts of an airplane include the fuselage, wings, empennage, powerplant, and landing gear. There are also subparts of those major parts that are crucial to enabling a plane to fly as well as various systems that keep the plane running safely and the passengers comfortable.
Fun Facts For Kids: The Parts Of An Airplane. The Parts of an Airplane Airplanes come in all shapes and sizes. Small, single-engine airplanes such as the Cessna often hold 2-4 passengers and are commonly used to train new pilots. | aerospace |
https://www.bennettlawgroup.net/practice-areas/georgia-aviation-accidents/ | 2023-09-25T15:54:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233509023.57/warc/CC-MAIN-20230925151539-20230925181539-00877.warc.gz | 0.962113 | 721 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__253440627 | en | Have you or a loved one been injured in an aviation accident? We’ll get you the compensation you deserve.
If you have suffered a loss due to an aviation accident, it’s certain that you will need an attorney. The plaintiff in an aviation accident can take a variety of forms. You may be a passenger who has been injured, or you may have lost a loved one due to a plane or helicopter crash and may need to sue for wrongful death.
Aviation law, particularly where an accident or crash is involved, is very complex. In addition to state laws, aviation law can involve federal and even international laws. You will need an attorney that is experienced and knowledgeable in dealing with such complex matters.
Airplane crashes are rare, but when they do occur, the results are disastrous. And helicopter accidents are much more common than airplane crashes.
If you have been injured in an aviation accident, or have lost a loved one due to such a crash, and wish to consult with an attorney to discuss the options available to you, contact us today. Here are some of the significant results we have achieved for our prior clients.
Here are some testimonials from satisfied clients we have represented in the past.
Helicopters are used very frequently in today’s world for transportation by average citizens, whereas in the past they were used primarily for military personnel and special operations. Helicopters are now commonly used for corporate transportation, sightseeing, and other recreational activities.
However, what most people do not realize is that helicopters are one of the most dangerous forms of transport, and crash up to 90 times more frequently than airplanes. A helicopter crash will commonly result in serious injury or death. Helicopter crashes are more frequent than plane crashes for many reasons, partially because they tend to fly lower to the ground than airplanes, and they also involve more complicated mechanics than airplanes.
According to the National Transportation Safety Board (NTSB), statistics have shown that out of about 1,700 helicopter crashes, 57% resulted in death. Some of the more common causes of helicopter crashes are:
- Defective machinery
- Improper maintenance of the helicopter
- Engine failure while in flight
- Pilot error or pilot negligence
- Weather problems or problems with the terrain
- Defects in the design of the helicopter
- Inadequate visual outlook
If you have been the victim of an aviation accident, you likely have severe injuries. Perhaps your life has been drastically altered forever and you cannot engage in all the activities you used to before the accident. Perhaps you have lost a family member due to an airplane or helicopter crash. Loss of life and tragic disfigurement are both common results of aviation accidents. In such cases, you deserve to be compensated for your injuries and losses.
If you have been injured in an aviation accident, or have lost a loved one due to such a crash, contact our attorneys at the Bennett Law Group. We have over 50 years of experience in representing those who have been injured in serious accidents through no fault of their own. When bringing a case regarding an aviation accident, our law firm will work closely with aviation engineers and aviation crash experts to uncover the details of what went wrong and who is liable for the accident. Contact us online or call us for a free consultation at 404.541.9330. We will sit down with you and discuss the details of your specific situation. We will do everything within our power to ensure that you are compensated for your losses. Give us a call today. | aerospace |
http://singaboutscience.org/wp/2012/09/05/music-from-mars/ | 2018-10-20T03:17:53 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583512501.27/warc/CC-MAIN-20181020013721-20181020035221-00271.warc.gz | 0.799737 | 118 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__14053994 | en | The latest science music-related publicity blitz concerns the first-ever transmission of a song to Earth from another planet — in this case, Mars. The song is “Reach For The Stars” by will.i.am of the hip hop group The Black Eyed Peas.
• Curiosity Rover Plays First Song Transmitted From Another Planet (NASA Press Release)
• Mars rover beams new will.i.am song (USA Today)
• Mars Curiosity rover beams down Will.i.am song ‘Reach for the Stars’ (Washington Post) | aerospace |
http://www.earthtimes.org/business/technology-improve-military-aircrafts-environmental-performance/343/ | 2017-04-24T07:24:24 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119120.22/warc/CC-MAIN-20170423031159-00227-ip-10-145-167-34.ec2.internal.warc.gz | 0.928282 | 348 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__146815806 | en | Technology to improve military aircraft environmental performance
American company GE Aviation is to provide technologies for mission control systems used in the Boeing KC-46A aircraft, which was selected by the United States Air Force (USAF) for its tanker replacement programme.
The programme calls for 179 tankers to replace the current USAF tanker fleet and GE Aviation was selected for the mission control system because the technology provides the ability to fly shorter flight paths and allows 'idle-thrust' descents which reduces fuel consumption, thereby lowering emissions and community noise levels.
Lorraine Bolsinger, president and CEO of GE Aviation Systems, said:
''The flight management system will enable the aircraft to perform with navigation precision not currently available to the tanker fleet. Our technologies will help enhance operational efficiencies and will enable the aircraft to perform to the demanding mission requirements of the USAF Tanker.''
* The company has also announced that it is investing $60 million to purchase and refurbish a Boeing 747-400 aircraft to convert into a flying test bed for its next generation of jet engines, starting with the LEAP-X engine. The 747 aircraft will be based at GEs facility in Victorville, California facility.
Dom Pitocco, plant leader for GE's Victorville Flight Test Operations, said: ''This investment in an updated 747 flying testbed is exciting news for the Victorville site and shows our commitment to the Southern California Logistics Airport and the Southern California region. Refurbishment of the new flying testbed will take about two years with the aircraft making its inaugural test flight with the new LEAP-X engine.''
The Boeing 747 aircraft was formerly used by Japan Airlines.
Image Credit: BOEING © 2011 | aerospace |
https://www.wheatonsprague.com/tinker-airforce-base | 2019-10-14T19:25:38 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570986654086.1/warc/CC-MAIN-20191014173924-20191014201424-00223.warc.gz | 0.910959 | 193 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__70270072 | en | Wheaton Sprague provided stamped calculations for the anchorage of the sunshade light shelf systems for Tinker AFB. Sunshades and other external shading systems not only deliver outstanding functionality but also help a building surface create a distinctive look. Through shading the building facade they control the amount of solar gain thus reducing cooling loads while maintaining external vision and maximizing daylight.
Tinker is a major U.S. Air Force base, with tenant U.S. Navy and other Department of Defense missions located in southeast Oklahoma City, Oklahoma area.
Originally known as Midwest Air Depot, Tinker is named in honor of Oklahoma native Major General Clarence L. Tinker, the first Native American Major General.
Tinker is the headquarters of the Air Force Materiel Command’s (AFMC) Oklahoma City Air Logistics Center (OC-ALC), which is the worldwide manager for a wide range of aircraft, engines, missiles, software and avionics and accessories components | aerospace |
https://financialstreet.ng/ethiopian-airlines-air-safety-three-years-after-boeing-crash/ | 2022-07-05T06:15:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656104514861.81/warc/CC-MAIN-20220705053147-20220705083147-00168.warc.gz | 0.96719 | 1,805 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__136910525 | en | JULIANA AJAYI recounts the Ethiopian Airlines’ Boeing crash in 2019, the victims and air safety
“Are you okay? Please respond to this ASAP” was the last question he got to ask his friend.
Dr Aloy Chife recently tweeted on his timeline, “Still calling Prof Pius Adesanmi. Prof, please come; the locusts have eaten all our crops.” Thus Chife did to recall his last conversation with the scholar.
Adesanmi, a Nigerian intellectual, was not only a professor, but a writer, columnist and satirist. He was a Nigerian-born Canadian professor of Literature and African Studies in Carleton University.
Ambassador Abiodun Bashua was United Nations and African Union Deputy Joint Special Representative in Darfur, Sudan. He was described as a perfect gentleman at the time of his death
Adesanmi and Bashua were the two Nigerians among the 157 passengers that died in the Ethiopian Boeing air crash in 2019.
Adesanmi meant different things to different people, including a friend and a mentor.
“My mentors always encourage me using his story,” a respondent said.
Adewuyi Adebimpe said that during her master’s programme in 2018, she sent an email to Adesanmi indicating her interest in applying for a Ph.D programme. According to her, Adesanmi responded, “Complete your masters and let’s restart this conversation then.”
She said, three years since the scholar departed, his life and works continue to inspire her, hoping to follow his footsteps. “He studied French and had great academic records, and my mentors used to encourage me with his story, as I had similar academic records in that line as well. He was a literary scholar and a writer. I also write as well and into literature.”
The Ethiopian Airlines is rated as the fastest growing airline in Africa. Not only is the airline making huge contribution in the aviation industry, it is living up to its slogan – the new spirit of Africa.
In 2010, the airline entered into a codeshare agreement with Scandinavian Airlines. Another one was signed in 2011 with Singapore Airlines and Asiana Airlines. The agreement allows two airlines to share flight number by putting a designator code on a flight by another airline. For Nigerian airlines, this exists between Dana and Ibom airlines.
According to Ethiopian Airlines, the agreement with Scandinavian Airlines provides travellers with better connectivity and a broad range of services between Europe and Africa. Other feats by the airline include Best Airline in Africa more than five times, Africa Lease Deal of the Year 2018, among others.
Despite the successes recorded in the aviation industry, the airline, in 2019, experienced one of its deadliest accidents.
“Ethiopian Airlines regrets to confirm that its flight ET302/10 March in scheduled service from Addis Ababa to Nairobi was involved in an accident around Bishoftu (Debre Zeit) Ejere Wereda Tulu Fera Kebele. The aircraft B-737-800 MAX with registration number ET-AVJ took off at 08:38am local time from Addis Ababa, Bole International Airport and lost contact at 08:44am. One hundred and fifty-seven passengers and flight crew lost their lives in the accident,” it said on its website.
What went wrong in 2019?
The aircraft involved in the accident in 2019 was a Boeing aircraft, which some expressed concerns over. That is not the first aircraft to be purchased by the airline. The airline has a history with Boeing aircraft.
In 2011, the airline received three Boeing 777-200LRs, which increased the number of 777-200LRs to five. Also, in 2014, Ethiopian Airlines received four Boeing 787s, increasing the number to 10. It also received two Boeing 777Fs, increasing the number of that model to four.
An order was also made in 2019 for 20 737MAX8s from Boeing. According to the airline, the order was the largest single Boeing order by number of airplanes from an African carrier.
The Ethiopian Boeing B-737-800 MAX crashed shortly after taking off from Bole International Airport en route to Nairobi, Kenya. There was no survivor from the crash, which claimed 157 lives. The people who died from the accident were nationals of over 30 countries.
Concerns were raised, as the aircraft was less than five months old.
According to a report by the BBC in 2019, the Ethiopian airline, prior to the accident, had always been reputed to be safe. Though in 2020, the interim report was centred on the design of the aircraft. Concerned parties and authorities are still raising more questions as to what happened in 2019.
Significance of investigations
According to the Accident Investigation Bureau, Nigeria, its fundamental objective is to improve aviation safety by determining the circumstances and causes of air accidents and serious incidents, as well as providing safety recommendations intended to prevent recurrence of similar accidents.
Lookman Animashaun, an aircraft engineer, said, “Any aircraft involved in accidents or any incident deserves to be investigated, and this is why the AIB is created. They investigate what leads to any incident relating to aircraft.
“If an accident is well investigated, it leads to a root of the incident, which enables them to make proper recommendations to prevent such recurrence.
“This is not just for the airline or for the civil aviation authority of that country, it is also for other airlines within and outside to take cognizance of the reports. Investigations on incidents are important whether they involve loss of lives or not.”
Role of NCAA in aviation safety
The Nigerian Civil Aviation Authority prides itself as an autonomous body, which regulates aviation safety without political interference, in addition to carrying out oversight functions on airports, airspace, meteorological services as well as economic regulations of the aviation industry.
All air accidents within and outside Nigeria are governed by the same regulations, as revealed by the NCAA. However, in cases of air accidents involving loss of lives, the General Manager, Public Affairs, NCAA, Sam Adurogboye, said, “$100,000 per victim is the minimum compensation. However, beyond civil aviation authority support, the Federal Government will be involved because another sovereign nation’s plane is involved in terms of repatriation of bodies. In all these, the NCAA will collaborate with other agencies and other federal ministries concerned. “
Emphasising aviation safety, Adurogboye notes that the NCAA is actively involved in the International Civil Aviation Organisation programmes.
He added, “On safety, we also collaborate with the active involvement of ICAO, share safety information, exchange programmes and so on.”
Air passengers and safety
According to the International Air Transport Association, approximately 100,000 flights take to the sky and land without incident daily. IATA also affirms that getting on an aircraft is among the safest activities, even as flying continues to be of great help to modern life.
IATA recognises safety as number one priority. In its quest to enhance safety across the aviation industry, the association designed the six-point safety strategy to identify organisational, operational and emerging safety issues.
The strategy, according to the IATA, includes reducing the operational risk, which is a basic concern to every airline, enhancing quality compliance, advocating improved aviation infrastructure, supporting consistent implementation of safety management systems, supporting effective recruitment and training and identifying and addressing emerging safety issues.
Some Nigerian air passengers, who fly Ethiopian Airlines regularly, as well as RwandAir, when transiting to Dubai, were interviewed and they explicitly described safety as incomplete without the safety of their luggage.
Another passenger, identified as Florence Adiele, noted that since the outbreak of the Coronavirus Disease, health has been prioritised as a key factor in air safety.
She said, “Most importantly, during this period of COVID-19, ensure you have all the necessary travel documents and take every jab that needs to be taken.”
A gold merchant, simply identified as Olaitan, explained that the safety measure she takes on board is by keeping her goods in her hand luggage.
Her words, “Your goods should be in your hand luggage, if minimal; but if not, use a fragile box to pack them and make sure it is locked because of flight theft. This is because your luggage is not secure, if not properly locked and sealed; they will get stolen or removed from your luggage.”
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https://exitempire.com/we-are-going-to-mars/ | 2020-10-30T22:08:36 | s3://commoncrawl/crawl-data/CC-MAIN-2020-45/segments/1603107911792.65/warc/CC-MAIN-20201030212708-20201031002708-00137.warc.gz | 0.952162 | 415 | CC-MAIN-2020-45 | webtext-fineweb__CC-MAIN-2020-45__0__128442323 | en | Image credit: ESA
We’ve always been big fans of space exploration. We are delighted to announce our new song is going to Mars.
European Space Agency and Roscosmos are working on a mission called ExoMars 2020 that will put a rover on the Mars surface. Part of it is a Czech-made instrument – and we are extremely happy that it will carry our song on its hard drive.
Listen to ‘First (Call from Mars)’ by Exit Empire here. We made it to celebrate science and space exploration. See what the song consists of below:
It was fascinating to play with the audio and include real sounds of Martian wind or first gravitational wave ever observed. There are also pictures of the landing location on Mars and the recently captured black hole converted to audio. Lyrics ‘Light will come’ refer to the Czech analyzer with this song on board coming to Mars to study lightning. We also used typical Czech instruments cimbalom and organ.
We’re happy this mission has caught the attention of people all over the world. For the popularization of science, there’s a contest determining which one of the audio files on the rover (11 total) will be transmitted back to Earth. The one with the most votes on the landing day will be chosen.
Even just having a song on Mars in its ones-and-zeros form is an incredible feat. The kid in us who always wanted to be an astronaut would never believe us. You can vote here to even make ‘First (Call from Mars)’ the first-ever song to actually be transmitted from Mars to Earth.
A big thank you to everyone involved in the ESA, Roscomos, Czech Academy of Sciences and Vesmir magazine. Keep looking up!
Exit Empire is a three-piece band currently based in the Czech Republic founded in 2016 by two brothers and their best friend. About us →
Track us on BandsInTown below to be notified when we announce new shows. | aerospace |
http://fmap.ru/mars/ | 2024-02-29T07:46:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474795.48/warc/CC-MAIN-20240229071243-20240229101243-00573.warc.gz | 0.929398 | 995 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__41373664 | en | In any case in future Mars will be terraformed. Humanity must spread to other planets. Mind must be preserved.
Here I want to share one idea of terraforming Mars with the help of Phobos and Deimos.
Which problems of Mars can be changed?
Mars is very cold. The average temperature is about -60 °С. The average temperature of the Earth is 15 °C. The difference is 75 degrees.
Second big problem is that Mars has no magnetic field.
The third big problem: there is no atmosphere on Mars.
How to make Mars warmer, create an atmosphere and a magnetic field? Different options can be offered. Let's have a look at how Phobos and Deimos can be used. They say it is enough to raise the average temperature by 5 degrees, and the atmosphere will thicken. And it can cause the greenhouse effect. A lot of carbon dioxide will be released into a gaseous state.
When the pressure is enough, and the water can appear in the form of liquid. Thus, it will be possible to inject into the soil of Mars microorganisms brought from Earth. This microorganisms feed on minerals and release oxygen into the atmosphere.
But how to increase the temperature by these 5 degrees, where to get the energy from? Explosions of thermonuclear bombs? Wrap Mars in mirrors? Bomb with comets?
And what if we use Phobos and Deimos for this. Calculations show that Phobos will fall on Mars and Deimos will fly away from Mars. Could they be used to heat Mars?
The simulation shows that if you drop Phobos and Deimos on Mars, the average temperature of Mars will increase by 30 degrees, so you can use this energy. But it is not so easy to do this, no one rocket engine, no one bomb will dislodge them from their orbits. The stones are too heavy with diameters of about 12 and 23 km, and a large circular speed, 1.3513 km/s and 2.138 km/s, Deimos and Phobos, respectively.
If you shoot pieces of Deimos towards its’ movement, Deimos can be slowed down. Then Deimos will fall to Mars. But there is a problem, pieces shot forward, although they will partially slow down Deimos, but will not fall on Mars, they will also become new moons of Mars. This means you need to shoot towards Mars, but then Deimos will not slow down, because you will have to shoot almost perpendicular to the direction of movement. But here Phobos will help us, we will use the gravity of Phobos to turn the pieces towards Mars. If the speed of the pieces exceeds the first cosmic velocity for Phobos, these pieces flying along the hyperbola will turn and fall to the Earth. At the same time, their trajectory can be calculated so that the falling pieces accelerate the movement of Phobos (it loses height, and in the future it can create a big problem for future Martians) and the speed of Mars so that the day on Mars coincides with the day on Earth.
If you manage to drop Deimos on Mars, the temperature will rise by more than 5 degrees. At the same time, several problems can be solved. We accelerate the rotation of Mars, it will be 24 hours a day like on Earth, iron core will probably start moving, the Martian magnetic field will appear, which is needed to protect from the harsh solar wind. Phobos will remain on orbit longer than it was expected, because turning the pieces towards Mars, it itself will accelerate a little. And because Mars now has only one moon left, the rotation of the iron core will be maintained with the influence of only one Phobos.
The minus is that it will take a long time and require a lot of effort, perhaps people will have to be on Phobos to set up machines for ore explosions, to drag and for accurate shooting. The equator of Mars will be a shelled area for many years, unsuitable for visiting. Natural landscapes will be destroyed.
But on the other hand, it is already possible to do today. Machines on Deimos can run on energy collected by solar panels. The second space velocity of Phobos is 11 m/s, which is about 40 km/h. It will be necessary to shoot pieces from Deimos with such a minimum speed, so that the pieces of Deimos that are cut off do not become moons of Phobos. It is already possible to give the trolley a speed of 40 km/h. You will have to shoot off almost 5 percent of Deimos in order to significantly reduce its speed. Deimos will gyrate towards Mars and hit it.
To be continued. More details
08 May 2022 | aerospace |
https://coned.sait.ca/search/publicCourseSearchDetails.do?method=load&courseId=1164866&selectedProgramAreaId=1022678&selectedProgramStreamId= | 2021-10-22T12:42:23 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585507.26/warc/CC-MAIN-20211022114748-20211022144748-00084.warc.gz | 0.879418 | 397 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__162003590 | en | Advanced Mapping for Unmanned Aerial Vehicles (UAVs), also known as Remotely Piloted Aerial Systems (RPAS), builds upon knowledge gained from the GEOS 001 - Basic Mapping for Unmanned Aerial Vehicles (UAVs) course.
In this course, you will leverage skills to advance your UAV data knowledge and interpretation. Learn how to enhance your photogrammetric skills through the derivation of:
- orthophoto mosaics,
- Digital Terrain Models (DTM),
- Digital Elevation Models (DSM)
- and Digital Surface Models (DSM).
Gain an understanding of surface development through the processing of Light Detection and Ranging (LiDAR) data. A process comparison between the photogrammetry and LiDAR process and data is used to generate additional products such as tree canopy models and volumetric calculations. Lastly, you will examine image processing using data derived from multi-spectral and hyper-spectral sensors.
Upon successful completion of this course, you will be able to:
- Explain advanced Unmanned Aerial System (UAS) technology.
- Conduct advanced flight planning and mapping to obtain UAS data.
- Incorporate survey-grade GNSS and ground control points into a UAV mission.
- Plan an advanced UAS mission using current mission planning software tools.
- Use the principals of photogrammetry to process data.
Students must also have access to a drone and a memory card to enable flying of a mission and gathering data in this course. We recommend using any Pix4Dcapture supported drones stated in the following link: Pix4Dcapture supported drones, cameras and controllers – Support.
- Students are required to have a computer with a Windows Operating System. Technical Support is not available for Mac users.
- Dual monitors are beneficial but not necessary.
- Computers should have microphones and speakers. | aerospace |
https://www.thc.texas.gov/news-events/events/cold-war-oral-history-training-workshop-3 | 2023-12-01T23:15:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100308.37/warc/CC-MAIN-20231201215122-20231202005122-00352.warc.gz | 0.926669 | 630 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__249254115 | en | Sheppard Air Force Base (Feb. 27) ~ open to personnel with base access
Museum of North Texas History in Wichita Falls (Feb. 28) ~ open to the public
The Texas Historical Commission (THC), in conjunction with Sheppard Air Force Base and the Museum of North Texas History, will co-host two free oral history training workshops. The first, for those with base access, will be held at the Sheppard Air Force Base Heritage Center on Friday, February 27; the second is open to the public and will be held at the Museum of North Texas History on Saturday, February 28. The workshops are the sixth and seventh in a special two-year series of THC-coordinated Texas in the Cold War oral history training workshops around the state. These workshops highlight the real places telling the real stories of Texas’ involvement in the Cold War, including the home front perspective. The workshops are designed for people to learn how to conduct, record, and transcribe oral histories, including hands-on training with digital and video recording equipment.
WHO: Sheppard Air Force Base Vietnam War Commemoration Committee, Museum of North Texas History staff, and THC historians
WHAT: Free Texas in the Cold War Oral History Training Workshops
WHERE: Sheppard Air Force Base Heritage Center – base access required
Friday, February 27 (2-4:30 p.m.)
Museum of North Texas History - public welcome
720 Indiana, Wichita Falls,
Saturday, February 28 (9 a.m.-noon)
Seating is limited, please call 512.463.5833 to pre-register
BACKGROUND: The workshop series When the Lone Star State Met the Iron Curtain: Recollections of Texas in the Cold War, is built on the foundation of the THC’s national award-winning Texas in World War II Initiative. This project endeavors to preserve the service and sacrifices of Texans during the Cold War. Funding for the workshop series was made possible through the generous support of The Summerlee Foundation of Dallas, which also helped support the THC’s Texas in World War II Initiative’s oral history workshop series in 2004.
Sheppard Air Force Base (AFB) is home to the 82d Training Wing—the US Air Force’s largest technical training wing—and the 80th Flying Training Wing, which hosts the world's only internationally manned and managed pilot training program. The Sheppard Air Force Base Vietnam War Commemoration Committee has partnered with the Department of Defense Vietnam War Commemorative Partner Program to plan and conduct events that recognize Vietnam veterans and their families’ service, valor, and sacrifice in the local area. The Sheppard Heritage Center supports the various base training missions through exhibits on the history of aviation and the training of airmen conducted at Call Field and Sheppard AFB from 1917 to the present.
The mission of the Museum of North Texas History is to collect, preserve, exhibit, and interpret the history of the North Texas Area; to inspire an interest in the past for the education and enrichment of people of all ages. | aerospace |
http://jobeamainecoons.com/puzzle/robot-spacecraft.php | 2018-12-15T07:53:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376826800.31/warc/CC-MAIN-20181215061532-20181215083532-00480.warc.gz | 0.921749 | 499 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__155120553 | en | Main / Puzzle / Robot Spacecraft
Name: Robot Spacecraft
File size: 300mb
A robotic spacecraft is an uncrewed spacecraft, usually under telerobotic control. A robotic spacecraft designed to make scientific research measurements is History - Design - Landing on hazardous - Propulsion. Space Science: Planetary Spacecraft; Robotic Explorers; Solar System and Planets - Mars. With the eight sets of problems in this section of the Year of the Solar. 22 Dec There's a graveyard in space littered with the corpses of dozens of dead satellites , a remote spot in the cosmos reserved to entomb spacecraft.
18 Nov NASA's Hubble Space Telescope snapped this shot of Mars on Aug. 26, , when the Red Planet was million miles from Earth. NASA plans to launch its next Mars orbiter today (Nov. 18), kicking off a mission that differs markedly from the space agency's many previous Red Planet. 27 Feb This will be the closest we've ever been to our giant star. 8 May The Air Force has a secret space robot called the XB. We know this because the Air Force is very proud of the XB, though we don't know.
Buy Robot Spacecraft (Frontiers in Space) on jobeamainecoons.com ✓ FREE SHIPPING on qualified orders. 4 Aug - 4 min - Uploaded by Bloomberg Aug 3 -- Moon Express co-founder Naveen Jain discusses the company's lunar ambitions with. 28 Feb - 2 min - Uploaded by Top Historical Events The closest points of each orbit come well within path a list key dates and basic facts on all. 6 Aug Last year, Planetary Society members helped the artists at Chop Shop select historic robotic spacecraft missions to turn into screen-print. Nasa places order with SSL for robotic spacecraft which will fix satellites in orbit. December 15, by David Edwards.
27 Feb NASA plans to send its first robotic spacecraft to the Sun next year that is slated to get within six million kilometres of the blazing star to probe its. jobeamainecoons.com internet news portal provides the latest news on science including: Physics, Space Science, Earth Science, Health and Medicine. 6 Oct Satellites and robotic spacecraft are crucial to space exploration. They let us explore space without having to support life, and can travel longer. 13 Feb NASA is preparing to take the next logical step after in-flight refueling between two aircraft -- robotic refueling of orbiting. | aerospace |
http://www.safe-skies.com/aboutjohn | 2017-04-30T05:02:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917124299.47/warc/CC-MAIN-20170423031204-00453-ip-10-145-167-34.ec2.internal.warc.gz | 0.967401 | 631 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__57829903 | en | You are hereAbout John
John Goglia is a former Professor of Aviation Science and Director of the Center for Integrated Emergency Management at Saint Louis University’s Parks College of Engineering, Aviation and Technology. As such, he was responsible for creating a world-class program for preventing and preparing for disasters, from natural disasters such as forest fires to man-made ones such as aircraft accidents. Prior to this, Mr. Goglia served as a Member of the National Transportation Safety Board from August 1995 to June 2004. With more than 40 years experience in the aviation industry, he was the first Board Member to hold an FAA aircraft mechanic’s certificate.
As a Board Member, Mr. Goglia distinguished himself in numerous areas of transportation safety. In particular, he was instrumental in raising awareness of airport safety issues, including the importance of airport crash fire and rescue operations and the dangers of wildlife at airports. He played a key role in focusing international attention on the increasing significance of aircraft maintenance in aviation accidents. He pressed successfully for greater integration of civilian and military safety information, becoming a featured speaker at national aviation symposiums attended by military leaders and major defense contractors.
Mr. Goglia was an outspoken advocate for greater compassion and sensitivity in dealing with surviving family members of victims of transportation accidents. He worked diligently to ensure that families received timely and forthright information following transportation accidents. In recognition of his dedication to helping grieving families, the National Air Disaster Alliance awarded him its 2001 Aviation Safety Award.
Numerous prestigious groups have recognized Mr. Goglia’s contributions to aviation safety. Aviation Week & Space Technology awarded him a coveted 2004 Laurel for his outstanding service as an NTSB Board member. The Society of Automotive Engineers presented him with the Aerospace Chair Award for outstanding leadership in 2003 and the Marvin Whitlock Award for outstanding management accomplishment in 2002. In 2006, he was awarded the annual Air Transport Association (ATA) Nuts and Bolts award. This award is the highest award given by the ATA and honors those with outstanding service and contributions to the airline industry over an extended period.
John Goglia is recognized across the world as an expert in aviation safety. He frequently serves as a keynote speaker at various events across the world including Maintenance, Repair and Overhaul conference, Society of Automotive Engineers, and other various panels and meetings. John’s extensive experience is also often quoted in numerous news articles and on-air interviews.
Mr. Goglia has served on a number of Boards, including the Aviation Technical Training College in
Singapore, and advises a number of organizations, including the Professional Aviation Maintenance Association. transportation and safety issues. Mr. Goglia writes a regular column for Aviation International News.
Mr. Goglia has held numerous positions in the airline industry and was involved for more than 20 years as a union flight safety representative on accident investigation teams. For twelve years, he operated his own aircraft service company. Mr. Goglia served as the Governor’s appointee to the Boston Area Second Airport Site Selection Board and the Massachusetts Workers Compensation Review Commission | aerospace |
http://gnomebuddieshome.blogspot.com/2013/03/petition-to-white-house.html | 2018-05-21T14:26:51 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794864405.39/warc/CC-MAIN-20180521142238-20180521162238-00347.warc.gz | 0.93774 | 123 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__113925279 | en | WE PETITION THE OBAMA ADMINISTRATION TO:
End civilian casualties resulting from Unmanned Combat Air Vehicles (Drones).
Between January 2006 and April 2009, 687 innocent Pakistani civilians were collateral damage from drone strikes. During that time, only 14 terrorists or suspected terrorists were neutralized. That is 49 civilian casualties per terrorist. The United States government should not continue a program that takes the lives of innocent people in other countries. That is inhumane and unAmerican. President Obama, please end civilian casualties as a result of drone strikes by discontinuing the use of unmanned combat air vehicles. | aerospace |
https://coshocton.osu.edu/events/drones-how-scout-weeds-pests | 2023-11-28T12:18:30 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099514.72/warc/CC-MAIN-20231128115347-20231128145347-00412.warc.gz | 0.86737 | 153 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__47422006 | en | Unmanned aerial vehicles, or drones, are a new technology with lots of unique uses for agriculture. Join OSU Extension on July 19 for an informational program about using drones to scout for weeds and pests.
John Barker, OSU Extension Knox County, Pat Snyder, Pioneer other local farmers and ag professionals will share how to utilize drones to aid in management decisions. This will include video and photos of fields to learn about diagnosing potential pest, weed or nutrient problems.
The program will be at 7:00 pm at Frontier Power Community Room, 770 South Second Street in Coshocton. This is a free program, but reservations are appreciated. Please call 740-622-2265 to RSVP. Click here for a complete flyer. | aerospace |
https://www.chiemsee-chiemgau.info/en/ballooning | 2024-03-04T10:44:23 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476442.30/warc/CC-MAIN-20240304101406-20240304131406-00316.warc.gz | 0.967408 | 108 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__100621606 | en | The Chiemgau-Area is ideal for ballooning due to its proximity to the spectacular Alpine peaks and is known for it beyond its borders. In the summer, hot air balloons take to the skies up to twice a day. It is not the pilot who controls the balloon, but the wind. He alone decides where the journey goes. The landing site of a balloon flight can not be planned. For this reason, a balloon is always "followed" by a car shuttle, which brings the guests back to the starting point. | aerospace |
https://www.airborneengines.com/index.php/en/services/repairs-and-overhauls | 2023-04-02T05:03:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296950383.8/warc/CC-MAIN-20230402043600-20230402073600-00624.warc.gz | 0.852787 | 331 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__76480462 | en | Airborne Engines Ltd. is a Transport Canada Approved Repair and Overhaul facility, a member of the Joint Aviation Authority JAR 145 Repair Organization, a member of the European Aviation Safety Agency, a Honeywell Aerospace Authorized Service Center, and a Rolls Royce Authorized Maintenance Centre.
With an In-House DAR (Design Approval Representative) and Quality Assurance Program exceeding industry standards, superior technical personnel, state of the art equipment and excellent long-term operational history, Airborne Engines Ltd. is committed to the highest quality of workmanship, service and reliability standards and has been accredited with ISO 9001-2008 and AS9110.
Airborne Engine Ltd’sin-house reworks capabilities are far more extensive than the majority of other MRO facilities, providing a distinctive advantage in engine maintenance, repair and overhaul, boasting hundreds of OEM approved expanded repairs for both the Honeywell T53 and Rolls Royce M250 products.
Products we support
We are pleased to offer the following Support and Services for both product lines:
- Repair & Overhaul
- Worldwide Field Service
- Service Bulletin / Airworthiness Directive Compliance
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FULL SERVICE REWORKS SHOP
ON-SITE TEST CELL
EXCHANGE POOL OF ENGINES AND ACCESSORIES
For more information or for an RFQ please contact our Sales Team at firstname.lastname@example.org or 1-604-244-1668 | aerospace |
https://bestdealbuys.us/if-you-read-one-article-about-read-this-one-2/ | 2021-03-02T11:48:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-10/segments/1614178363809.24/warc/CC-MAIN-20210302095427-20210302125427-00387.warc.gz | 0.975652 | 468 | CC-MAIN-2021-10 | webtext-fineweb__CC-MAIN-2021-10__0__194511854 | en | Discover Information About Aircraft Aviation Systems
It is easier to venture in aviation development especially when you work with aviation engineering experts. A consideration to think about aviation and aircraft aviation systems is more or less channels to make aviation more safer and efficient fuel stop There is a need to appreciate the role of aviation engineering experts because they are the one who increase the safety of all these processes. There is a need to understand different processes which are related to aircraft development. When it comes to aviation development it is almost crucial for you to think of ways to certify and apply for the process properly. It is always important to understand most of the rules which are necessary in this process because that is the only way you can succeed in most of the processes. Getting technical knowledge about aviation is also very crucial and that is why you are supposed to think about this aviation companies. When it comes to aircraft and aviation system development these are not suspects that you are supposed to ignore. Provided you won’t excell in aviation development, then you need to rely on engineering experts for the same. The most important thing to understand about this engineering experts is that they are well-versed with these processes because they interact with so many countries. You will therefore be guaranteed of getting the best aviation systems, and you will enjoy engineering services. Before you can consider working with this engineering experts, it is always important to find out some of the services they offer. You can be confident that you will benefit from software engineering when considering working with this engineering experts.
You cannot ignore the fact that the experience that software engineering experts have is as a result of the role they play in this process is all the time. When it comes to software development, you cannot ignore high and low level needs, and this is something that the engineers already know. Since you might want to benefit from called design and software developments, you need to work with this engineering experts. The engineering experts are also going to guarantee verification of the software that they develop, and lease is very essential. The most important thing about working with this engineering experts is that you will have nothing to worry about software and hardware or any other related processes like certification which is very beneficial. It is worth noting that you might not have to worry about the cost-effectiveness of this process is because most new clients are given a value. | aerospace |
https://www.bestbrokers.co.uk/blog/2014/09/02/win-a-trip-to-space-on-board-the-virgin-galactic-with-ironfx/ | 2023-12-08T09:25:41 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100739.50/warc/CC-MAIN-20231208081124-20231208111124-00078.warc.gz | 0.959547 | 235 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__223815908 | en | Win a trip to space on board the Virgin Galactic with IronFX
Here's a competition that's going to get a lot of people talking: The Forex and CFD broker IronFX is offering all of its clients the unique chance to win a place on board a flight into space. In partnership with Virgin Galactic, the lucky winner of this competition will be able to make history by joining the closed circle of people who've been into space.
Recap: What is Virgin Galactic?
Virgin Galactic is part of the group owned by billionaire Richard Branson (as if he needed an introduction) and aims to send 500 people into space for the reasonable sum of $200 000...
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http://blog.questia.com/2014/03/research-paper-topic-malaysia-airlines-missing-plane-terrorist-act-deliberately-diverted/ | 2018-04-22T17:56:31 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125945637.51/warc/CC-MAIN-20180422174026-20180422194026-00065.warc.gz | 0.965971 | 1,020 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__219948046 | en | The mystery behind missing plane Malaysia Airlines Flight 370 has gotten more complex as investigating officials find further information. The revelation that two passengers were traveling on stolen passports, their tickets purchased by an Iranian middleman, had some speculating that the flight’s disappearance was a terrorist act. Officials, who believe that terrorists are not involved, are using new data to broaden their search for the Boeing 777, which may have been deliberately diverted toward the Andaman Islands by an experienced pilot. The ongoing investigation of the Malaysia Airlines missing plane may provide good research topics in transportation safety and its implications for commercial aviation.
Timeline for Malaysia Airlines Flight 370
- Events related to the disappearance of Malaysia Airlines Flight 370 began on Thursday, March 6, when Iranian man Kazem Ali purchased two tickets for the flight for two Iranian men using stolen passports. Though Interpol has discovered the identity of the two passengers, it is still uncertain how their presence on the plane may relate to its disappearance.
- On Saturday, March 8, at 12:41 a.m. local time, Flight 370 took off from Kuala Lumpur. Its destination was Beijing, and it was expected to arrive at 6:30 a.m. There were 239 people on board: 227 passengers and 12 crew, with 5 passengers under the age of 5 and more than half the passengers on board being Chinese/Taiwanese. Other nationalities included Malaysian, Indian, Indonesian, American, Russian and Canadian.
- Around 1:30 a.m., traffic controllers lost contact with the plane after the transponder shut down or was shut off.
- Around 2:40 a.m., radar lost contact with an unidentified aircraft, now believed to be Flight 370. It was dramatically off course, and was flying over Pulau Perak in the Strait of Malacca.
As Ginny Gaylor noted in her iCitations blog post for Questia on March 11, 2014, “The Malaysia Airlines plane—college research topic in aviation history,” initially, it was expected that the plane had crashed, despite the Boeing 777’s “near perfect safety record.”
Change in flight path
As the investigation continued, however, the realization was made that the unidentified aircraft on the radar was likely to be Flight 370, despite being so far from the plane’s initial course. Officials expanded the search into the Indian Ocean, on the other side of the Malay Peninsula from where their search began. The plane executed evasive maneuvers to avoid radar detection, leading investigators to believe that one or both of the pilots—who between them have over 20,000 flying hours—might have been the cause behind the disappearance.
“Two sources said an unidentified aircraft that investigators believe was Flight MH370 was following a route between navigational waypoints when it was last plotted on military radar off the country’s northwest coast,” Niluksi Koswanage and Siva Govindasamy reported for Reuters in a March 14, 2014, article, “Exclusive: Radar data suggests missing Malaysia plane deliberately flown way off course.” They continued, “This indicates that it was either being flown by the pilots or someone with knowledge of those waypoints, the sources said.”
The fact that the plane lost communication also indicates that someone turned off the communications systems. But despite the deliberate nature of the changed flight path and the drop in communication, officials remain inclined to believe that it is not an act of terror. “They have found no link between the passengers [traveling under stolen passports] and known terrorist groups and that the plane could have been flown into a densely populated area if the incident was related to terrorism — but it wasn’t,” ABCNews contributors Gloria Rivera and her team explained on March 15, 2014, in “Malaysia Airlines jet made ‘tactical aviation maneuvers’: Law enforcement officials.”
Some investigators have speculated that the plane was making its way toward the Andaman Islands. The small chain off the coast of India does have a runway large enough for a Boeing 777 to land—but how would you hide the landing of a Boeing 777?
Tracking down the missing plane has become an international effort. Kelly Riddell of the Washington Times reported in “Missing Malaysian airliner: ‘There isn’t anything strange about this’,” on March 11, 2014, before the search area was expanded, “About 50 ships and 34 aircraft from nine countries are sweeping the Gulf of Thailand and the South China Sea near Vietnam.” That includes two U.S. destroyers that are aiding in the effort. “Helicopters on the destroyers capable of nighttime searches also are being used,” Riddell explained.
Despite the dramatic search efforts, officials have warned family members of the missing passengers to prepare for the worst.
What do you think happened on Malaysia Airlines Flight 370? Tell us in the comments. | aerospace |
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https://www.smithbrosmedical.com.au/team-details/dr-feroz-ameerjan/ | 2024-03-04T18:10:47 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476464.74/warc/CC-MAIN-20240304165127-20240304195127-00004.warc.gz | 0.948791 | 111 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__187788247 | en | – Member of the Royal Australian College of General Practitioners
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https://www.jjairsystems.co.uk/2012/03/05/compressed-air-system-at-tag/ | 2022-07-01T23:39:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-27/segments/1656103947269.55/warc/CC-MAIN-20220701220150-20220702010150-00694.warc.gz | 0.937147 | 194 | CC-MAIN-2022-27 | webtext-fineweb__CC-MAIN-2022-27__0__196650991 | en | Part of the worldwide TAG Group, TAG Aviation are pleased to open their new airport maintenance facility.
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https://thetravelingtitasofmanila.com/how-to-fly-a-helicopter-a-guide-for-beginners/ | 2023-11-29T18:31:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100135.11/warc/CC-MAIN-20231129173017-20231129203017-00697.warc.gz | 0.901858 | 487 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__112191868 | en | Learning how to fly a Pittsburgh helicopter can be an exciting and rewarding experience. There are many different types of helicopters out there, but no matter which one you learn on, the basics are the same. This guide will outline all the steps necessary for getting your pilot’s license!
1. Get your license.
To learn how to fly a helicopter, you will first need to get your pilot’s license. The exact requirements vary depending on the country that issued the license and what kind of helicopter you are flying.
This guide cannot substitute for real flight training, but it should give beginners enough information so they know what is involved in becoming a student pilot!
2. Learn the basics.
Once you have your license, it’s time to learn the basics! This will include learning about helicopter controls, how to take off and land, and basic maneuvers.
Again, this can be done with a flight instructor or in a simulator.
Trying different maneuvers in a safe environment is key to becoming a competent pilot.
3. Get some experience.
Once you learn the basics, it’s time to start gaining actual helicopter flight experience! This can be done solo or with an instructor on board.
You will learn more complex maneuvers during this phase including hovers and autorotations (when a helicopter is forced into “auto” mode due to engine failure).
This guide outlines all of the steps necessary for getting your pilot’s license in just one paragraph! Learning how to fly a Pittsburgh helicopter can be quite rewarding once finished. There are many different types of helicopters out there, but no matter which one you learn on, the basics are generally similar. After finishing this guide, beginners should have enough information so they know what is involved in becoming a student.
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https://1lens2.com/articles/ba289-747-phoenix-sky-harbor-airport | 2023-09-23T00:17:23 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506429.78/warc/CC-MAIN-20230922234442-20230923024442-00521.warc.gz | 0.950328 | 2,238 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__267730273 | en | British Airways 747 in the Skies Over Phoenix
Up until recently, if you were in the Phoenix area at around 5PM or so, you could look up into the sky and see a giant aircraft descending on its way to Phoenix Sky Harbor Airport. That was when British Airways flight 289 with nonstop service from London Heathrow Airport arrived in Phoenix with a scheduled arrival time of about 5:45 PM.
The giant aircraft that you would see in the sky was the legendary Boeing 747. During the busy months of the year, British Airways flew a second 747 on some days from London to Phoenix so you had two opportunities to see a 747 over the skies of Phoenix. These two 747s were the biggest aircraft to regularly land at Phoenix Sky Harbor Airport.
But sadly for Phoenix area plane spotters, on October 27, 2019, British Airways swapped out the 747 for the newer and more efficient Boeing 787 Dreamliner. The 787 is an amazing aircraft, but a 747 aircraft is... well HUGE and unique and it was exciting to watch it descend across the Phoenix East Valley and land at Sky Harbor. And I wasn't the only one who liked to watch these 747s. If you stopped in at the airport's viewing area on the south end of 40th Street on just about any day of the year at around 5:30 PM, you would likely find people waiting for British Airways flight 289 (BA289) to land.
Luckily, I choose the summer of 2019 to get out to various spots in the Phoenix area and record some video of the British Airways 747-400 flight to Sky Harbor. You can check out the videos at the end of this article. I couldn't tell from the news reports about the aircraft swap if the 747s will ever be back, so this video might reflect on the end of an era. But if British airways does bring the 747 back Phoenix then you can use this article and the videos to plan your outing to watch this massive aircraft once again rule the skies over Phoenix. I know I'd be back out there getting some more pictures and video!
There were two common flight paths for flight 289 when British Airways was flying a Boeing 747. The first flight path came in from the northeast over Mesa and then turned to the west to line up with runway 26 Right at Sky Harbor Airport.
The second flight path was much more interesting if you're plane spotting. It came in from the northwest and made a tight U-turn over Mesa to get on a heading that would line it up with runway 29R at Sky Harbor.
So, if you were in the right place at the right time then you could watch the 747 make a giant 180 degree turn banking quite noticeably to the right directly over your head. And if you had a pair of binoculars or a camera with a good zoom then it was particularly amazing to watch! For my videos below, I used my Nikon P1000 ultrazoom camera which has a 35mm equivalent 3,000mm telephoto lens (125x).
The best place that I found to watch this half a mile-high U-turn is Quail Run Park in Mesa. It's a large public park with some wide-open spaces where you can get a good view of the 747 as it flies overhead. You can find the Quail Run Park using this link to Google Maps and then drive over there to watch any planes that use this flight pattern or the British Airways 747 if they ever bring it back for their flights to Phoenix.
When I went, I would watch the 747s from the parking lot which was usually empty on week days at the time of this flight. If the parking lot is busy when you go there then you might want to walk across entrance road to open field to the north of the parking lot.
Like any other flight, BA289 would not always be flying over Quail Run Park at the same exact time every day. If you go out to watch planes, be sure to monitor the flight's status using an application of website like FlightRadar24.
The Descent Into Phoenix
The picture below shows British Airways flight 289 heading east just before entering the big U-turn over Quail Run Park in Mesa. According to flightradar24.com, it was flying at about 6,000 feet and traveling at around 220 knots (253 miles an hour).
Here's a screen capture from my video below showing the 747 southbound and banking quite a bit to the right in the overhead U-turn. It really was cool to see such a large airplane perform this maneuver at such a relatively low altitude.
After flying a half circle over Quail Run Park, the Boeing 747-400 came out of the U-turn heading west at an altitude of about 5,200 feet and flying at about 200 knots (230 mph). This aligned it with runway 29R at Phoenix Sky Harbor Airport.
Now is a good time to mention that I made a few trips in the Phoenix area to watch Flight 289 descend and land at Sky Harbor Airport. That would explain how I next captured the British Airways 747 flying over a parking lot near Priest Drive and Washington Street in Tempe, AZ.
At this point in its flight path, BA289 was approximately 2,300 feet overhead, traveling at about 150 knots (173 mph). By the way, this aircraft is almost a half mile in the air and it still looks ENORMOUS as it goes by!
This location is a great place to watch any planes on approach to Sky Harbor. It is a parking lot for an office building, but I've never had any issues while I was there. If you stop in here to watch planes and someone from the building lets you know that they prefer that people not stop to watch the planes then drop me a note by clicking the envelop icon at the very bottom of this article and let me know. I'll update this article letting people know.
As good a location that Priest and Washington is for watching large aircraft fly over, the holy grail of 747 flyover locations in my humble opinion is at the end of North 56th Street in Tempe. The 747 is soooo big and soooo low that it doesn't fit in the picture below that I took with the camera fully zoomed out! If this picture piques your interest then you'll want to watch the main video below where you can see this magnificent aircraft fly over as well as hear it! At this point the 747 is flying at an altitude of "ridiculously low" at a speed of "who cares this is amazing" :)
Landing at Sky Harbor
From this point, it's a mere one and three quarter miles to the end of Runway 29 Right at Phoenix Sky Harbor, so the 747 pilot simply needs to point the airplane at the blinking lights at the end of the runway and land the plane :)
For a good view of the landing, I headed over to the airport viewing area that sits conveniently on the north side of Runway 29R on the south end of 40th Street. The viewing area is close to the end of the runway where a lot of aircraft usually land at this time of day (which I suppose would make it the start of the runway). So, you would get a pretty good view of the 747 on final approach and landing from this location.
The 747 took a good portion of the runway to come to a stop so it also took a while for the pilots to taxi the aircraft to the British Airways gate which is all the way back at the other end of the runway. When the plane was close to the gate area, it had to make another U-turn, this time while on the ground. This second U-turn was just as cool to see as the first one because you got a great view of the curves and lines along the body of the aircraft as the plane spins in place 180 degrees. I think this is one of the most interesting parts of the video in the next section.
I think the big question is whether or not British Airways will fly the Boeing 747 on any future flights into Phoenix or if the change to the Boeing 787 Dreamliner is absolute. If they don't then I'm glad I was able to record video of a 747 in the skies over Phoenix before they disappeared. And my video below will be a kind of historical record of the days when 747s roamed the skies here.
But I'm really hoping that they add a 747 back into rotation now and again. According to Wikipedia, the typical passenger capacity of the 787 is 242 people. As far as I can tell, British Airways mostly flies Boeing 474-400s which Wikipedia.com says have a typical passenger capacity of 416. That's a big difference so I'm hoping that we'll see some 747s during the busy travel season between London Heathrow and Phoenix Sky Harbor airports. If 747s once again grace the skies over Phoenix then you can use the locations that I mention in this article to enjoy the sights and sounds of this massive majestic plane. I know I will!
Watch the Videos
Click on the image below to view the video I captured of the British Airways 747 as it descends into the Phoenix area, lands at Phoenix Sky Harbor Airport and then taxied to the
gate. The video starts with the 747 at an altitude of about 6,000 feet and tracks it at various points down to the gate at the Terminal 4. Some of the scenes in the video are
quite close-up because I used the Nikon P1000 ultrazoom camera which has the equivalent of a 3,000mm zoom lens (125x magnification). I also show you some good plane spotting
locations that you can use if British Airways resumes use of the 747 on flight 289 or for viewing any aircraft that uses a similar flight path into Sky Harbor.
But wait, there's more! :) Here's a bonus video only available to visitors to the One Lens Two website! This video shows another British Airways 474-400 landing at Phoenix Sky
Harbor airport, but this aircraft has a different paint scheme/design than what you see in the main video. And who doesn't want to see another massive 747 landing?
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https://www.pilotrat.in/ | 2023-12-10T10:41:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679101779.95/warc/CC-MAIN-20231210092457-20231210122457-00096.warc.gz | 0.927671 | 458 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__217656259 | en | उड़ान प्रशिक्षण संस्थान, भोपाल, म. प्र
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http://www.greatwesternairsports.com/?page_id=40 | 2021-06-17T22:31:13 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623487634576.73/warc/CC-MAIN-20210617222646-20210618012646-00301.warc.gz | 0.933975 | 1,118 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__123751606 | en | The National Private Pilot’s Licence (NPPL) is a UK specific pilot’s licence developed in 2002. It is not an internationally recognised licence and does not automatically entitle the holder to fly aircraft in other countries
however, many European countries like France and Germany allow pilots holding an NPPL microlight license to exercise the freedom of their license in those countries airspace subject to their nation aviation rules.
To obtain a NPPL with a Microlight Class Rating you must complete flight training with a UK Civil Aviation Authority authorised flying instructor entitled to instruct on microlights.
The minimum age to start flying training towards the grant of the licence is 14 years. There is no maximum age. You can go solo at 16 and be granted your licence when you are 17.
Flight Training Requirements
The Microlight Class Rating can be issued with either of two options. The options are Without Operational Limitations or With Operational Limitations.
The minimum flight training required for the grant of a NPPL with a Microlight Class Rating With Operational Limitations are as follows:
Minimum total flight time under instruction 15 hours
Minimum flight time solo 7 hours
The Operational Limitations at initial issue are:
1.The licence is valid for flight in the UK only.
2.The pilot may not carry any passenger.
3.The pilot may not fly with a cloud base less than 1000 feet above ground level or with less than 10 kilometres visibility.
4.The pilot may not fly further than 8 nautical miles from take off.
The minimum flight training required for the grant of a NPPL with a Microlight Class Rating Without Operational Limitations is:
Minimum total flight time under instruction 25 hours
Minimum flight time solo 10 hours
Minimum total navigation flight time 5 hours
Minimum solo navigation flight time 3 hours
As part of your flight training you must take and pass a test with an authorised flight examiner to demonstrate your ability to fly a microlight through all the manoeuvres that you will have learned during training. The test is called a General Skills Test (GST). The flight time of the GST can count towards the minimum total flight time required to obtain the NPPL but not towards the solo minimum time.
To ensure that when your licence is issued your skill level and knowledge is current you must have completed the minimum solo flight time, all the navigation flight training and the GST within the nine month period immediately prior to applying for your licence.
Ground Training Requirements
The Microlight syllabus lists the subject matter that an applicant for a Microlight Class Rating must understand. There is no minimum requirement for training by an instructor to achieve this knowledge but the applicant must have demonstrated a knowledge of the subject matter by passing examinations.
There are written examinations in five subjects. Meteorology, Navigation, Aviation Law, Human Performance
and Limitations and Aircraft Technical subjects. The examinations must have been passed within the twenty four months immediately prior to applying for your licence.
There is one further examination to complete your demonstration of knowledge of the aircraft type that you have used to complete your GST. This examination is an oral examination and must be conducted by a flight examiner entitled to examine in microlight aircraft. It is usual, but not required, that the examination is conducted at the same time as the GST by the same examiner. The ground oral examination must have been passed within the nine months immediately prior to applying for your licence.
Application for the grant of a NPPL with a Microlight Class rating must be made in writing on the NPPL Microlight Licence application form through the BMAA Licence Administration Centre at the BMAA office address. We will guide you through the whole process to ensure you concentrate only of flying and passing your ground exams.
Removing the Operational Limitations from a NPPL Microlight Class Rating
To remove Limitation 2 the holder must have completed at least 25 hours of total flying in microlights and at least 10 hours solo flying in microlights. The holder’s experience is certified in their log book by a flight examiner and the Limitation ceases to apply from that time.
To remove Limitations 3 and 4 the holder must have completed at least 25 hours of total flying in microlights, at least 10 hours solo flying in microlights. The holder must have completed the navigation training requirements
specified in flight Exercise 18 within the nine month period immediately prior to applying to have the limitations removed. Application to have Limitations 3 and 4 removed must be made in writing on the NPPL Microlight Licence application form through the BMAA Licence Administration Centre at the BMAA office address.
A pilot may only fly microlights as Pilot In Command in the UK if they hold valid medical certification.
The NPPL medical certification can be by a Self Declaration signed by the pilot and then countersigned
by the pilot’s General Practitioner (GP). The pilot must be registered with the GP who countersigns the Declaration and the GP must be a UK registered GP with a current licence to practice. Where a pilot is registered to a Medical Practice it is acceptable that any GP member of the Practice can countersign the Declaration. It is a requirement that the GP who countersigns the Declaration has access to the pilot’s medical notes.
Non U.K. students will require a Class JAR FCL Class 2 medical which can be arranged locally on request. It is strongly recommended that you obtain your medical prior to commencing flight training. | aerospace |
http://macleansmag.tumblr.com/post/62917507462/after-chris-hadfields-command-of-the | 2014-09-19T21:51:16 | s3://commoncrawl/crawl-data/CC-MAIN-2014-41/segments/1410657132025.91/warc/CC-MAIN-20140914011212-00159-ip-10-196-40-205.us-west-1.compute.internal.warc.gz | 0.945829 | 140 | CC-MAIN-2014-41 | webtext-fineweb__CC-MAIN-2014-41__0__178511864 | en | After Chris Hadfield’s command of the International Space Station made him a global celebrity, it seemed only right to give him the rock-star treatment in our recent cover photo shoot.
Taking inspiration from Hadfield’s rendition of David Bowie’s Space Oddity, photographer Christopher Wahl asked the astronaut to replicate Bowie’s famed image from the cover of his Aladdin Sane album.
“He was fully participating—it was awesome,” says Wahl. “I was on a portrait high for a day and a half afterward.”
Cover photo by Christopher Wahl. Behind-the-scenes photos by Paul McNaulty. | aerospace |
https://www2.naic.edu/ao/blog/analyzing-gravitational-fields-around-small-bodies-support-future-spacecraft-missions | 2021-12-08T15:14:58 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964363515.28/warc/CC-MAIN-20211208144647-20211208174647-00298.warc.gz | 0.849182 | 827 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__183740744 | en | - A Transient Coronal Sigmoid and Associated Flare and Coronal Mass Ejection27 Oct, 2021
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- The Arecibo Telescope Used for Study of Galactic Magnetar13 Oct, 2021
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- The Arecibo Observatory: Current and Future Operations of the Facility21 Jul, 2021
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Byadmin09 September 2020 Planetary
Understanding how the gravitational field around a comet or asteroid could affect an orbiting spacecraft is extremely important for the exploration of those objects.
In a recent publication of the Planetary and Space Science journal, AO scientist Dr. Flaviane Venditti and her team tested a new mapping technique to identify the orbits around comets and asteroids that are least affected by the objects’ gravity.
“Knowing which orbits would generate the least perturbation on a spacecraft could minimize the need for station-keeping maneuvers, lowering the cost and simplifying the mission logistics,” Dr. Venditti explained.
“Knowing which orbits would generate the least perturbation on a spacecraft could minimize the need for station-keeping maneuvers, lowering the cost and simplifying the mission logistics,” - Dr. Flaviane Venditti, Planetary Scientist at Arecibo Observatory
Importantly, the team developed these orbital maps using more realistic shapes for the asteroids and comets, rather than assuming they were spherical. Their analysis also assessed how easily a particle’s (or a spacecraft’s) orbit around the targets could be changed from its original path.
“The planetary radar observations we conduct with the Arecibo Observatory are highly complementary to these dynamical studies,” expressed Dr. Venditti. “One of the main goals of planetary radar is to determine the physical properties of asteroids, like their shapes and sizes. These properties are needed before we can computationally model the gravitational environment of those objects.”
Dr. Venditti concluded, “Thus, planetary radar observations and theoretical dynamical studies build on one another and are both critical for assisting with space exploration and mission planning.”
The Arecibo Planetary Radar Program is funded by NASA’s Near-Earth Object Observations Program. The Arecibo Observatory is operated by the University of Central Florida (UCF) in partnership with Universidad Ana G. Mendez - Universidad Metropolitana and Yang Enterprises Inc., under a cooperative agreement with the National Science Foundation (NSF).
Article written by Dr. Tracy Becker - AO Collaborator / SwRI Research Scientist
Head of Planetary Radar team
Keywords: arecibo, observatory, planetary, orbits, venditti, asteroid, gravitational, field, exploration | aerospace |
https://www.247tickets.com/t/neighborhood-earth-exhibition-shanghai | 2018-10-16T14:21:46 | s3://commoncrawl/crawl-data/CC-MAIN-2018-43/segments/1539583510754.1/warc/CC-MAIN-20181016134654-20181016160154-00165.warc.gz | 0.918003 | 1,073 | CC-MAIN-2018-43 | webtext-fineweb__CC-MAIN-2018-43__0__89396904 | en | Start Your Amazing Journey From U.S. Space & Rocket Center
Neighborhood Earth landed in Shanghai. An interactive, immersive experience of travelling through the solar system
The featured exhibition Neighborhood Earth has come to Shanghai! It is the debut in China of the exhibition during its world wide tour after the premiere in US Space & Rocket Center in February this year. The opening date is scheduled on Sep.30.
Dedicated to exploration on the galactic scale of our solar system, Neighborhood Earth is developed in partnership with US Space & Rocket Center and the Official Visitor’s Center for NASA’s George C. Marshall Space Flight Center, designed and produced by Chronica Creative.
The exhibition gives the visitor the opportunity to zoom through the solar system with a 360-degree cinematic experience along with the spacecraft and robotics that explore our celestial neighbourhood, and further our knowledge of the worlds around us.
Highlight: The immersive travel experience of the solar system!
Standing on the surface of other planets. Watching the sunset while you are standing in Gale Crater on Mars. Surrounded by a lightning storm on Venus. The epic climax and culmination of Neighborhood Earth is the immersive theatric experience that places you right alongside Cassini, New Horizons, and the other plucky spacecraft on a journey to visit the other planets in our solar system.
There are screens literally above, below, and all around you. In the very middle sits a half globe 8.5 feet tall with images of the different planets projected on it.
These astonishing images come from NASA Solar Dynamics Observatory, constructing a 30-minute film that gives the visitor a 360-degree look at the solar system. Besides, the accompanying sound effect and narrative voice-over provide an opportunity for a comprehensive understanding of our neighbor planets.
A real sized International Space Station
Before entering the cinematic experience, you will go through the real sized ISS Model with exactly every detail retained and explore the living environment of the spaceman through the all-touchable devices.
Nine hologram kiosks of each robot and planet
The kiosks are hands-on, educational stations that include touch panels that correspond with the hologram on the screen at the top of each kiosk, breaking down details of each planet and the robotic animal that toured that planet. The Pluto will appear here though it has been demoted to a dwarf planet. It is a fun feature for the kids.
Other unmissable features:
• Space Suits
Zoom forward to the display of the NASA Z-2 space suit, a prototype currently in development and the A7LB spacesuit for Project Apollo.
• The hands-on activities
- Get your hands in there with all 3-D printed models to build a Mars colony of your own design.
- Assemble and test your rocket design.
- Help the Orion capsule with re-entry.
- Weighted bags to simulate the weight of gravity on each planet, check how your strength measures up on other planets.
- Perfect your moonwalk for your first lunar EVA or make sure your Mercurian Mambo is on point.
- Play with Xbox to make your movements correspond with the astronaut on the surface of the different planets on a projection screen.
- Don't forget to take a photo with your face inside cut-out of the Z-2 suit!
• Artifacts of 14 space probes include the CURIOSITY, CASSINI, JUNO, HORIZON, MESSENGER，VOYAGER 2，HUBBLE SPACE TELESCOPE and so on.
The exhibition comes with the education guide from US Space & Rocket Center education department for the exhibit to be aligned to K-12 Next Generation Science Standards.
The education guide will be presented in 3 ways in Shanghai, by daily guided tours, by audio guide system of scanning QR code, by guidebooks separately designed for adults and kids. All that prepared for the educators and teachers looking for a great out-of-the-classroom experience.
“I want them to think about the exploration of the planets and what it would take for them to be there. What would take them off our world and to other locations? It’s always good to expand the scope of children’s minds and open them up to ways of thinking about their home, their city and to the galaxy. That kind of early learning and what we are doing at the Rocket Center is so important to spark that interest in STEM (Science, Technology, Engineering and Math). If you get in there with a 2-, 3-, 4-year-old or a 14-year-old and they find it fascinating, you’re on your way to creating a future engineer or scientist.” said Rebecca Hitt, the Rocket Center’s Museum Education Assistant Manager.
The Neighborhood Earth China Tour is authorized by US Space & Rocket Center and the Official Visitor’s Center for NASA’s George C. Marshall Space Flight Center, organized by Long for SHANGHAI HONG QIAO PARADISE WALK, LINKA EXHIBITS, co-sponsored by ROBAM, supported by the official partner OMEGA. | aerospace |
http://smileysays.blogspot.com/2008/10/chandrayaan-i-successfully-launched.html | 2018-06-25T17:03:57 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267868237.89/warc/CC-MAIN-20180625170045-20180625190045-00535.warc.gz | 0.908976 | 227 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__161900113 | en | Chandrayaan I is expected to reach the moon around Nov 8 and has a life span of 2 years. Costing 80 M USD, Chandrayaan is carrying payloads for 11 scientific experiments including five from India, two from U.S. and one each from Germany, Britain, Sweden and Bulgaria.
Some of the specific areas of study to be conducted (Taken from the ISRO Website)
High resolution mineralogical and chemical imaging of permanently shadowed north and south polar regions
Search for surface or sub-surface water-ice on the moon, specially at lunar pole
Identification of chemical end members of lunar high land rocks
Chemical stratigraphy of lunar crust by remote sensing of central upland of large lunar craters, South Pole Aitken Region (SPAR) etc., where interior material may be expected
To map the height variation of the lunar surface features along the satellite track
Observation of X-ray spectrum greater than 10 keV and stereographic coverage of most of the moon's surface with 5 m resolution, to provide new insights in understanding the moon's origin and evolution | aerospace |
https://rabsportsnews.com/civil-aviation-authority-wins-the-trophy-at-the-fufa-corporate-tournament-2022-in-njeru/ | 2023-12-07T12:24:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100674.56/warc/CC-MAIN-20231207121942-20231207151942-00831.warc.gz | 0.953361 | 259 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__266808039 | en | The FUFA corporate tournament was a one day activity played on Sunday 8th May 2022 at the FUFA technical center, Njeru. This was the 6th edition of the FUFA Corporate tournament and the civil aviation authority are the champions.
They become the fifth corporate team to lift the trophy in the six times it has been held.
Civil aviation authority eliminated Bidco at the semi finals to reach the finals
The aforementioned overcame Stanbic Bank Uganda in the final to encrypt their name on the winners list.
A goal in either half from Ponsiano Mulindwa and Stephen Sserubiri ensured Uganda Civil Aviation Authority won the game.
Muhamood Mutebi of Uganda Civil Aviation Authority was the tournament top scorer with 3 goals.
The final was graced by FUFA President Hon. Moses Magogo and FUFA CEO, Edgar Watson.
The tournament attracted a total number of 11 corporate teams including debutants FUFA Media Services (FUFA TV and 102.1 FUFA fm).
FUFA ensured that each of the team that participated in this year’s edition got a plaque.
The champions, Uganda Civil Aviation Authority walked away with a trophy and shs 5,000,000. | aerospace |
https://stocetreimar.web.app/556.html | 2022-11-27T04:50:46 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710192.90/warc/CC-MAIN-20221127041342-20221127071342-00397.warc.gz | 0.942955 | 3,352 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__35559499 | en | My love of travelling is due to my years as a flight attendant, and im still hooked on travel. Achenblog the jet blue flight attendant and pulling a slater. The actions of the people in newfoundland were filled with compassion and caring. A few months ago i applied online for one of the best airlines. The next unsolved mystery occurred on november 24, 1971.
Middle east airlines air liban publications facebook. Believe me this was the best thing i used to get, because passengers are not always thankful and it is always us who. Pdf how to become a flight attendant for airlines in the. Asian and middle eastern carriers should be allowed to flood the us. About how to become a flight attendant for airlines in the middle east. Apr 28, 2017 14 flight attendant slang terms explained like every occupation, the airline industry has its own lingo. Flight attendants look for more than travel at middle east s biggest carrier the airline currently employs 20,000 flight attendants published. Flight attendants reveal their musthave items for travelling. Mea also announces the suspension of its flights to and from beirut starting midnight of wednesday thursday 18. My connecting flight was little late and when i arrived at the gate the boarding had already started. Three decades later, in 1966, a new york times classified ad for stewardesses at eastern airlines listed these requirements. Buy the essential guide to becoming a flight attendant book online at best. The questions that i get asked most often is how do i become a cabin crew. Parents may wonder after a couple alleged this week that their 10yearold daughter flying to summer camp was stranded at one of the worlds.
For general gardening in the middle east gardening in oman and the uae is a far better book also available on amazon. The flight attendant by chris bohjalian, doubleday the ultimate airplane book. Organic farming boom in palestine posted on december 2, 2012 by leigh cuen in health, lifestyle. Oclcs webjunction has pulled together information and resources to assist library staff as they consider how to handle coronavirus. Glamorous air hostess shares a behind the scenes look into. Count 25% less for low cost airlines in the middle east due to less restrictive labor laws and extended working time. This guide shares with you all the secrets on how to land your dream job as a flight attendant anywhere in the world by i want to be a flight attendant.
How to become a flight attendant for airlines in the. The olive garden, adjacent to the dome auditorium, extending over an. The second most popular question is how is life in the middle east. Hawaiian airlines addressed the incident in a statement saying. One, its a fantastic read, an edgeofyourseat thriller, he. Tom ridge was the governor of pennsylvania when 911 occurred. I would like to recommended this book for everyone who is interested about a job as a flight attendant. How to become a flight attendant for airlines in the middle east book. He has been an artist in residence at the montalvo arts center, the fes medina project, beit alatlas, and the arab national museum. Aviation gifts for pilots and craftsmen by voloflycollection. Imagine if the flight attendant did that for every first class passenger. The others were told that the airline would book them on a new flight. I have had the opportunity to travel to many exciting places in europe, south america, central america, mexico, and all the islands in hawaii, including lanai. We didnt take another midnight longhaul flight to asia until she was almost 12 years old and never had another issue like this again.
Your dream is to be a flight attendant for emirates, etihad or qatar airways. Discover the unique items that voloflycollection creates. Dan cooper was a passenger on northwest airlines flight 305, from portland to seattle a 30minute flight. Delta ceo looks to asia, europe for revenue growth. Dubai, abu dhabi, and doha are modern cities, safe, clean, easy to get around, with great architecture and infrastructure. Escalating tensions between the united states and iran are making it even tougher for airlines to fly over the middle east, a heavily trafficked region. She was a flight attendant with muse air from its inception to it demise, and worked as a private flight attendant for the beach boys. Being a cabin crew is your dream job and you want to be successful from the first try. Helga myers i was a flight attendant in 1966 till 1970. When crews return to dubai theyll be given a covid19 test, and they can only fly again after their test comes back negative. Each etsy seller helps contribute to a global marketplace of creative goods. A former cabin crew and purser in the middle east, i am above else a teacher and seeker of simplicity.
The map of salt and stars was a 2018 middle east book award winner in youth literature and a 2018 goodreads choice award finalist in historical fiction and was shortlisted for the wilbur smith adventure writing prize. Through the book, we were allowed to see a different side of humanity. Books vinnie also makes sure he has a good book on hand while travelling for work. Ron akana, 83, worked his last route over the weekend on a united. The best would be a thank you, with some details explaining why youre thanking. Whether youre dreaming of a seniors coach trip through tuscany or an epic overland voyage across asia, youll need oodles of enthusiasm and patience, strong leadership skills and plenty of travel experience. Mar 18, 2019 the flight attendant said using the organizers will help compartmentalize and compress clothing. Use the bathroom to avoid any bio breaks that might interrupt sleep during the flight.
What is the best thing that has ever happened to you for. I am answering this because i worked as a cabin crew for years flight attendant and still a part of the cabin crew now cabin crew inspector. The presentation on cheap paper and with no colour photos was poor and let down the content. After a passionate onenight stand, a flight attendant wakes up next to a dead man. Selfishly breaking the rules and then cursing the flight attendant for trying to enforce them what a total and complete selfimportant jerk. The night strangers boasts all the trappings of a classic gothic horror story, reminiscent in places of the spousal secrets in nathaniel hawthornes young goodman brown, the thrills of rosemarys baby, and the psychological frights of daphne du maurier. You tried going to open days and your cv was not even selected.
We appreciated that the book was written in small sections. Aug 31, 2012 honolulu a flight attendant is landing in the guinness world records book after spending 63 years moving about the cabin. Honolulu a flight attendant is landing in the guinness world records book after spending 63 years moving about the cabin. After moving to the gulf region of the middle east, mason began working for a childrens newspaper, writing columns about astronomy, astrology, and technology. It has given me a significant sign that im gaining more selfconfidence level than i used to have. At etsy, we pride ourselves on our global community of sellers. Tips to avoid jet lag with children practical mama. The night strangers by chris bohjalian, paperback barnes. This was a book about something so big in the history of america that there was no way it could be ordinary. Not in the middle of the lawn but along the edge of a clump of trees or. I love gardening, cooking, reading, and of course, travel. Kathleen barry, author of a history of flight attendants, femininity in flight, says. Oct 10, 2019 flight attendant, 22, answers every question you have about flying from looking glamorous at 35,000ft to how the crew cope with turbulence and admits the job can be lonely.
Feb 08, 2018 the premier of ontario has been abducted and our team of heroes are hired to get him back. I feel safer here than in any other place in the world. Travel expert carolyn paddock, a corporate flight attendant who worked for. Prepare your children by explaining the steps of your flight, including a good nights sleep on the plane. The intense heat and aridity of much of the middle east may daunt the aspiring gardener, but armed with knowledge, and a little perseverance, even firsttime gardeners can achieve spectacular results. How to become a flight attendant for airlines in the middle east. Born in australia, mason traveled the world as a flight attendant with her husband, a professional pilot. For example, emirates used to be the only middle eastern carrier. May 30, 2017 the good girl mass market paperback may 30, 2017. When you start looking at the middle eastern and asian. Legacy of alaska icon roberta sheldon extended far beyond aviation. The essential guide to becoming a flight attendant. A380 are atypical at thing air with 700 flight attendants for 10 aircraft of that type.
In addition to his ministry at our lady of victory in arbutus, he has the opportunity to encounter 300 to 500 people a day as a flight attendant for southwest airlines, and he aims to make them all positive experiences. Read stories about the insane crew life as well as learn how to pass the interview. The best careers for travelling the world lonely planet. Karen przybylski please can someone help with a booking. I never retook a late night flight, though some of my friends swear that late night longhaul flights with kids are more relaxed because their kids sleep. Theres no denying that the big three middle eastern airlines do a lot of things out of pride.
Dec 27, 2019 a flight attendant has revealed some big cabin crew secrets, including the codeword plane staff use when they fancy someone on board. Emirates could fly a380s with four flight attendants one mile at a. It could have been my head if i had inconvenienced him. Hawaiian airlines flight forced to turn around amid passenger. Im a former international flight attendant in the middle east and in the philippines. Flight attendants airline flight attendant airplane flight attendant flight steward 533011 ambulance drivers and attendants, except emergency medical technicians ambulance attendant emergency medical services ems driver emergency medical services driver 533021 bus drivers, transit and intercity charter coach driver motor coach bus driver. I was flying from the states to the middle east for a job interview. Based on interviews with over sixty flight attendants, both female and male labor leaders, and and drawing upon his observations while flying across the country and overseas, drew whitelegg reveals a much more complicated profession, one that in many ways is the quintessential job of the modern age where life moves at record speeds and all that.
I started my travel career first as a reservationist, then as a flight attendant for southwest airlines for 7 years. The jet flew its final flight from deltas atlanta hub to a scrapyard in marana, ariz. The middle east has become a nightmare for airlines cnn. Emirates recruiting flight attendants in atlanta one mile at a time. Download pdf how to become a flight attendant for airlines in the middle east book full free. Jan 07, 2020 british airways flight attendant sample resume the most stylish cabin crew around the globe. Legacy of alaska icon roberta sheldon extended far beyond. Jul 01, 2015 alyssa j montgomery writes stories that are hard to put down they are passionate and emotional and will have you turning the pages and falling for the hero and heroine and this one is such a great story it will have you travelling from the middle east to australia and will keep you smiling. While many companies in the middle east are grabbing land throughout africa to buffer resource scarcity, abu dhabibased firm nahtam has plans to plant an organic farm in ghana to offset carbon and create jobs. Heres one flight attendants justification of just about everything that went wrong. Secret codeword flight attendants use on plane if they fancy. Unusual flight attendant requirements the telegraph.
Find all the books, read about the author, and more. Pack small earplugs, sleep masks and a light filtering dark blanket for your flight. Middle east airlines air liban a ajoute 9 photos a lalbum mea frontline heroes. Kara grand is the author of how to become a flight attendant for airlines in the middle east 4. Travel to a littleknown country called salajeeb located in the middle east, where danger lurks behind every bush and magic is in the air. By supporting voloflycollection, youre supporting a small business, and, in turn, etsy. This book is indeed handy in terms of the contents that emphasize more on the history of emirates, inflight services, fringe benefits, a plethora of cabin crew tests. He was described by passengers and flight attendants as a man in his mid40s, wearing a dark suit, black tie with a motherofpearl tieclip, and a neatlypressed white collared shirt. Deacon michaud was ordained in may 2018, and he is no stranger to the church. Aug 16, 2012 new york should you let your child fly alone. More americans now live west of the mississippi than east of it, and this book reflects.
Feed them light but filling meals before the flight. Longdistance friendship inspires childrens book local. Flight attendants share their passenger horror stories. Reliable information about the coronavirus covid19 is available from the world health organization current situation, international travel. Everything you didnt know you needed to know about the flight attendant position. How to become a flight attendant for airlines in the middle east available f. Being a flight attendant seems like a good deal you get to travel the world for free. The 39 books were talking about this summer washington post. This flight attendants defense of bad service explains everything. Flight attendants look for more than travel at middle east. This was by far our most highly rated book of the year. More a lifestyle choice than a fortune maker, work as a tour leader offers unparalleled opportunities to see the world.
Pdf the flight attendant download full pdf book download. Abc airline able abu dhabi accommodation airbus aircraft airline airlines airport antarctica asked assessment day assessors aviation bene. Jun 27, 2018 a flight attendant calls a colleague on the last boeing 747 flight for delta air lines on jan. Worth having for but only deeply interested people. How to become a flight attendant for airlines in the middle east by. But it had interesting sections on soils and problems, plus solutions and on crop types. Today well be sharing some slang so you can be in the know, too. What its really like to be an air stewardess on a private jet daily. Aug 10, 2010 obviously the flight attendant snapped but i want that passenger banned. Kara grand author of how to become a flight attendant for. Figures are for illustration, ive no idea of what the actual values are. Numerous and frequentlyupdated resource results are available from this search.
Approximately two hours into the flight, the captain elected to return the aircraft to honolulu due to two unruly passengers. Sample chapter 2 how to become a flight attendant for airlines in the middle east created date. My deep calling to inspire others to be successful in the pursuit of this career led me to create the website flight attendant central, as a platform for deconstructing the complex cabin crew interview and making it accessible. A friendship that began at flight attendant school has become the inspiration for the debut childrens book of area resident michelle fitzpatrick. Flight attendant interview guide and directory ingles aviacao. His book begins at that point, explaining how even he, as a governor, was somewhat clueless as to what had happened, why and how.995 857 187 392 1084 1555 1398 1209 526 422 1300 171 1548 547 437 1195 1403 1243 419 653 1572 797 280 1050 294 132 1242 554 1237 1482 1169 56 640 387 119 1091 719 18 790 | aerospace |
http://theeagle.sths.org/2012/10/12/pilot-license-on-senior-mills-horizon/ | 2017-09-24T10:20:56 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818689975.36/warc/CC-MAIN-20170924100541-20170924120541-00053.warc.gz | 0.977884 | 670 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__150531518 | en | by Luis Contreras
Eagle Editorial Board
Most high school seniors worry about school, girls and work. Few have to worry about the dangers of soaring 10,000 feet above the ground.
For senior Patrick Mills, that is only second nature.
Mills has been flying private airplanes. for the last four years. As a child he fell in love with watching planes take off from the airport.
He loved tinkering with toy planes and “flying” in his living room with arms stretched out. As he got older, he began to tinker with computer simulators, eventually building them up into very advanced programs. Finally, at 14, his parents let him get in the cockpit of a real live airplane.
“I love it for a lot of reasons,” Mills said. “I’m fascinated by the weather aspects, the aeronautics, the engineering and, obviously, the ability to fly long distances.”
But Mills has not always been allowed to fly alone. Only recently, at age 17, has he started to work for his pilot’s license. In a few short weeks, he will be one of the youngest Houstonians to have it.
But the process has not been and will not be easy. Apart from handling college applications and an extensive school workload, he has had to complete dozens of hours of flight time, piles of tedious paperwork, and plenty of classroom time.
“The FAA makes you work hard to get your license,” Mills said. “There are many requirements. You need a minimum of 40 hours of flight, 10 night takeoffs and landings, 10 hours of solo flight and even multiple cross country flights.”
These are just a few of the requirements the Federal Aviation Administration requires of an upcoming pilot.
The path has not been easy but Mills believes that it has been worth it, especially now that he closes in on his coveted license.
But Mills knows that the path does not simply stop there.
After receiving his pilot’s license he will have only taken his first step to his dream of being an airline pilot.
His future hopes depend on his never-say-die ethic and his passion for flight.
“I still have to get multiple ratings, and other licenses to become an airline pilot,” Mills said. “Along with hundreds, if not thousands, of hours. I’m hoping on going to a college for flight like Embry-Riddle Aeronautical or St. Louis.”
Everyone on campus knows Mills as a genuine hard-working guy.
But with so much on his plate it is difficult to imagine keeping it all balanced.
It has been a struggle to say the least, but Mills believes he has the formula just right.
“The secret to balancing this stuff is time management,” Mills said. “I always plan before I fly. I plan my day and I can get school and social stuff done around my flight.”
It is hard not to admire Mills for his determination. His kind nature and permanent smile make him an instant favorite when meeting him.
Hopefully these things will help him soar toward his pilot’s license and beyond. | aerospace |
https://knustnoticeboard.info/admission-requirements-and-career-opportunities-for-aerospace-engineering/ | 2021-07-29T06:00:25 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153816.3/warc/CC-MAIN-20210729043158-20210729073158-00690.warc.gz | 0.888834 | 682 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__168197112 | en | Aerospace engineering is a rapidly-evolving discipline which focuses on the design, development, testing, production and maintenance of aircraft and spacecraft. Aerospace engineering majors in research, design, and the development of high-speed transportation vehicles, such as: aircraft, spacecraft, missiles, space stations, and lunar vehicles.
The programme deals with the analysis, synthesis, and design of aeronautical and aerospace vehicles. It broadly entails aeronautics (aircraft design) or aerospace (spacecraft design). The (undergraduate) programme is available in Ghana at the Kwame Nkrumah University of Science and Technology (K.N.U.S.T).
Program: B. Sc. Aerospace Engineering
Degree Awarded: Bachelor of Science (B. Sc.)
Duration: 4 Years
Faculty: Faculty of Mechanical And Agricultural Engineering
Academic Department: Aerospace
Entry Requirement:WASSCE/SSSCE APPLICANTS Credits in THREE Core Subjects (English Language, Mathematics and Integrated Science) plus THREE credits in the following Elective Subjects: Physics, Mathematics and Chemistry.
A’ LEVEL APPLICANTS
FIVE (5) credits at O’ Level including English and Mathematics, plus,
Passes at A’ Level in Pure Mathematics, Applied Mathematics and Physics with an O’ Level credit in Chemistry.
Passes at A’ Level in Mathematics, Physics and Chemistry
Applicants must be 25 years at the time of submitting the Application.
Five credits at the O’ Level including English Language, Mathematics, Physics and Chemistry.
WASSCE/SSSCE credits in THREE (3) Core Subjects (English Language, Mathematics and Integrated Science), plus credits in THREE (3) Elective Subjects (Mathematics, Physics and Chemistry).
Cut-off Points (KNUST)
What kinds of courses do aerospace engineers take?
The general academic program for aerospace engineers begins with two years of science and basic engineering coursework. After that, two more years of specialized courses allow students to hone their career paths. Specialized courses cover topics like: propulsion, structure, thermodynamics, controls, and avionics.
Notwithstanding the aforementioned, students are required to have a firm grip over English, Algebra, Calculus, Geometry, Trigonometry, Biology, Chemistry, Physics, Economics and History of Social Studies. Proficiency in foreign languages, especially German and Japanese, is an added bonus.
Guide to Career in Aerospace Engineering
After earning their college degrees, aerospace engineering majors can choose from a wide array of careers, including positions in: research, design and development, management, field service, marketing and sales, software development, and teaching. They can also become military aerospace engineers, spacecraft designers, science and data processing managers and air transport managers.
See link below:
Although very closely related to air transportation and design, aerospace technology is a little more intensive. Some aerospace programs emphasize hands-on training and subsystem design, while others rely more on lectures and fieldwork.
When considering higher education in aerospace engineering, prepare to encounter a significant amount of actual design and implementation in addition to coursework. Against the backdrop of all these statements, career choices in aerospace engineering are nearly limitless, since the field keeps enlarging by the minute.Twitter , Instagram, Facebook | aerospace |
https://www.ringmastersmfg.com/rolled-rings/ | 2023-09-29T03:54:58 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510481.79/warc/CC-MAIN-20230929022639-20230929052639-00045.warc.gz | 0.760935 | 596 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__195464562 | en | Backed by the resources of Scot Forge, Ringmasters benefits from strong partnerships with globally recognized melt facilities, supplying the strongest, cleanest materials available in the world.
Forging materials include carbon, alloy and stainless steel. One hundred percent of incoming material is verified for proper alloy using an optical emission spectrometer. For all of the materials we inventory, we offer a variety of downstream processes including heat treating, machining and testing.
Utilizing the engineers, metallurgists and sales specialists of Scot Forge, Ringmasters can assist you with the selection and use of materials for applications requiring high strength, corrosion resistance, heat resistance and more.
Ringmasters assists our OEM customers in developing custom chemistries for carbon and alloy material grades. These custom chemistries are stocked at our Ringmasters facility and are proven to perform as designed with extended service life under high temperatures, high pressure and dynamic mechanical loads.
Ringmasters carries an extensive inventory of raw material. The table below lists the most common grades. However, if you have an inquiry about a grade not listed below please reach out to our technical sales team to learn more.
Alloy Steel Grades
|4130 (G41300)||4140 Bearing Quality||4320 Bearing Quality||8620 (G86200)||8822 Bearing Quality|
|4130 Aircraft Quality||4145 Modified||4330 Vanadium Modified||8620 Aircraft Quality||A-182 Grade F11|
|4130 Bearing Quality||4150 (G41500)||4340 (G43400)||8620 Bearing Quality|
|4140 (G41400)||4320 (G43200)||4340 Aircraft Quality||8630 Modified|
|4140 Aircraft Quality||4320 Aircraft Quality||4340 Bearing Quality||8822 (G88220)|
Carbon Steel Grades
|1020 (G10200)||1030 (G10300)||1080 (G10800)|
|1026 (G10260)||1035 (G10350)||1141 (G11410)|
|1029 (G10290)||1045 (G10450)||A-350 Grade LF2|
Stainless Steel Grades
|Grade Names (UNS)||Grade Type|
|17-4 PH Air Melt (S17400)||Precipitation Hardening Stainless Steel|
|T-304 / T-304L (S30400 / S30403)||Austenitic Stainless Steel|
|T-316 / T-316L (S31600 / S31603)||Austenitic Stainless Steel|
|T-410 (S41000)||Martensitic Stainless Steel|
OEM Customer Grades | aerospace |
http://www.ssc-wind.de/en/network/nhc-northern-helicopter.html | 2019-05-23T11:18:55 | s3://commoncrawl/crawl-data/CC-MAIN-2019-22/segments/1558232257243.19/warc/CC-MAIN-20190523103802-20190523125802-00002.warc.gz | 0.958667 | 116 | CC-MAIN-2019-22 | webtext-fineweb__CC-MAIN-2019-22__0__31228874 | en | NHC Northern HeliCopter
NHC Northern HeliCopter is a joint venture of SSC Wind EMEA GmbH and AG EMS. NHC offers offshore ambulance and emergency evacuation services as well as transport of persons and cargo to and from the offshore wind platforms on the high seas. The pilots underwent a profound training and have many hours of flight experience. Thus, the NHC always offers their customers not only the best possible service but also a high level of safety. Flights for photography, filming and sightseeing are also offered for the offshore sector. | aerospace |
http://spacecenter.org/the-shuttle-and-747-carrier/ | 2015-01-28T04:11:06 | s3://commoncrawl/crawl-data/CC-MAIN-2015-06/segments/1422122123549.67/warc/CC-MAIN-20150124175523-00107-ip-10-180-212-252.ec2.internal.warc.gz | 0.913144 | 240 | CC-MAIN-2015-06 | webtext-fineweb__CC-MAIN-2015-06__0__138872307 | en | BIG changes are underway at Space Center Houston!
Space Center Houston is building an exciting new $12 million complex to celebrate Houston’s leading role in space exploration! This new Texas landmark will be the first place in the world where visitors can see the full-scale Space Shuttle model and iconic Shuttle Carrier Aircraft (SCA-905) in classic piggyback configuration.
Scheduled to open to the public in February 2015, this new complex will pay tribute to Houston’s leading role in the legendary Space Shuttle program. By providing unprecedented access to the inside of the 747 Carrier and full-scale Shuttle model, the new exhibits will educate and inspire visitors of all ages. The new complex will also provide new opportunities to expand Space Center Houston’s award-winning educational programs, inspiring students to pursue careers in the field of math and science.
A $12 million capital campaign Bring the Legacy Home has been launched to fund these exciting additions to Space Center Houston. As of June 2013, we have received commitments for over half of the campaign goal. Please join many generous donors in honoring the remarkable story of the shuttle program and celebrating Houston’s Space Shuttle Management role. | aerospace |
http://www.hotairballoonsovercolorado.com/ | 2017-09-20T12:48:28 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818687281.63/warc/CC-MAIN-20170920123428-20170920143428-00470.warc.gz | 0.859374 | 250 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__218936534 | en | Colorado Balloon Rides!
Come experience what wondrous sights are possible from the unique perspective of a Balloon Ride in Colorado!
Nothing beats the awe-inspiring experience of a hot air balloon ride in Colorado. Whether looking for an experience you won't soon forget or a gift for a special someone, Colorado Balloon Rides is ready to help you today!
Colorado Balloon Rides is a member of the American Ballooning Network that caters to customers all over the country, offering more balloon options and flight locations than any other network in Colorado. With more hot air balloon pilots in more locations, we're sure to be able to schedule your amazing balloon ride near you in Colorado or while you're on vacation at locations around the country!
Call us today at 1-877-976-0090 and our experts will gladly make your booking process simple, fast and easy.
Call Colorado Balloon Rides at 1-877-976-0090 Today!
Colorado Hot Air Balloon Rides, Balloon Ride in Colorado, Colorado Balloon Rides, Colorado Hot Air Balloons, Hot Air Balloon Rides in Colorado, Balloon Rides, Hot Air Balloon in Colorado, Hot Air Balloons, Colorado Hot Air Balloon Rides, Colorado | aerospace |
https://unbscholar.lib.unb.ca/items/5bebea08-0d0c-4aa1-9107-6d729d73a034 | 2023-09-25T03:08:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506676.95/warc/CC-MAIN-20230925015430-20230925045430-00762.warc.gz | 0.934913 | 356 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__15725500 | en | Guidelines for drone use: infrastructure inspections
University of New Brunswick
The application of Unoccupied Aerial Vehicles (UAVs) is becoming essential in many industries. The potential benefits of UAVs for inspecting inaccessible infrastructure is beginning to emerge as current methods are limited in their practicality, cost effectiveness, and lack the ability to provide a comprehensive status of infrastructure. Identifying the circumstances in which to utilize a UAV as an inspection method is unclear and therefore this research aims to identify the circumstances in which to utilize aerial technologies as an inspection tool for currently inaccessible infrastructure by capturing high-resolution images from a small-scale UAV and delivering those images through a web-based interface. A notable increase in research on the application of UAVs within civil engineering was identified from 2011 onward. The increase in literature includes the use of UAVs as inspection tools, which is an advancement of current inspection procedures. A large number of UAVs are commercially available and users must determine the necessary features for their application. However, upon use of a UAV, the Transport Canada regulations must be met, including the application for a Special Flight Operation Certificate. The four-part case study completed provides an example of the value a UAV inspection method and as a result the requirement to develop guideline material. With the use of the guideline materials, including a selection flowchart, users have the ability to understand the conditions and constraints of a UAV inspection, along with the advantages of UAV and traditional inspection methods. The validation of this material by several industry experts demonstrates that engineers and inspectors value the necessary material for the decision making process of a preferred inspection method. | aerospace |
http://www.astrosaur.us/2011/11/ | 2018-11-21T18:52:48 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039749562.99/warc/CC-MAIN-20181121173523-20181121195523-00371.warc.gz | 0.93439 | 814 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__114575327 | en | In the uncertain climate of the post-space shuttle era, one thing is certain about Soyuz rockets: they ain’t your daddy’s ride to the space station.
Late Sunday night at 11:14PM Cape Canaveral time (4:14 UTC), a Soyuz FG rocket lifted off from Russia’s Bakinour Cosmodrome towards the International Space Station. It was the first launch of humans to the orbiting laboratory after the retirement of the American space shuttles. One NASA astronaut, Dan Burbank, was aboard, along with fellow cosmonauts Anton Shkaplerov and Anatoly Ivanishin.
The scene prior to liftoff was surreal. As a gray dawn crept across the Kazakhstan steppe, the temperature dropped to -5° Celsius (24° Fahrenheit), and 15 centimeters (6 inches) of snow began to pile up around the fueled Soyuz. Members of Russia’s space agency, Roscosmos, milled about the launch pad in massive winter coats and traditional Ushanka hats, chatting casually, breath sharply visible in the frigid air. Cold? No problem. Snow? That’s what boots are for. Only the wind represented any real threat, and it was within acceptable parameters for launch as the countdown clock approached zero.
On top of the Soyuz FG rocket was Soyuz TMA-22, the last analog capsule to be used in the series — slated to be replaced with a newer, digital model already in service. The three spacefarers within are scheduled to dock with the ISS Wednesday morning, just after midnight at 12:33AM ET (5:33 UTC). Once onboard, they will likely be a welcome sight to NASA astronaut Mike Fossum, JAXA flight engineer Satoshi Furukawa, and cosmonaut Sergei Volkov. The three members of Expedition 29 have been holding down the fort alone since September 16.
The failure of a Progress resupply mission on August 24 put the station’s future in jeopardy because the troublesome Soyuz-U carrying Progress to orbit has a third stage similar to its human-rated cousin, the Soyuz FG. Quick troubleshooting and corrective actions by Russian engineers got the Soyuz back on track October 30, with the successful launch and subsequent docking of Progress M-13M.
At launch time, the snowy conditions in Kazhakstan made it difficult to determine the live video feed was in color, until the bright yellow-orange flames of burning kerosene and liquid oxygen lit up the landscape. Live footage of the ascending rocket quickly faltered as snow clouds swallowed the rocket’s exhaust plume.
The atmosphere inside Soyuz TMA-22, however, was far warmer. Soviet launches to the ISS provide viewers with a live view from inside the capsule — another difference from the space shuttle program. One camera focused on cosmonauts Anton Shkaplerov and Anatoly Ivanishin, along with a dangling plush red Angry Bird character from the popular smartphone game Angry Birds.
Angry Bird may have just been there for moral support, but he actually provided an opportunity for some great science. At many points during the flight, he was the only indicator that the occupants inside the capsule were hurtling out of the Earth’s atmosphere at thousands of miles per hour. Hanging from a long cord, the bird swung in small but violent arcs, pulled by unseen forces impossible to duplicate on the Earth’s surface. Anton Shkaplerov batted the bird several times with a long poker normally used by the crew to press console buttons while strapped in their seats. Each time he was batted, Angry Bird swung around jovially before quickly returning to his original position, pulled tight on his tether towards the trio.
And then it was over: Angry Bird began to float. The chase toward the ISS has officially started. Expedition 29, Part II begins in less than two days when the Soyuz capsule and its fuzzy mascot reach the space station. | aerospace |
https://vagejyxohy.alphabetnyc.com/space-research-11473rg.html | 2020-01-26T05:02:54 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251687725.76/warc/CC-MAIN-20200126043644-20200126073644-00314.warc.gz | 0.911304 | 799 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__224643134 | en | Currents are calculated using a quasi-steady geostrophic model together with an eddy viscosity based wind-driven ageostrophic component and a thermal wind adjustment. The model calculates a surface current averaged over the top 30m of the upper ocean. Many smaller-scale features are now observable in the higher resolution model, for example the Gulf Stream rings in the images below. The spatial coverage of OSCAR has been extended to as close to the coast as possible, variable with time, expanding and contracting with the bounds of the satellite data.
The futuristic building will incorporate elements of spacecraft design, which emphasize light weight and high functionality. The whole thing will be suspended over a man-made, Moon-like crater. The building site is an old mine that will be excavated and shaped to look like a crater on the Moon.
The research center will be elevated 18 meters above the crater, by steel cables. The building itself will be constructed out of transparent and translucent panels of fluoropolymer membrane wrapped around a steel frame. The space research center wil be made of transparent and translucent panels wrapped around a steel frame.
The space research center comprises the entire campus.
The building suspended above the crater will be the Avatar X robotics research center. Along with its translucent panels and steel frame, it will have partitions made of carbon fibre, floor plates made out of honeycomb aluminium, and fibre-reinforced plastic trims.
All these design features will help reduce the weight of this multi-storey structure. Another view of the robotics research center.
Here on Earth, everything must resist gravity to a greater degree than in orbit. Also, since everything in space, at least for now, must be launched on rockets, light weight is a key concern.
The new lab is much more than an architectural showpiece. It will be home to some very important work. Space is the next frontier, and commercial activity in space is a growing concern. The Avatar X robotics research lab will help humans work and live in space, in a three-phase approach.
The first phase will see people on Earth controlling avatars in Earth orbit. Avatar X foresees a day when doctors on Earth will able to treat patients on space stations with avatars. After that, the surface of the Moon.
Beyond that, they see avatars being a crucial technology for any colony or extended visit to Mars, and beyond. Avatar X has identified three endeavours that will benefit from avatars: Remote construction in space, including the lunar surface and Mars Operation and maintenance of space stations and facilities from Earth Space-based entertainment and travel for the general public Avatar X hopes to begin testing avatars in Low Earth Orbit in the mid s.Research Centers.
SSI currently has four research centers: Center for Space Plasma Physics The mission of CSPP is to carry out scientific research that will increase our understanding of fundamental and applied aspects of space plasmas.
12 days ago · The space research center wil be made of transparent and translucent panels wrapped around a steel frame. Image: Clouds Architecture Office. The space research . UNSW Canberra Space Vision and Strategic Direction Vision Statement To be the leading institution in space research, education and thinking in Australia, and beyond.
To provide strategic vision and leadership, underpinned by world-class research and education. The Space Weather Operations, Research, and Mitigation (SWORM) Subcommittee is a Federal interagency coordinating body of the Committee on Environment, . In space research Belgium has signed bilateral agreements with Argentina, France and Russia, and is involved in the activities of the ESA and other international research activities.
Some 40 Belgian companies are regularly active in the space travel industry. The MIT Kavli Institute paves the way for new developments in space- & ground-based astrophysics. Our faculty, research staff, and students develop technology & instrumentation with a focus on an engineering and technical core. | aerospace |
http://halldale.com/WATS | 2015-07-01T19:15:02 | s3://commoncrawl/crawl-data/CC-MAIN-2015-27/segments/1435375095184.64/warc/CC-MAIN-20150627031815-00259-ip-10-179-60-89.ec2.internal.warc.gz | 0.839967 | 169 | CC-MAIN-2015-27 | webtext-fineweb__CC-MAIN-2015-27__0__96597460 | en | Monday 18 - Thursday 21 April 2016.
Rosen Shingle Creek Resort, Orlando, Florida USA
The WATS 2015 conference theme was 'Targeted Training Interventions and Aviation Safety'. In 2016 the 19th WATS will be a four day event with over 100 carefully selected presentations.
2015 included six conference streams on World Airline Pilot Training, Regional Airline Pilot Training, Cabin Crew Training, Maintenance Training, the Sesión en Lengua Española, plus a new Helicopter Aviation Training symposium.
The following links will take you straight to the conference programme for each of the six streams:
Connect with other WATS delegates and join the discussions on LinkedIn, Twitter and Facebook using #wats2016
Join the ever expanding Aviation Training and Education LinkedIn Group
Comment about WATS on our Facebook page | aerospace |
https://www.storyfull.net/en/aim-high-the-development-of-electric-planes/ | 2023-02-08T01:26:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-06/segments/1674764500664.85/warc/CC-MAIN-20230207233330-20230208023330-00704.warc.gz | 0.948445 | 972 | CC-MAIN-2023-06 | webtext-fineweb__CC-MAIN-2023-06__0__122849764 | en | Today, electric cars account for less than 1% of vehicles on the road—only 5 million of the estimated 1 billion vehicles in operation, worldwide. Even so, electric cars are not nearly as rare as they once were, and purchasing one requires little more than walking into an appropriate dealership. Just taking a flight on an electric plane would be far harder to accomplish, as no commercial airline currently utilizes them. Purchasing a private model would run you in the millions. But they certainly do exist, and their history stretches back further than most of us probably realize.
The La France Electric Dirigible
In 1884, Charles Renard and Arthur Constantin Krebs performed an astonishing aeronautical feat when they launched the La France, a 170-foot, battery-powered airship designed for the French Army. The dirigible’s maiden voyage set records as being both the first fully controlled free-flight undertaken in an airship and the first round-trip flight in which an airship landed on its starting point. Krebs piloted the dirigible through that 5-mile, record-setting flight in just 23 minutes.
To power the La France, Renard and Krebs harnessed a unique zinc-chlorine flow battery, which weighed almost 1,000 lbs. That battery-powered the La France through six more flights between 1884 and 1885 and won Renard and Krebs the 1886 PONTI Prize. The pair were so far ahead of their own time. In fact, the next successful manned, electric flight would not be completed for nearly another hundred years. On October 21, 1973, Heino Brditschka would take to the air in a modified HB-3 power glider.
The MB-E1 (Militky-Brditschka-Electro-1)
Brditschka’s 1973 flight drew significant attention from the public, occurring, as it did, just two days after the Organization of Arab Petroleum Exporting Countries (OPEC) declared an oil embargo that launched the world into its first oil crisis. Overnight, the price of gasoline soared. Car owners faced long line-ups at the pump to pay inflated prices for a tank of gas, and gas shortages meant stations not even have a supply to sell to consumers.
Following the oil crisis, car manufacturers began to seriously explore electric energy as a cheaper and more reliable alternative to fossil fuels. But Brditschka, along with his school friend, Fred Militky, had begun work on the MB-E1 electric plane years before the embargo even occurred. By 1969, they’d built a working prototype by modifying an HB-3 power glider to run on an electric drive they’d engineered themselves.
The MB-E1’s electric drive consisted of four 24-hour charged nickel-cadmium Varta brand batteries, which together generated 100 volts and allowed for eight minutes of continuous operation. The plane’s engine was actually a Bosch DC motor that originally powered a forklift. Militky and Brditschka modified it to perform at triple capacity and transmit power from the plane’s battery system to its propeller.
The new energy storage system added 132 lbs to the plane. And while that meant the MB-E1’s battery weighed 800 lbs less than its predecessor, the La France’s, it still accounted for nearly 14% of the plane’s total weight. This illustrates a problem that still plagues electric airplane manufacturers today: producing enough electric power for flight without overweighting a plane with batteries.
Today’s jet fuels contain 14 times more energy than even our most advanced lithium-ion batteries. To overcome that energy deficit, manufacturers must add more batteries to a plane. This increases its weight and decreases both its efficiency and its passenger-and-cargo capacity. As such, battery power remains an impractical source of energy for commercial airlines.
However, recent studies have raised alarming red flags about airlines’ contributions to global warming. And the more we learn about air travel’s carbon footprint, the more intense the push for green alternatives becomes. Both government bodies and major airlines have already made ambitious pledges to that cause.
One major British airline is already working to develop a fleet of electric planes capable of covering short-haul routes by 2030. In 2018, Norway’s government pledged to have all flights running on electric power by 2040.
We’ve come a long way from La France’s 1000-pound battery. However, achieving such a bright, electric-powered future for flight and making our reliance on jet fuel a thing of the past still hinges on developing better, lighter, and more efficient batteries. | aerospace |
http://www.aviationenglish.com/english-for-ground-crew/english-for-airport-security.html | 2015-11-25T08:11:19 | s3://commoncrawl/crawl-data/CC-MAIN-2015-48/segments/1448398445033.85/warc/CC-MAIN-20151124205405-00292-ip-10-71-132-137.ec2.internal.warc.gz | 0.931772 | 158 | CC-MAIN-2015-48 | webtext-fineweb__CC-MAIN-2015-48__0__24443581 | en | - Category: English for Airport Security
AEA will help you develop genuine language proficiency in English.
Our courses are suitable for both ab initio and professional pilots, ATCs and engineers.
All of our teachers are suitably qualified and have relevant aviation experience, e.g. pilots, aircraft engineers and ATCs.
Get professional help preparing for your Cadet Pilot Programme application. Topics include PPL/CPL theory, meteorology, aerodynamics, jet engines, Cathay fleet, lifestyle, interview tips, radiotelephony, medicals, flight planning, English tests and many more. Teacher led study groups are held each week. Cost of attendance is only $500HKD per 2 hour session. Teaching staff include senior pilots from Cathay Pacific. | aerospace |
http://usgroundforces.blogspot.com/2014/11/fim-92-stinger.html | 2020-08-06T16:44:59 | s3://commoncrawl/crawl-data/CC-MAIN-2020-34/segments/1596439736972.79/warc/CC-MAIN-20200806151047-20200806181047-00579.warc.gz | 0.894225 | 403 | CC-MAIN-2020-34 | webtext-fineweb__CC-MAIN-2020-34__0__193760717 | en | FIM-92 Stinger (Man-portable surface-to-air missile)
In service: 1981-present
Designer: General Dynamics
Manufacturer: Raytheon Missile Systems
Unit cost: $38,000
Produced: since 1978
Variants: FIM-92B, FIM-92C, FIM-92D, FIM-92E, FIM-92F, FIM-92G, FIM-92H, FIM-92J
Weight: 15.19 kg
Length: 1.52 m
Effective firing range: 4.8 km (FIM-92C Stinger-RMP Block II)
Warhead weight: 3 kg
Engine: Solid rocket motor
Guidance system: Infrared homing
Launch platform: MANPADS, M6 Linebacker, Eurocopter Tiger, AN/TWQ-1 Avenger, MQ-1 Predator, AH-64 Apache, T-129 ATAK
FIM-92C, Stinger RMP: The resistance to interference was increased again by adding more powerful digital computer components. Moreover, the software of the missile could now be reconfigured in a short time in order to respond quickly and efficiently to new types of countermeasures. Until 1991, some 20,000 units were produced for the U.S. Army alone.
FIM-92E: Stinger RMP Block I: By adding a new rollover sensor and revised control software, the flight behavior was significantly improved. Additionally, the performance against small targets such as drones, cruise missiles and light reconnaissance helicopters was improved. The first deliveries began in 1995. Almost the entire stock of U.S. Stinger missiles was replaced by this version.
FIM-92J, Block 1 missile upgrade to replace aging components to extend service life and additional 10 years. The warhead is also equipped with a proximity fuse to increase effectiveness against unmanned aerial vehicles. | aerospace |
https://www.tutorean.co.uk/tutor/pathum | 2020-01-25T03:09:06 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579250628549.43/warc/CC-MAIN-20200125011232-20200125040232-00504.warc.gz | 0.933595 | 318 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__58542723 | en | 7 years of Engineering experience in Aerospace industry.More than 2 years experience in Mentoring & STEM. Completed A/L in Science route.Subjects undertaken are Applied Maths, Pure Maths, Physics & Chemistry. Graduated from Kingston University in London with a 1st Class.Won the award for the best performed Aircraft Engineering student (2011). Post graduated from Cranfield University Bedfordshire with a Masters degree in Aircraft Engineering(2016). Chartered Engineer registered under Engineering Council UK & IMechE. Currently work as a Aerospace Stress Engineer in Research & Technology department in the Aerospace Industry. Current Technical Mentor for Graduates in a well know Aerospace company in Lancashire. work as a STEM Ambassador for schools in Lancashire region.
|Cranfield University||Aircraft Engineering||MSc|
|Kingston University||Aerospace Design||BEng|
Tutoring done during the University time for undergraduates with Technology Mathematics and Aircraft Engineering subjects.Willing to start teaching again after the inspiration i received after several mentoring sessions i have done recently. I have developed my mentoring skills through several courses through SAFRAN Nacelles UK. Has provided STEM support for schools in Lancashire area Current Technical Mentor for graduates in a well known Aerospace company in Lancashire. willing to share my knowledge/skills and experience with students with various abilities to develop their mindset to achieve their goals. I am an inspirational character.I have supported many apprentices, graduates in the business to improve their skills and develop to achieve their goals. | aerospace |
https://crew.ukskytours.co.uk/ | 2023-11-30T07:24:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100172.28/warc/CC-MAIN-20231130062948-20231130092948-00664.warc.gz | 0.69827 | 403 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__5910352 | en | Explore the world with our Airline Schedules.
General Aviation pilots are also very welcome.
Our ACARS system supports the following simulators : Microsoft Flight Simulator -- X-Plane -- P3D
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|UKI008 - Tristan W||114h 25m|
|Total Block Time||238h 40m|
|Avg. Block Time||2h 30m|
|Total Fuel Burn||794,790 kg|
|Avg. Fuel Burn||8,366 kg|
|Avg. Fuel Burn/Hour||3,330 kg|
|Total Distance||82,376 nmi|
|Avg. Distance||867 nmi|
|Avg. Distance/Hour||345 nmi|
|Avg. Landing Rate||250 ft/min| | aerospace |
https://techbong.in/geely-has-launched-satellites-to-boost-autonomous-cars-and-connectivity-around-the-globe/ | 2024-02-24T20:22:40 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474544.15/warc/CC-MAIN-20240224180245-20240224210245-00581.warc.gz | 0.944069 | 329 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__147324982 | en | China’s Geely Holding Group’s latest venture into space technology is making headlines as it takes a giant leap in automotive innovation. The company, known for its bold strides in the automotive industry, announced on Saturday that it successfully launched 11 satellites in low-earth orbit. Geely is making its second significant venture into the universe, with a goal of transforming how we navigate and connect, not only on the road but in various areas of our digital lives.
72 satellite launches are planned by the company by 2025
Geely’s ambition to construct a high-tech canopy overhead was indicated by the soaring into the sky of these satellites from the Xichang Satellite Launch Center in Sichuan. The company’s vision for 2025 is a constellation of 72 satellites, with long-term goals reaching 240. These satellites are not just any satellite; they are equipped with AI and able to provide crisp remote sensing images from space, which is a promise to redefine precision in autonomous driving and beyond.
Not only is Geely making a major leap, but China’s private space sector is also making significant strides. China has experienced a surge in commercial space ventures after opening its doors to private investment in 2014. Geely’s satellite network is an ambitious endeavor, but it is also part of a broader story of innovation and competition in the skies above.
The orbit of these satellites is complemented by advanced navigation for self-driving cars. Enhancing connectivity for consumer electronics is what they promise, creating a picture of the future where our cars, phones, and devices will be more interconnected than ever. | aerospace |
https://rbtech-inc.com/australian-companys-drone-jammers-help-ukraine-fight-russia/ | 2022-11-28T06:01:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446710473.38/warc/CC-MAIN-20221128034307-20221128064307-00681.warc.gz | 0.947178 | 474 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__189292562 | en | Sydney-based tech company DroneShield told 9news.com.au it had supplied its equipment to Ukraine under a military aid contract.
The company was founded seven years ago with the aim of producing technology to counter civilian drones suitable for military uses.
DroneShield chief executive Oleg Vornik said Ukraine and Russia’s use of drones during the war thrust unmanned aerial vehicles into the media spotlight.
“Small drones were used against Saudi Arabia, in the Armenian-Azerbaijani conflict and in the Syrian conflict,” he said.
“But drones largely stayed away from the front pages of these conflicts until the Ukrainian conflict erupted and drones came to the fore.”
Since the start of the war in Ukraine on February 24, drones have been used by both sides to locate enemy positions, guide artillery strikes, track troop movements and jam the communications of opposing forces.
Vornik said his company’s Drone Gun and portable radio-sized units have proven effective in Ukraine, as many Russian drones used Western components.
“Even Russian military-grade drones use commercial parts…our equipment is quite good at detecting and defeating these drones,” he said.
He said the Ukrainian military’s response to the performance of the Australian-built technology was largely positive.
Drone jamming technology works by jamming the signal a drone sends to its ground station or pilot.
Vornik said he agrees with many defense experts that the widespread use of drones in Ukraine has changed the face of modern warfare.
Early in the war, Ukraine made extensive use of its stockpiles of Turkish-made Bayraktar TB-2 laser-guided drones to strike long Russian troop convoys and supply columns.
Since the war began, US and Western allies have shipped hundreds more drones, including an unknown number of Switchblade 600 “suicide bombers” that carry armor-piercing warheads and use artificial intelligence to track targets.
But their range is limited and they can only stay in the air for about 40 minutes.
Ukraine has pushed hard for more advanced long-range drones that can survive radio interference and GPS jamming and rely on satellite communications for control and navigation.
– Reported to the Associated Press
Fearsome tanks scare Russian pilots even more | aerospace |
https://rukair.com/finance.html | 2022-12-07T10:46:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711151.22/warc/CC-MAIN-20221207085208-20221207115208-00345.warc.gz | 0.894106 | 101 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__274404915 | en | FinanceJust like insurance, aircraft finance is a very specialized business. Take advantage of our long standing aviation relationships
with Rukavina Aircraft and access some great finance rates whatever your needs may be from $50,000 - $10M.
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National Aircraft Finance Company | aerospace |
https://directory.estrellamountain.edu/person/roger.yaeger | 2023-06-04T14:26:07 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649986.95/warc/CC-MAIN-20230604125132-20230604155132-00615.warc.gz | 0.940725 | 211 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__212782812 | en | I was born and raised in Montana. Following college I went out to see the world via the Air Force. Presently I'm instructing this class, CIS 105, here at EMCC. I spent 20 years in the Air Force as an Electronic Warfare Officer. When flying for the Air Force, I was the back-seater in the F-4G Wild Weasel. The rest of the time I was behind the typical LGMD-6D (Large Gray Metal Desk - 6 Drawer), mostly doing electronic warfare intelligence analysis. Today I fly a Cessna 182 for the Arizona Wing of the Civil Air Patrol, the Civilian Auxiliary to the United States Air Force, as a Scanner (sit in the back seat with a camera) or Observer (sit in the right front seat as navigator). When not flying, I spend my time maintaining my home computer network and protecting it from "The Threat" -- the spam, the viruses, and the other trash that wanders on the internet. | aerospace |
https://aidaadnan.com/zfeiwx4/air-show-crash-into-crowd-86220e | 2021-05-09T07:06:34 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243988961.17/warc/CC-MAIN-20210509062621-20210509092621-00530.warc.gz | 0.939051 | 3,574 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__19081360 | en | A World War II era fighter plane plunged into the grandstands Friday during a popular annual air show, injuring at least 75 spectators and leaving a horrific scene of bodies and wreckage. Phillips had been attempting a Split S maneuver, in which the pilot rolls the airplane until it is upside down and then drops in a dive. Louisville aerobatic pilot dies in crash over Tennessee. A terrible crash of a Sukhoi SU-27 into the crowd in an air show. Plane crashes into crowd at Reno air races JJW7677. Louisville aerobatic pilot Jay "Flash" Gordon ⦠Flagler, Colo., Sept. 15 (INS) --A slow-rolling private plane, performing at an air show near Flagler, Colo., Saturday, hooked a wing on the ground and careened into a line of autos, killing 20 persons, 10 of them children. Powered and implemented by FactSet Digital Solutions. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada6.jpg?ve=1&tl=1. 43:07. 1:35. His plane crashed onto a taxiway near the runway, destroying a medevac helicopter and fatally injuring its pilot, Captain Kim Strader. Debris from the aircraft fell onto a crowd of spectators, killing 29 people and injuring 60. The plane hit the ground ahead of the spectator stands, exploding in a fireball and destroying a police vehicle parked inside the concertina-wire fence that defined the active runway area. Three aircraft of the Italian Air Force display team collided during their display, crashing to the ground in front of a crowd of about 300,000 people. August 1988 air show mid-air collision in West Germany, The memorial set up to commemorate the victims, Aviation accidents and incidents in Germany, Includes both the former East Germany and West Germany, Learn how and when to remove this template message, "SL Army officer burned in air show crash dies", "Ramstein Air Show Disaster Kills 70, Injures Hundreds", ISO 10555-1:2013 Intravascular catheters – Sterile and single-use catheters – Part 1: General requirements, Ramstein – The air show catastrophe and its aftermath, Complete aerobatic maneuver including crash analysis (video), Documentazione tecnico-formale relativa all'incidente, Ramstein 1988: Death falling from the clear blue sky, https://en.wikipedia.org/w/index.php?title=Ramstein_air_show_disaster&oldid=992950390, Aviation accidents and incidents at air shows, Accidents and incidents involving military aircraft, Short description is different from Wikidata, Articles needing additional references from August 2019, All articles needing additional references, Articles with unsourced statements from May 2016, Articles needing additional references from August 2011, Articles with unsourced statements from July 2009, Articles with French-language sources (fr), Articles with Italian-language sources (it), Creative Commons Attribution-ShareAlike License, First American ambulance helicopter arrives, Second American ambulance helicopter arrives, First American ambulance helicopter takes off, German ambulance helicopter Christoph 5 from Ludwigshafen arrives, German ambulance helicopter Christoph 16 from Saarbrücken arrives, About 10–15 ambulances arrive. Several different video recordings of the accident were taped. Market data provided by Factset. Medics help injured bystanders out of a helicopter into Renown Medical Center after a plane crashed into the crowd at the Reno National Championship Air Races on Friday, Sept. 16, 2011, in ⦠Tragedy Strikes Reno Air Show. The worst previous air show disaster occurred in 1988 when 70 people were killed and hundreds injured after three Italian jets collided in mid-air and one crashed into a crowd at the US Air ⦠Sept. 16: Medics help injured bystanders out of a helicopter into Renown Medical Center after a plane crashed into the crowd at the Reno National Championship Air Races. US military personnel did not immediately allow German ambulances onto the base, and the rescue work was generally hampered by a lack of efficiency and coordination. A stunt plane crashed near a crowd of about 5,000 people watching an air show, killing the pilot and injuring at least six spectators, police said. An RAF Harrier jet performing at an air show has crashed into the sea off the Suffolk coast. The Ramstein air show disaster occurred on Sunday, 28 August 1988 during the Flugtag '88 airshow at Ramstein Air Base near Kaiserslautern, West Germany. Three killed as plane crashes into crowd at US air show. American helicopters and ambulances provided the quickest and largest means of evacuating burn victims, but lacked sufficient capacities for treating them, or had difficulty finding them. All rights reserved. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada7.jpg?ve=1&tl=1. No supporting evidence could be collected. They show that the "piercing" aircraft (Pony 10) came in too low and too fast at the crossing point with the other two groups (five aircraft on the left and four on the right) as they completed the heart-shaped figure. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada8.jpg?ve=1&tl=1. A bus full of injured people arrives in Ludwigshafen (80 km away). The area of the crash, being centered on the flightline and as close to the airshow as civilian spectators could get, had been considered the "best seats in the house", and was densely packed. The third aircraft disintegrated in the collision and parts of it were strewn along the runway. , A crisis counseling center was immediately established at the nearby Southside Base Chapel and remained open throughout the week. Pony 10, the aircraft that started the crash, continued on a ballistic trajectory across the runway, completely out of control and in flames, its forward section destroyed by the impact with Pony 1. The piercing aircraft crashed onto the runway and consequently both the fuselage and resulting fireball of aviation fuel tumbled into the spectator area, hitting the crowd and coming to rest against a refrigerated trailer being used to dispense ice cream to the various vendor booths in the area. The jet disintegrated mid-air during an aerobatic manoeuvre, causing the death of pilot John Derry and onboard flight test observer Anthony Richards. Lead pilot Lieutenant Colonel Ivo Nutarelli, flying Pony 10, was unable to correct his altitude or lower his speed, and collided with the leading airplane (Pony 1, piloted by Lt. Col. Mario Naldini) of the left formation "inside" the figure, destroying the plane's tail section with the front of his aircraft. Sixteen of the fatalities occurred in the days and weeks after the disaster due to severe burns; the last was the burned and injured helicopter pilot. 1:35. In the completion of the lower tip of the heart, the two groups pass each other parallel to the runway. The Galloping Ghost, a P-51 Mustang airplane, crashes into the edge of the grandstands at the Reno Air show on Friday, Sept. 16, 2011 in Reno, Nevada. Mutual Fund and ETF data provided by Refinitiv Lipper. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada1-1.jpg?ve=1&tl=1. 2:08. airshow plane crash takeoff hit plane wwII fighter. A plane has plunged into a spectator stand during an air race in Nevada, in what an official described as a ⦠Unidentified Man #1: Everyone ⦠This material may not be published, broadcast, rewritten, Sept. 16: A P-51 Mustang airplane crashes into the edge of the grandstands at the Reno Air show in Reno Nevada. Sept. 16: A P-51 Mustang airplane is shown right before crashing at the Reno Air show. At least 78 people have been killed and more than 115 injured in western Ukraine, when a military aircraft crashed into a crowd of spectators at an air show. Its pilot, Captain Alessio, died on impact. Plane Crashes Into Stands at Reno Airshow Airplane crash at Reno air races 2011 Friday sept 16. He died 20 days later, on Saturday, 17 September 1988, at Brooke Army Medical Center in Texas from burns he suffered in the accident. Close. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada5.jpg?ve=1&tl=1. A pilot crashed and died Saturday in Groton, Conn., while attempting a stunt takeoff of his 1942 Stearman biplane in an air show, state police said. Sept. 16: A crowd gathers around debris after a P-51 Mustang airplane crashed at the Reno Air show. PLANE CRASH KILLS 20 AT AIR SHOW. Market data provided by Factset. An official reported Friday that Leeward was killed in the crash. or redistributed. Seventy people were killed and hundreds injured when three jets from an Italian air force display team collided in midair and one crashed into the crowd during an air show at a U.S. Air ⦠Categories: On 22 August 2015, a former military aircraft crashed during a display at the Shoreham Airshow at Shoreham Airport, England, killing 11 people and injuring 16 others.It was the deadliest air show accident in the United Kingdom since the 1952 Farnborough Airshow crash, which killed 31 people. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada3.jpg?ve=1&tl=1. The paramedic said later: Dead bodies are transported away from the scene with the two platform trucks. Legal Statement. PRIVATE CRAFT HOOKS WING, HITS CARS IN COLORADO TOWN. Three aircraft of the Italian Air Force display team collided during their display, crashing to the ground in front of a crowd of about 300,000 people. This Sept. 15, 2010 photo shows long time Reno Air Race pilot Jimmy Leeward with his P51 Mustang. Quotes displayed in real-time or delayed by at least 15 minutes. Lt. Col. Naldini ejected but was killed as he hit the runway before his parachute opened. An Italian air force jet crashed in a ball of fire into spectators at an annual air show Sunday after colliding head on with two other low-flying jets, killing at least 46. Powered and implemented by FactSet Digital Solutions. UK Plane Crashes Cars on Road, Brighton During Air Show | Plane Airshow Accident. ProjectCarTV. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/091711_nevada4.jpg?ve=1&tl=1. In July 2002, a Ukrainian air force Su-27 attempting a tight turn at low altitude crashes at Skynliv airfield and rolls into a crowd of spectators, killing 77. Passenger Lands King Air - Duration: ... FS MaNiA 3,295,962 views. A spokesman for Reno's National Championship Air Races says the P-51 Mustang that crashed into a box seat area at the front of the grandstand Friday, Sept. 16, 2011, at the air race was piloted by Leeward. Judge Rosario Priore, who was investigating the case at the time, found that they were performing training flights nearby minutes before the Ustica incident, but he definitely rejected their deaths as sabotage. After the crash, the remaining aircraft regrouped and landed at Sembach Air Base. The mid-air collision took place as the two heart-forming groups passed each other and the heart-piercing aircraft hit them. Mutual Fund and ETF data provided by Refinitiv Lipper. The Sknyliv air show disaster occurred on 27 July 2002, when a Ukrainian Air Force Sukhoi Su-27 piloted by Volodymyr Toponar and co-piloted by Yuriy Yegorov crashed during an aerobatics presentation at Sknyliv airfield near Lviv, Ukraine. Crash Aftermath In Ukraine LVIV, UKRAINE - JULY 27: The pilots of the Su-27 fighter plane which crashed into a crowd of spectators during an air show, Vladimir Toponar (2nd L) and Yuri Yegorov (R) walk with unidentified Ukranian military personnel shortly after ⦠Sept. 16: Spectators and debis are seen after a P-51 Mustang airplane crashed at the Reno Air show in Reno Nevada. Air-show accident burns spectators An air show involving military jets at the Ramstein Air Base in Germany turns tragic on August 28, 1988 when three jets collide in mid-air and fall into the crowd. At the time it was the deadliest air show accident in history (until overtaken in 2002 by the Sknyliv air show disaster). Sept. 16: Spectators duck as debris from a P-51 Mustang airplane crashing into the edge of the grandstands passes over their heads at the Reno Air show in Reno Nevada. Base mental health professionals provided group and individual counseling in the following weeks, and they surveyed the response workers two months following the tragedy and again six months after the disaster to gauge recovery.. March 18 â Wings Over South Texas (Kingsville NAS, Texas) â Pilot Maj. Brison Phillips was killed when his F-16 Fighting Falcon crashed at an air show while thousands of horrified spectators watched. Ten Aermacchi MB-339 PAN jets from the Italian Air Force display team, Frecce Tricolori, were performing their "pierced heart" (Italian: Cardioide, German: Durchstoßenes Herz) formation. Eight medical helicopters (, First medical helicopter of the Rettungsflugwacht arrives, First low platform trailer for transport of the dead bodies arrives, Second low platform trailer for transport of the dead bodies arrives. kingofthenorth. The accident killed 77 people and injured 543, 100 of whom were hospitalised. adutpoleaetr. The heart is then pierced by a lone aircraft, flying in the direction of the audience. At the same time, one of the damaged aircraft from the heart-forming group crashed into the emergency medical evacuation UH-60 Black Hawk helicopter, injuring the helicopter's pilot, Captain Kim Strader. Nine people were killed, and more than 50 injured, when a World War II-era fighter plane crashes into the Reno crowd. This material may not be published, broadcast, rewritten, or redistributed. All rights reserved. The entire incident, from the collision of the first two planes to the crash into the crowd, took less than seven seconds, leaving almost no time for spectators to escape. Of the 31 people who died on impact, 28 had been hit by debris in the form of airplane parts, concertina wire, and items on the ground. The pilot of the aircraft that hit the helicopter ejected, but was killed as he hit the runway before his parachute opened. âIt is with great sadness that Team Chambliss confirms that our friend and pilot, Steve Andelin, along with two spectators, lost their lives at a private air show in ⦠A single standard was codified in 1995 and updated with a newer version in 2013. Pony 1 then spiralled out of control, hitting the plane on its lower left (Pony 2, piloted by Captain Giorgio Alessio). An examination of photos and footage from the disaster showed that Pony 10's landing gear came down at some point; it has been suggested that this could have been lowered intentionally as a last second effort by Lt. Col. Nutarelli to slow his plane down and avoid the impact, but there is no substantial evidence pointing to this; the undercarriage could have been lowered by a number of factors. Sept. 16: A P-51 Mustang airplane crashes into the edge of the grandstands at the Reno Air show. https://a57.foxnews.com/static.foxnews.com/foxnews.com/content/uploads/2018/09/918/516/0f3d9677-091711_nevada2.jpg?ve=1&tl=1.
Eastern Kentucky Football, Chemical Engineering Definition, How To Read Graphic Scale, Patience Tame Impala Cover, Mace 4 Ragnarok, My Jesus I Love Thee Lyrics Worship Circle, Chocolate Banana Monkey Drink, Japan Architect Salary, | aerospace |
http://www.rescuehelicopter.org.nz/index.php/faqs | 2013-05-21T07:12:48 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368699776315/warc/CC-MAIN-20130516102256-00045-ip-10-60-113-184.ec2.internal.warc.gz | 0.897685 | 496 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__113448803 | en | FREQUENTLY ASKED QUESTIONS
Q. How do I donate to the Westpac Rescue Helicopter?
A. All the information can be found on our support section here.
Q. How many missions does the Auckland based rescue helicopter fly each year?
A. Approximately 550 missions each year.
Q. What hours does the rescue helicopter operate?
A. 24 hours a day, 7 days a week, 365 days a year.
Q. What kind of helicopter is the Auckland Westpac Rescue Helicopter?
A. The Auckland Rescue Helicopter Trust owns and operates two BK 117-850D2's on behalf of the greater Auckland community.
Q. If I get picked up by the rescue helicopter will I get charged?
A. No – the rescue helicopter service is free of charge to those rescued.
Q. Where is the helicopter based?
A. The helicopter is based at 3 Solent St, Mechanics Bay, Auckland (by the Ports of Auckland).
Q. Can I visit the helicopter at the Mechanics Bay base?
A. You can organise a time to visit the helicopter and crew by emailing us or phoning (09) 950 7205. You will need to read and sign the ARHT safety form about the safety requirements of base visits before visiting.
Q. Does it cost to visit the base?
A. No - the visit is free although some people like to make a donation or purchase some merchandise when they visit the base.
Q. How many helicopters does the Auckland Rescue Helicopter Trust have?
A. There are two helicopters that service the greater Auckland region.
Q. We’re holding a charity event and want Westpac Rescue helicopter to be the recipient. Can I get copies of the logos and
A. Thanks for thinking of us. Please phone Kerrie on (09) 950 7209 for more information.
|Last Updated on Tuesday, 24 April 2012 09:05|
Make A Donation
- Microsoft Continue Fantastic Support
- Rugby greats go bush for charity challenge
- Rescue helicopter workers receive top award
- New CEO for Auckland's rescue chopper
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- New CEO for ARHT
- Baby among Injured
- Woman hurt falling at cove
- Flash explosion on pylon burns two workers, cuts power
- Family’s near-fatal birthday adventure | aerospace |
https://d2bs.us/this-is-air-transport-advantages.html/ | 2024-02-21T17:34:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947473524.88/warc/CC-MAIN-20240221170215-20240221200215-00831.warc.gz | 0.956998 | 816 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__67576140 | en | Air transport has many advantages over other modes of transport. It’s more flexible, faster and reliable than road and rail. Air transport also enables you to travel long distances and it’s an efficient mode of transportation that is environmentally friendly too. In this article we will look at some of the advantages of air transport.
Air Transport Advantages Is More Flexible Than Road and Rail
Air transport advantage is a very flexible mode of transportation. It can be used for both people and goods and does not have to be limited by roads or railways. This means that air transport can be used to transport people in remote locations where there are not many roads or railways and also for transporting goods over long distances on land when other modes of transportation would not be cost effective.
Air transport is also very quick and can easily be used to transport goods that need to reach their destination in a short amount of time. Air transport can also be used to carry people or goods over long distances where other modes of transportation would not be cost effective.
Air Transport Advantages It’s More Environmentally Friendly
- Air transport is more environmentally friendly than other modes of transport.
- Aircraft use less fuel than other modes of transport, so they produce less carbon dioxide (CO2) and other pollutants. They are also more efficient due to their ability to carry large loads at high altitudes, which reduces the amount of energy needed for propulsion. As a result, flying produces fewer emissions per kilometre travelled compared with driving or taking a train or bus trip anywhere in your country or abroad!
Air transport is also much faster than other modes of transportation. High-speed rail can be more efficient for short distances, but air transport is usually more cost effective over longer distances However, the environmental impact of air travel is a complex issue. The industry has made significant strides in reducing its environmental impact by improving aircraft design, fuel efficiency and engine technology. However, there are still many areas where improvements can be made.
Air Transport Advantages Is an Efficient, Fast and Reliable
Air transport advantages is the safest mode of transport. It is safer than other modes of transport because it has no accidents due to its low speed and high manoeuvrability. Airplanes can avoid collisions with other planes or objects on the ground since they are very high up in the air and have good visibility. The high pressure inside an airplane also helps passengers stay alert so that they can watch out for any danger that may come their way during flight time.
Airplanes are also very efficient in terms of fuel consumption compared to other modes such as cars or buses because airplanes fly at high altitudes where there’s less drag force which means less resistance from air molecules hitting against them causing friction thus saving more energy! This allows airlines companies around the world who use airplanes everyday save money over time which will eventually benefit consumers too when prices go down due to lower production costs per unit sold.
Has Many Advantages Over Other Modes of Transport
Air transport can be used for both passengers and cargo. It is more flexible than road and rail, as it can be used in remote areas where there are no roads or railways. Air transport is also more environmentally friendly than other modes of transportation because there are no emissions from vehicles on the ground or from aircraft engines.
Air transport has many advantages over other modes of transport: it’s fast, efficient, reliable, safe and cost effective; all these qualities make air travel more desirable for people who want to travel around the world by plane instead of taking trains or buses which may take hours before reaching their destination and can be very tiring.
We hope that you have gained some insight into the many benefits of air transport. It’s a fast and efficient means of transportation that can get people from point A to point B in a short amount of time. Air Transport Advantages also has many environmental benefits over other modes of transport because it doesn’t produce any harmful emissions or other pollutants while on route. | aerospace |
https://gtara.com.np/chandrayaan-3-indias-next-moon-mission/ | 2023-11-28T15:20:44 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679099892.46/warc/CC-MAIN-20231128151412-20231128181412-00528.warc.gz | 0.866381 | 807 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__147609978 | en | Chandrayaan-3 is India’s third lunar exploration mission, following Chandrayaan-1 and Chandrayaan-2. It is a follow-up mission to Chandrayaan-2, which crashed on the Moon in 2019 due to a software glitch.
Chandrayaan-3 is scheduled to launch in 2023 and will consist of a lander and rover. The lander will soft land on the Moon near the south pole, and the rover will deploy and explore the surrounding area.
The main objectives of the Chandrayaan-3 mission are to:
- Demonstrate end-to-end capability in safe landing and roving on the lunar surface.
- Study the lunar surface and subsurface composition, mineralogy, and water ice distribution.
- Study the lunar atmosphere and exosphere.
- Study the impact of the Sun-Earth plasma interaction on the lunar surface.
The Chandrayaan-3 mission is expected to provide valuable scientific data about the Moon and help India to become a leading player in lunar exploration.
Here is a more detailed look at the Chandrayaan-3 spacecraft:
- Lander: The lander is a 3-legged spacecraft that will soft land on the Moon. It will carry a suite of scientific instruments, including a lunar seismic experiment, a lunar surface profiler, and a radio frequency experiment.
- Rover: The rover is a 6-wheeled vehicle that will deploy from the lander and explore the surrounding area. It will carry a suite of scientific instruments, including a camera, a laser-induced breakdown spectroscopy (LIBS) instrument, and a thermal imaging camera.
- Lunar Seismic Experiment (LSE): The LSE will study the Moon’s internal structure and dynamics by measuring seismic activity.
- Lunar Surface Profiler (LSP): The LSP will map the topography and structure of the lunar surface.
- Radio Frequency Experiment (RFX): The RFX will study the Moon’s ionosphere and exosphere.
- Camera: The camera will take high-resolution images of the lunar surface.
- Laser-Induced Breakdown Spectroscopy (LIBS): The LIBS instrument will analyze the elemental composition of the lunar surface.
- Thermal Imaging Camera: The thermal imaging camera will map the temperature distribution of the lunar surface.
Launch and landing:
Chandrayaan-3 is scheduled to launch in 2023 on a Geosynchronous Satellite Launch Vehicle Mark III (GSLV Mk III) rocket. The spacecraft will take about 13 days to travel to the Moon.
Once the spacecraft reaches the Moon, it will enter a lunar orbit. After a few days in lunar orbit, the lander will descend to the surface and soft land near the south pole.
Once the lander has soft landed, the rover will deploy and begin exploring the surrounding area. The rover will use its scientific instruments to study the lunar surface and subsurface composition, mineralogy, and water ice distribution. It will also study the lunar atmosphere and exosphere.
The Chandrayaan-3 mission is expected to operate for about 14 days. During this time, the lander and rover will collect valuable scientific data about the Moon.
Significance of the Chandrayaan-3 mission:
The Chandrayaan-3 mission is significant for several reasons. First, it is a demonstration of India’s growing capabilities in space exploration. Second, it is an opportunity to study the Moon in more detail, particularly the south pole region. Third, the mission could help to pave the way for future human missions to the Moon.
The Chandrayaan-3 mission is a challenging one, but it is also a very rewarding one. The data collected by the mission will help us to better understand the Moon and its history. It will also help us to develop new technologies for future lunar exploration missions. | aerospace |
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