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https://www.blogya.in/best-selling-top-best-5-toy-airplane-that-can-fly-from-amazon-2017-review/ | 2017-09-25T18:37:53 | s3://commoncrawl/crawl-data/CC-MAIN-2017-39/segments/1505818693240.90/warc/CC-MAIN-20170925182814-20170925202814-00277.warc.gz | 0.866594 | 218 | CC-MAIN-2017-39 | webtext-fineweb__CC-MAIN-2017-39__0__93625809 | en | Buying the best toy airplane that can fly is key for you and we know it very well.
It isn’t so much that you will purchase toy airplane that can fly again and again so you have to select the most ideal one.
How about reviewing our rundown beneath for best toy airplane that can fly that you can find on the web.
Editor’s Rating : 9.6 out of 10
It’s a no power 360 degree circle round flying foam plane, kids can play it anywhereMade of foam, very light so that it is easy to fly and safe for kids
Editor’s Rating : 9.3 out of 10
Teddy Grass On Head Toys is a fun to play for childsA large fist-sized head stuffed with sawdust
Editor’s Rating : 9.7 out of 10
A wonderful hand glider with catapult launch.Can fly over 50 feet. Great fun for kids.
Editor’s Rating : 9.1 out of 10
11-inch PlaneHigh quality foam core construction | aerospace |
http://propjetaviation.com/ | 2013-05-25T12:18:31 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368705948348/warc/CC-MAIN-20130516120548-00002-ip-10-60-113-184.ec2.internal.warc.gz | 0.802018 | 339 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__141563873 | en | Silver Eagle featured in The Twin Cessna Flyer, Jan 2013 issue Click here to see full article!
The newest BatterMinder allows "full on" use of the glass panel avionics continuously , without ever draining the batteries. It's high efficiency design supplies full voltage (28V) even when connected to a 200' #16 gauge extension cord. If your Eagle uses the Hawker dry or wet cell battery, we sell the brand new 28 volt @ 25 Amp Avionic power supply/Hawker Battery charger-Maintainer-Desulfator. The BATTERYMINDER 28252-AA-S4 by VDC Electronics. It's fully automatic, and hooks right to the newly developed ground power unit (GPU). This unit will make that very expensive battery last a lot longer! This is a must have if you have a Hawker battery.
Contact Robert Nicolas at 707.327.8686 for more information or e-mail him at email@example.com
Last Updated: 2013-01-11 11:20:33
Office: 707 284-9777
Silver Eagle II
More info to come...
$895,000 - 354 TT Since Conversion, 1978 Gear door model, No Damge History, No Corrosion, Very very clean prior to conversion
$870,000 1978 Cessna P-210 Silver Eagle - 427 TT Since Conversion, Cessna Factory Zinc Chromated Airframe, Gear Door Model, No Damage History, No Corrosion
New Home: England
After Bruce completed his flight training at Propjet Aviation, he flew home to Florida | aerospace |
http://savedelete.com/2014/02/11/iran-successfully-test-fires-ballistic-missile/112613 | 2014-03-08T05:37:36 | s3://commoncrawl/crawl-data/CC-MAIN-2014-10/segments/1393999653402/warc/CC-MAIN-20140305060733-00074-ip-10-183-142-35.ec2.internal.warc.gz | 0.950273 | 218 | CC-MAIN-2014-10 | webtext-fineweb__CC-MAIN-2014-10__0__3788630 | en | Tehran, Feb 11 - Iran has successfully test-fired two missiles, including a surface-to-surface long-range ballistic missile, state media reported Monday.
The test-fired ballistic missile was a “new generation” of the country’s previously developed ballistic missiles, Xinhua quoted Defence Minister Hossein Dehqan as saying.
The new ballistic missile is of radar-evading capability, Dehqan said, adding that this missile is developed for destroying enemy’s military equipment.
Another test-fired missile — Bina — is laser-guided and can be launched from the ground or from aircraft, said Dehqan, adding that it is used for targeting armored tank, bridges, commandment headquarters and enemy’s military equipment.
On Monday, Iran’s deputy foreign minister and a senior nuclear negotiator Abbas Araqchi, said that Iran’s defensive issues are a red line for the country and it will not allow “such issues to be raised in upcoming nuclear talks” with powers. | aerospace |
https://icle.gabar.org/speaker/randall-davis-1266871 | 2024-04-25T08:14:07 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712297290384.96/warc/CC-MAIN-20240425063334-20240425093334-00035.warc.gz | 0.953959 | 521 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__15996789 | en | Mr. Randall H. Davis
Phoenix Air Group Inc
RANDALL H. DAVIS
Randall H. Davis maintains a private practice of law including work in the areas of aviation law, regulatory compliance/defense, and litigation. He is also Sr. Vice President and General Counsel of Phoenix Air Group, Inc., a world-wide provider of specialized jet aircraft services to government and industry.
Mr. Davis holds a Bachelor of Arts degree from Amherst College and a J.D. degree from the Emory University School of Law. Prior to joining Phoenix Air, he was a partner with the law firm of Neely & Player in Atlanta, having practiced there for more than ten years. In that practice, he represented various manufacturers, insurance companies, and businesses, including United States Aviation Underwriters, Associated Aviation Underwriters (now Global Aerospace), Southeastern Aviation Underwriters, Delta Air Lines, Continental Airlines, United Airlines, and Piper Aircraft Corporation. Some of his more recent clients have included AirTran Airways, Southwest Airlines, AIG Aviation, Inc., Chippewa Aerospace, Inc., Collier Family Enterprises (Naples, FL), Nick Price Group, Inc., Troup County Airport Authority, and Prestige Helicopters, Inc. His practice also included a concentration in the defense of FAA enforcement actions and transactions involving aircraft regulatory issues.
Mr. Davis has authored numerous articles for publications on aviation law and has provided legal commentary on national television. He has also acted as an adjunct professor and consultant in aviation law at DeKalb Community College and Embry-Riddle Aeronautical University.
Mr. Davis is an active pilot and holds FAA Airline Transport Pilot and Flight Instructor Certificates, as well as a helicopter rating. He also holds type ratings for the Learjet, Citation, and Gulfstream 159/1159 (GI, II, III and IV) aircraft and is a qualified international captain in those aircraft. He has accumulated more than 17,000 hours of total pilot flight time. He made his first transoceanic flight while a sophomore in college when he delivered a small twin-engine aircraft from Boston to London.
Mr. Davis is admitted to the Bar in the States of Georgia, Florida, and New York. He is a member of the American Bar Association, the Lawyer-Pilots Bar Association, the Lawyer's Club of Atlanta, the Aircraft Owners and Pilots Association, and the International Aviation Transportation Safety Bar Association. He is also a member of the Board of Governors of the State Bar of Georgia. | aerospace |
http://cfattraining.ca/airforceblog/ | 2018-01-23T07:43:09 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084891791.95/warc/CC-MAIN-20180123072105-20180123092105-00456.warc.gz | 0.907253 | 365 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__26240051 | en | Canadian Air Force
Canadian Air Force Training
The Canadian Air Force is an exciting and fun career path. Whether it be soaring over the Canadian lakes or flying an overseas mission, the Canadian Air Force is the real top gun of the skies. There are many different types of positions in the Canadian Air Force – some are as follows:
Technicians. These positions are: Aircraft Structures Technicians, Aviation Systems Technicians, Avionics Systems Technicians, Imagery Technicians , Supply Technicians and Traffic Technicians. You will be given intensive trainingin the various positions to develop the required skills.
Engineering. The Air Force offers different professional opportunities for those who are interested in engineering positions at a senior level. Training is offered as Aerospace Engineering Officers, Communications and Electronics Engineering Officers or Construction Engineering Officers. These positions all require a bachelor’s degree in engineering.
Health Service Officers. A number of choices exist for personnel who wish to pursue their careers in this field. This maychange over time depending on various factors, but in general they are: Health Care Administration Officers, Nursing Officers, Pharmacy Officers or Physiotherapy Officers. All positions require a Degree.
Operators. All armed forces need manpower to operate and maintain equipment essential to the basic infrastructureof the military machine. These positions include: Intelligence Operators and Mobile Support Equipment
Operators,Communicator Research Operators, Electronic Sensor Operators, Fire Fighters, Aerospace Control Operators and Airborne Electronic Sensor Operators…once again these positions become available as and when personnel are required.
CFATtraining.ca is not affiliated with the Government of Canada, the Canadian Armed Forces, the Canadian Forces the Department of National Defence or the Canadian Forces Aptitude Test. CFATtraining.ca cannot guarantee admission to the Canadian Armed Forces. | aerospace |
https://www.astronoir.org/post/retirement-of-the-international-space-station | 2023-03-25T18:05:10 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296945368.6/warc/CC-MAIN-20230325161021-20230325191021-00344.warc.gz | 0.963042 | 1,014 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__206601253 | en | Retirement of the International Space Station
Image of the ISS taken in orbit. Credits: ESA
The International Space Station (ISS) is one of two science laboratories currently in orbit around Earth (the other one being the Chinese Tiangong space station). Travelling at 28,000 km/h (17,500 mph) at an average altitude of 400 km (240 miles), the ISS is a collaboration between NASA, Roscomsos, ESA, JAXA and CSA, and serves as a tool for learning how to live in space and the prolonged effects of the space environment on the human body.
Since its completion in 2009, a total of 251 individuals from 19 countries have visited the ISS, and since November 2020, it has been continuously inhabited.
The ISS serves many purposes, possibly the most important one being scientific research. Many experiments are conducted onboard the station in a wide range of fields such as astronomy, astrobiology, human research and meteorology. The ISS is a particularly interesting place to conduct research as it is the only laboratory that offers continuous microgravity and exposure to the space environment.
Comet Lovejoy photographed by astronaut Dan Burbank onboard the ISS. Credits: NASA
As there are routinely scheduled launches planned to resupply the station, astronauts are regularly sent hardware or tools relative to the experiments they are conducting.
Another important role the ISS has played over the years is being a platform for student research investigations and educational outreach. In 2020, CASIS released a report where it explains how beneficial it has been to allow STEM (Science, Technology, Engineering and Mathematics) students of various ages to be involved in the experimentation conducted in orbit. They have also stated that:
"Over the past 20 years, 2.6 million U.S. K-12 students have participated in experiments using the ISS."
And it is true that there is something mesmerising about space that catches the attention of everyone, even those who are not involved in sciences.
The retirement plan
NASA released in this International 2021 Space Station Transitional Report that the de-orbiting of the ISS is scheduled to take place in January 2031 in the South Pacific. This portion of the ocean was chosen as it is large and inhabited. Moreover, it has served as a spacecraft graveyard for over 273 cargo crafts, space stations and transfer vehicles since the early 1970s.
The image below shows the area in which spacecrafts have de-orbited along with point Nemo: the point on Earth which is farthest from land. This point is so remote that the closest humans are actually the astronauts onboard the ISS.
Space graveyard. Image credit: Leo Delauncey / Mallonline
In 2001, Russia de-orbited its Mir space station, which at the time was the largest spacecraft in orbit. As the station re-entered the atmosphere, the pressure and temperature were high enough to completely disintegrate most of its parts. Some of the station's largest components, however, managed to crash into the ocean, leaving behind a trail as long as 2900 km.
Plans for the future
According to the Outer-Space Treaty, each country is legally responsible for de-orbiting its segments of the ISS. Therefore, each agency has a different plan of its own.
In the same report released by NASA, the agency detailed its plans for the ISS within the next decade. Specifically, it details that privately-owned space stations would replace the ISS for scientific research and in-orbit destinations.
“The private sector is technically and financially capable of developing and operating commercial low-Earth orbit destinations, with NASA’s assistance. We look forward to sharing our lessons learned and operations experience with the private sector to help them develop safe, reliable, and cost-effective destinations in space” said Phil McAlister, director of commercial space at NASA Headquarters in a statement.
It has been clear for some time now that NASA has redirected its focus toward the Moon, with there being plans to send humans to the lunar South-Pole by 2025 with the Artemis program. Moreover, by 2028, they plan for humans to have a continuous presence on the moon.
If this sparks your interest, feel free to check out this video of NASA going over the program.
Russia's Roscosmos on the other hand has plans to build a new Russian Orbital Service Station (ROSS). Although it was originally planned that Roscosmos would reuse some parts of the ISS to build its own station, this original idea was later scrapped and instead they opted to build ROSS from scratch. Look out in the near future for any news, as the first launch is scheduled to take place in 2025, and the first crewed mission in 2026.
The second stage of the ROSS deployment (after 2030). Credits: ru:N+1
Although the end of the ISS is soon and inevitable, it is unclear if we will see another NASA/ESA/JA | aerospace |
https://actuallivingscientist.weebly.com/blog/archives/07-2018 | 2020-01-27T21:55:32 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251728207.68/warc/CC-MAIN-20200127205148-20200127235148-00083.warc.gz | 0.955605 | 1,312 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__147557604 | en | I grew up in Oshkosh, WI, the headquarters of the Experimental Aircraft Association (EAA). EAA is an international group of recreational pilots and aviation enthusiasts. During the annual gathering, EAA AirVenture, Oshkosh becomes the world's busiest airport, surpassing O'Hare and Hartsfield-Jackson Atlanta International Airport. Part of the timing of this blog post is because AirVenture is happening this week in Oshkosh. Sadly, I cannot attend, but I thought I would write about how aviation influenced my decision to become a scientist.
My mom's involvement in aviation is what led me to experience multiple EAA Young Eagles rides. The Young Eagles program was founded in 1992 to give kids ages 8-17 their first free airplane ride and in 2016 flew their 2 millionth Young Eagle. I had Young Eagles rides in a Cessna 180, Piper Archer, and in a hot air balloon! During these flights, we learned about the preflight inspection, reviewed aeronautical charts, and I got a chance to fly!
For those unfamiliar, flying is expensive (!!!), so I was not one of those kids who learned to fly before learning to drive. Flying lessons were not financially feasible while I was in college, so I became involved in a student organization at the University of Wisconsin called Badger Aviators. Badger Aviators promotes aviation by hosting weekly ground school (the "book-knowledge" of flying), going on fly-outs, and career talks. I found any way to stay involved in aviation without actually knowing how to fly.
In summer 2014, I was awarded the EAA/GoPro "Go Fly" flight training scholarship. In my application video, I explain why I want to "go fly" and at the end, fly around as a bird. While possibly one of the most humiliating things I have done, it got the desired outcome. Take a look at one of the GoPro videos I made while completing my flight training!
I am extremely fortunate to have such wonderful opportunities to become involved in aviation from a young age. My passion for aviation is what ultimately led me to graduate school at the University of Maryland, where I fly as a scientist on research aircraft. While I cannot fly the twin engine Cessna we operate (I do not have my multi-engine rating), I have the knowledge about flight planning, weather briefing, and aircraft operations that is very useful while working as a scientist. Unfortunately I am not currently flying as a private pilot, but I have plans to earn my instrument rating once I complete graduate school. I hope to come back to WSYS as a mentor again to inspire young women to dream big, just as I was taught.
As I previously mentioned, I'm a Ph.D. student in Atmospheric and Oceanic Science (AOSC) at the University of Maryland (UMD). I am in the atmospheric chemistry research group, mostly focusing on how ozone in the troposphere forms in the North China Plain, the region surrounding the lower Yellow River. However, part of my job as a graduate student is helping to collect air pollution observations on a twin-engine Cessna (there's pictures of N7875E all over this blog!) in the Baltimore/Washington, D.C. region. We measure a lot of different air pollutants, aerosol properties, and meteorological information:
How do we decide where to measure? Each research flight has a specific flight plan determined by the goals of the flight. For the June 30 flight, for example, we aimed to measure differences in ozone over the water and land. We took measurements in coordination with the Ozone Water-Land Environmental Study (OWLETS-2), which was observing air pollution on Hart Miller Island (photos and video in the above YouTube clip). Our flight plan was designed to cover a broad range of water and land surfaces around the Chesapeake Bay region.
When do we decide to fly? Scientists at the University of Maryland work with air quality forecasters at the Maryland Department of the Environment and other agencies to decide when to fly. Since there is limited funding available to do these research flights, it's important that we measure on the worst air quality days. The synoptic setup also largely determines when we fly since we are looking for particular weather conditions, such as consistent winds. We typically fly ~3 hours nonstop (the maximum duration for our aircraft with our instrument and people load), or up to 6-8 hours if we refuel.
Where do you fly? The aircraft is based at a small airport about 20 minutes way from the University of Maryland. Our flights are largely in the Baltimore/Washington, D.C. region as part of the Regional Atmospheric Measurement Modeling and Prediction Program (RAMMPP). Because of the restricted airspace in and around D.C., we are unable to fly into the Flight Restricted Zone (FRZ). Sometimes we fly into Pennsylvania or West Virginia when investigating greenhouse gases in a study called Fluxes of Atmospheric Greenhouse Gases in Maryland (FLAGG-MD). However, we do have opportunities to fly elsewhere. For instance, this summer, we are conducting flights in Long Island Sound and participating in the Long Island Sound Tropospheric Ozone Study (LISTOS). This area is of particular interest because while air pollution levels in the United States have been steadily declining, the New York City metropolitan area has continued to violate past and current air quality standards.
Why use aircraft to study air pollution? While aircraft observations can be costly, airplanes have the ability to capture pollution in a spatial and temporal manner that other means of observations (satellites, ground observations) are limited by. Since air pollution at the surface and aloft are not the same, the use of aircraft can be particularly insightful when trying to understand local air pollution. However, many scientists utilize other measurements in addition to aircraft observations, as well as models in air quality studies. Government agencies, like the National Oceanic and Atmospheric Administration (NOAA) and the National Aeronautics and Space Administration (NASA), also operate research aircraft for myriad research purposes.
Who flies on the aircraft? Typically we have 2-3 people onboard the aircraft: 1 pilot and 1-2 scientists. The more people on the plane, the less fuel we can carry and thus the shorter we can fly. Scientists from the University of Maryland operate instruments aboard the aircraft, including graduate students like me! | aerospace |
http://behindpalacewalls.blogspot.com/2007/11/i-wont-be-flying-in-on-this-airline-but.html | 2018-12-14T05:53:03 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376825363.58/warc/CC-MAIN-20181214044833-20181214070333-00246.warc.gz | 0.964697 | 210 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__91574999 | en | Saturday, November 17, 2007
I won't be flying in on this airline, but...
Nepal Airlines suspends international flights from Dec. 18 to 31 Kathmandu (PTI): Nepal Airlines Corporation (NAC), the country's national carrier, will suspend all its international flights for two weeks in December due to the shortage of aircraft, airline sources said. The airline's only operational Boeing 757 is scheduled to go for overhauling to Brunei in the third week of December, while another aircraft is currently undergoing a C-check there and will take a fortnight to become operational. "The airline has stopped selling tickets for all international flights between December 18 and 31," said an airline official. The NAC needs to extract one of the two engines on the operational plane and install it on the Boeing in Brunei and then fly it back to Nepal to resume flights, sources said. The carrier would be able to resume its international flights only from January 1, 2008.
Posted by Deanna Hagge at 11:56 AM | aerospace |
http://www.flycortez.org/2009Celebration.html | 2017-04-30T01:07:50 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123635.74/warc/CC-MAIN-20170423031203-00440-ip-10-145-167-34.ec2.internal.warc.gz | 0.895139 | 495 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__17182962 | en | Sign up for notification of Future Events and Schedule Updates!
To sign up to receive email updates,
Cortez has a rich and significant Aviation Heritage …
From its beginning in the 1930’s, when “Aviation Pioneers” Polly
and Rollin Usher brought aviation service to Cortez . . .
2009 marks the 60th Anniversary of the August 14, 1949, First
Commercial Airline and Air Mail Service from Cortez.
2009 is also the 50th Anniversary of “The Night the ‘Black Cat’
Landed at Cortez.” The captivating Cold War saga
centers on then Major Hsichan Mike Hua ROCAF(Ret), an intrepid
Taiwanese pilot who landed his CIA U-2 at the Cortez
Airfield the night of August 3, 1959. General Hua will
join us to share his memories of that remarkable
Later, in 1977, Jack Rodd
and Harold Benham piloted the "City of Cortez" Beechcraft
airplane in a World Record Breaking Around The World Flight!
They were honored as aviation heroes, with accolades for
their amazing accomplishment from both national and state officials.
The plane's original propeller and the Rodd and Benham story
will be on display at the Cortez Airport terminal beginning in May,
2009. The former "City of Cortez" airplane, piloted by its
current owner, Mr. Joseph G Melchiorre have graciously agreed to
visit us in mid-September, 2009. For details, see the
"Events Schedule" page.
It would be difficult to imagine what Cortez would be like
without our Airport (FAA designation, CEZ); our local aviators;
local commercial air service, provided by Great Lakes
Airlines; our Fixed Based Operator (FBO)
“Cortez Flying Service;” along with the activities of
the local Chapters of the Experimental Aircraft
Association and the Civil Air Patrol Senior
From its beginning, and through the years that have followed,
all the folks and service providers associated with Cortez
aviation have truly enriched our lives.
In recognition of this, the City of Cortez is
hosting the “2009 Cortez Aviation Heritage Celebration.”
Exhibits . . . | aerospace |
https://www.postfreearticle.com/2021/07/19/global-aviation-consulting-service-market-industry-analysis-and-forecast-2020-2027/ | 2021-08-01T10:19:16 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154175.76/warc/CC-MAIN-20210801092716-20210801122716-00553.warc.gz | 0.920374 | 1,462 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__173368145 | en | Global Aviation Consulting Service Market size was valued at US$ XX Mn. in 2019 and is expected to grow at a CAGR of 7.53% over 2020-2027, to account for US$ XX Mn. in 2027.
The report covers an in-depth analysis of COVID 19 pandemic impact on Global Aviation Consulting Service Market by region and on the key players’ revenue affected till July 2020 and expected short term and long-term impact on the market.
Aviation consultants help aircraft owners by providing many services, ranging from design and engineering to crew certifications. These services are valuable to aviation companies as they try to navigate Federal Aviation Association rules & regulations.
Global Aviation Consulting Service Market
To know about the Research Methodology :- Request Free Sample Report
The MMR report covers all the trends and technologies playing a major role in the growth of the aviation consulting service market during the forecast period. Such as, outbreak of COVID-19 leading to economic crisis in the aviation industry and is expected to generate huge demand for aviation consulting services during 2020-2027. The growing aviation industry thanks to the rising investments in R&D across the aerospace and defense industry is another major driver of global aviation consulting service market. The emergence of low cost airline business, and rising initiatives to restructure airports integrated with green technology is expected to fuel the market during 2019-2027. However, presence of large number of players across the globe is projected to hamper the overall growth of the aviation consulting service market.
By end-user, the aviation segment held the largest market share of XX.11% in 2019 and is projected to grow at the highest CAGR of XX.24% to reach US$ XX Mn. by 2027. Aviation consulting players lead consumers during a merger or procurement process, be they cross-border or cross-industries agreements. The larger businesses have a worldwide footprint to help find appropriate objectives. The difficult nature and regulation of the aviation industry, have led to growing demand for the services of aviation consulting companies to carry out a deal positively, thereby accelerating the aviation consulting service market globally.
Based on type, project & information management segment is expected to reach US$ XX.43 Mn. by 2027 at a CAGR of XX.34% over the forecast period. Effective information management permits project teams to use their time, expertise, and resources effectively to make decisions and to achieve their roles. The process of information management includes a collection of project information that can take many forms, like video, audio, oral, electronic, and written. Likewise, the MMR report will provide an accurate prediction of the contribution of the various segments to the growth of the aviation consulting service market size.
The report offers a brief analysis of the major regions in the market, namely, APAC, Europe, North America, Latin America, and the Middle East & Africa. Among this, North America region is expected to hold the largest XX.76% growth rate during the forecast period thanks to the presence of key aircraft suppliers, airlines, and aircraft operators have contributed to a rising need for successful methods, with consultancy, remarketing and inventory control. Across North America, the U.S. dominated the market, with a market size of US$ XX Mn. in 2019 and to reach US$ XX Mn. by 2027, with a CAGR of XX.89%. However, Canada is expected to grow at the highest CAGR of XX.XX% during the forecast period.
Asia-Pacific occupied the second largest market share of XX.18% in 2019. The region had the highest commercial aircraft deliveries in 2018, with various airlines in the APAC ordering commercial aircraft mostly throughout the year. China, India Japan, and Australia are major economies of the Asia pacific aviation consulting service market.
Companies are involved in adopting sustainable strategies to gain competitive edges like a new product launch, product up-gradation and collaborative agreements. Such as, ACG Company has signed an agreement with BERIEV Aircraft Company, which gives to AGC the right to promote, and to sell their aircraft and the Civil Protection Aerial Services and Fire-Fighting with the BE-200ES in Europe, Turkey, Brazil, Argentina and the USA under market & commercial basis.
In July 2019, Alton Aviation Consultancy announced that it has extended its international reach with the opening of a new office in Singapore, along with its existing offices in Tokyo, New York, Dublin, Beijing and Hong Kong.
Global Aviation Consulting Service Market1
The objective of the report is to present a comprehensive analysis of the Global Aviation Consulting Service Market including all the stakeholders of the industry. The past and current status of the industry with forecasted market size and trends are presented in the report with the analysis of complicated data in simple language. The report covers all the aspects of the industry with a dedicated study of key players that includes market leaders, followers and new entrants. PORTER, SVOR, PESTEL analysis with the potential impact of micro-economic factors of the market has been presented in the report. External as well as internal factors that are supposed to affect the business positively or negatively have been analyzed, which will give a clear futuristic view of the industry to the decision-makers.
The report also helps in understanding Global Aviation Consulting Service Market dynamics, structure by analyzing the market segments and projects the Global Aviation Consulting Service Market size. Clear representation of competitive analysis of key players by End Use, price, financial position, Product portfolio, growth strategies, and regional presence in the Global Aviation Consulting Service Market the report investor’s guide.
Scope of the Global Aviation Consulting Service Market: Inquire before buying
Global Aviation Consulting Service Market, by Type
• Investment Assessment & Auditing
• Permitting & Compliance
• Project & Information Management
• Monitoring & Testing
Global Aviation Consulting Service Market, by End-user
Global Aviation Consulting Service Market, By Region
• Asia Pacific
• North America
• South America
• Middle East & Africa
Key players operating in the Global Aviation Consulting Service Market
• Emerald Aviation Inc.
• Mott MacDonald.
• Airline Tariff Publishing Company
• Ramboll Group A/S.
• IBM Services
• Black & Veatch
• Alton Aviation Consultancy
• Black & Veatch
• Ramboll Group
• Alton Aviation Consultancy
• Baines Simmons
• Aviation Analysts International
• Mott MacDonald
• Emerald Aviation
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Maximize Market Research provides B2B and B2C research on 20,000 high growth emerging opportunities & technologies as well as threats to the companies across the Healthcare, Pharmaceuticals, Electronics & Communications, Internet of Things, Food and Beverages, Aerospace and Defense and other manufacturing sectors | aerospace |
https://mountainsofmadness.org/keeper-journal/2019/5/14/on-the-boeing-247d | 2019-10-22T01:02:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-43/segments/1570987795403.76/warc/CC-MAIN-20191022004128-20191022031628-00325.warc.gz | 0.972588 | 226 | CC-MAIN-2019-43 | webtext-fineweb__CC-MAIN-2019-43__0__54434771 | en | I’m currently spending some time with the Boeing 247D, for reasons which can become apparent later, and I found that the text has a minor error in it. The specs for the Boeing on page 386 lists it as having 12 seats on board, but being able to carry 5 passengers (in addition to the pilot and navigator).
First of all, as near as I can tell the 247D actually had five rows of two seats, for a total of 10 passengers, as shown above. So even if it was fitted for passenger flight, it wouldn’t hold 12 plus pilot and navigator. Moreover while the Boeing’s are configurable, I don’t know how much so once you’re on the ice. The diagram on page 387 shows the Boeing outfitted with four extra fuel tanks just behind the cockpit, which would take up two rows, which leaves six seats.
Once you make room for the ‘extra radio equipment’ listed on page 386, that probably leaves us with the five passenger payload it lists.
Stay tuned for more riveting content! | aerospace |
https://geospatial-research.com/2017-june-news/ | 2023-12-03T03:41:52 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100484.76/warc/CC-MAIN-20231203030948-20231203060948-00383.warc.gz | 0.932696 | 504 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__207500014 | en | Unmanned Aerial Vehicles – UAVs – Drones … revolutionary sci-fi technology, latest toys for geeky boys, or general harbinger of impending doom? Depending on your point of view, and which media story you happen to see, drones are variously the latest innovation promising huge, unstoppable commercial benefits, or the evil tool of choice for prison smuggling, invasion of privacy, terrorism, and state-sponsored remote warfare.
Amid all the hype, two things seem clear: firstly, that drones are now mainstream, with the number of users continuing to rise rapidly; secondly, there’s increased concern that inappropriate drone usage will sooner or later cause a major incident, a view that scientific publications, aviation organisations, and this week’s near-miss reports in the media do little to dispel.
For those of us in the business of using UAVs responsibly to acquire aerial data for legitimate scientific research and commercial projects, the fallout from a major incident and the likelihood of a media-fuelled, knee-jerk reaction are worrying. Fortunately, within the commercial sphere in the UK, the Civil Aviation Authority (CAA) has been at the forefront of pre-emptive regulation for several years. The CAA requirements for operating in UK airspace are clear and definitive, and it is mandatory for all UAV operators to pass a CAA-approved pilot training course and to be officially registered, prior to any commercial activity:
“Small unmanned aircraft means any unmanned aircraft, other than a balloon or a kite, having a mass of not more than 20kg without its fuel but including any articles or equipment installed in or attached to the aircraft at the commencement of its flight.”
“The person in charge of a small unmanned aircraft must not fly the aircraft for the purposes of commercial operations except in accordance with a permission granted by the CAA.”
“For the purposes of the Air Navigation Order 2016, “commercial operation” means any operation of an aircraft … which is performed under a contract between an operator and a customer … in return for remuneration or other valuable consideration.”
So, if you are planning to commission anyone to use a UAV to acquire any aerial data for any purpose in the UK, the message is clear – make sure that you use a pilot from a company or organisation that has a current CAA certificate of permission (GRL’s CAA permission reference is 4430). | aerospace |
https://stemedllc.com/products-and-services | 2024-03-03T11:20:01 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476374.40/warc/CC-MAIN-20240303111005-20240303141005-00084.warc.gz | 0.926311 | 430 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__133270165 | en | Student participants are given access to data downloaded from STEMEd’s satellites called STEMSats . Each STEMSat has an imaging camera operating in the visible and near infrared. Other and future STEMSats will be equipped with various science instrumentation including those used in the study of space weather.
Students learn how to write script-based programming instructions to the STEMSat(s). For example the instruction may consist of a command to change attitude, snap pictures and video snippets of space object(s) and the ground for later download to the school's Satellite Control Room.
Two to three times a year, a Teacher's Workshop will be conducted via in-person or on-line.
Annual Student and Teachers Conferences will be held where the students get the chance to present the results of their STEM research. This will give the students the training and experience in public speaking and communicating science to the public. The students' and teachers' papers will be published in the STEMEd, LLC STEM Conference Proceedings.
This is a space video game that students can use to challenge each other's STEM skills. The video game is tied to orbiting STEMSats and is used to hunt and laser-tag other STEMSats and Virtual Space Objects and Aliens.
A STEMSat Olympics will be held following the regular Summer Olympic Games where the students use their STEM and computer programming skills to hunt and tag their opponents' STEMSat(s). The students use the STEMHUNT software package.
Interested companies can sponsor the Teachers' Workshops, Technical Conference and/or the STEMSat Olympic Games. STEMEd, LLC can build a STEMSat for the sponsoring company. Once the company STEMSat reaches orbit it can launch a large deployable company logo. If the STEMSat is designed solely for space advertising and nothing else, its orbit will be chosen such that it de-orbits in less than a month so as not to be space debris in itself.
There is always some space available inside a STEMSat prior to launch. Articles of DNA and/or cremated remains from anybody can be launched into low-earth-orbit. | aerospace |
http://storynotch.com/european-space-agency-to-collaborate-with-isro-in-space-mission/ | 2018-02-21T16:59:17 | s3://commoncrawl/crawl-data/CC-MAIN-2018-09/segments/1518891813691.14/warc/CC-MAIN-20180221163021-20180221183021-00193.warc.gz | 0.916678 | 344 | CC-MAIN-2018-09 | webtext-fineweb__CC-MAIN-2018-09__0__124269093 | en | European Space Agency reveals his plan for collaboration with Indian Space Research Organisation (ISRO) in space missions. European Space Agency (ESA) Gaia satellite mission and mapping a billion stars in our Milky Way Galaxy.
Senior Scientific Adivsor Mark McCaughrean of ESA said that ESA’s plan to collaborate with India Space Research Organisation (ISRO) in space missions. He says that “European Space Agency is planning 15 space missions including Bepe Colombo to Mercury in 2018 and Jupiter Icy moons Explorer (Juice) to Jupiter in 2022.”
It was the 1st visit of Senior Scientific Advisor Mark Mccaughrean of ESA to India. He had an informal conversation with former ISRO UR Rao at Bangalore. The current chairmen AS Kiran Kumar was in meeting in Delhi. European Space Agency has also collaborative efforts with 22 countries. The countries including US, China, India, Russia and Japan.
The space mission Bepe Colombo to Mercury is the joint mission between European Space Agency and Japan Aerospace Exploration Agency. On Gaia Satellite mission, Mark McCaughrean said, “its ambitious space mission to scan a 6-dimensional map of our Milky Way Galaxy of about one billion stars, which is 1% of the Galactic stellar Population.”
He also said that, “ESA has a program to build a gravitational wave detector by 2030, it’s the Laser Interferometer Space Antenna mission to observe and measure gravitational waves directly by using laser interferometry.”
It was the visit of Senior Scientific Advisor Mark Mccaughrean of ESA to India. ESA reveals collaboration with Indian Space Research Organisation (ISRO). | aerospace |
http://emissives.com/pipermail/jokes_emissives.com/2011-November/000005.html | 2018-01-20T20:28:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-05/segments/1516084889733.57/warc/CC-MAIN-20180120201828-20180120221828-00566.warc.gz | 0.972035 | 332 | CC-MAIN-2018-05 | webtext-fineweb__CC-MAIN-2018-05__0__159826200 | en | steve at stevesplace.info
Sat Nov 12 09:12:31 PST 2011
A US Air Force C-130 was scheduled to leave Thule Air Base, Greenland, at
midnight. During the pilot's pre-flight check, he discovers that the latrine
holding tank is full from the last flight so an airman who was off duty is
called out to take care of it. The young man makes his way to the aircraft only
to find that the latrine pump truck has been left outdoors and is frozen solid,
so he must find another one in the hangar, which takes even more time.
He returns to the aircraft and is less than enthusiastic about what he has to
do. Nevertheless, he goes about the pumping job deliberately and carefully and
slowly so as not to risk criticism later.
As he's leaving the plane, the pilot and says, "Son, your attitude and
performance has caused this flight to be late and I'm going to personally see to
it that you are not just reprimanded but punished."
Shivering in the cold, his task finished, he takes a deep breath, stands tall
and says, "Sir, with all due respect, I'm not your son. I'm an Airman in the
United States Air Force. I've been in Thule, Greenland, for 11 months without
leave. I have one stripe. It's -40 degrees, and my job is to pump shit out of an
aircraft. Now, just exactly what form of punishment did you have in mind?"
More information about the Jokes | aerospace |
https://www.postapocalypticmedia.com/track-where-potentially-hazardous-asteroid-7482-pc1-now/ | 2024-02-27T03:33:14 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474670.19/warc/CC-MAIN-20240227021813-20240227051813-00114.warc.gz | 0.94998 | 599 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__131528989 | en | On January 18, a “potentially hazardous” asteroid called 7482 (1994 PC1) will pass comparatively close to Earth, NASA has shared. While it’s expected to still be a safe distance away, you may want to track the asteroid as it passed the planet (and learn how to track others that will come after it.) Here are all the details you need.
Track Asteroid 7482 (1994 PC1)
You can track Asteroid 7482’s exact location using NASA’s website at this link. NASA updates this beautiful website live with the asteroid’s most recent information, current volocity, diameter, orbital path, and closest approach to Earth. You can even move the timeline right below the asteroid to predict where it will be next.
KIII-TV reported that the asteroid is moving at 43,754 mph and is designated “potentially hazardous” due to its size of just greater than 1 km in diameter, and how close it will get to Earth. It’s expected to be 1.23 million miles away.
KIII-TV reported that Nancy Chabot, a chief planetary scientist at Johns Hopkins University’s Applied Physics Laboratory, said that an asteroid of this size hitting the planet wouldn’t be a “global extinction event” but it would cause regional devastation and could wipe out an entire state.
You can actually calculate the impact’s effect by using the Earth Impact Effects Program. You can enter your distance from impact, the projectile diameter and density, impact velocity and angles, along with more information to get an idea of what an impact would do.
See All the Asteroids At Once
NASA has a gorgeous website that will show you all the nearby asteroids at once right here. You can turn on a filter to only show the potentially hazardous objects, which is really interesting. For example, the DART mission is crashing a probe into Dimorphos (the partner of the larger asteroid Didymos) (which is on the list) this year.
On the list is also Bennu, which was the target of the OSIRIS-REx mission that is heading back to Earth after taking a sample.
25143 Itokawa, also on the list, was the first asteroid that was part of a return mission (this once involving a Japan space probe Hayabusa.)
Click on Asteroid Watch at the top (or here) to see the next five that will approach the closest to Earth. As of this article’s publication, the first is 2022 AF5 on Janaury 13 at 7:48 p.m. Then is 2022 AA4 on January 14, then 2022 AG on January 14, then 2022 AV5 on January 15, and 2022 AT2 on January 15. Quite a few smaller ones are passing near Earth before we even get to 7482, which is much larger. | aerospace |
https://research.nd.edu/people/douglas-wise/ | 2024-02-24T13:09:44 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474533.12/warc/CC-MAIN-20240224112548-20240224142548-00301.warc.gz | 0.929011 | 137 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__149426284 | en | Senior Technical Program Manager
- +1 574-631-3543
- 202 Turbomachinery Laboratory
Douglas Wise joined NDTL in November 2020 as Project Leader for the Carrier alternative working fluids test cell construction project. He now serves as Sr. Technical Program Manager responsible for schedule, budget and customer relationship on several turbine testing programs. Douglas is a 1986 graduate of the University of Dayton with a degree in mechanical engineering. Before joining NDTL, Douglas spent 32 in the aerospace industry with Honeywell International in various project engineering, product development and customer service engineer roles. While with Honeywell he also earned an Executive MBA degree in 2009 from the University of Notre Dame. | aerospace |
https://tacc.cwb.gov.tw/documents/glossary.html | 2022-05-28T15:52:28 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652663016949.77/warc/CC-MAIN-20220528154416-20220528184416-00745.warc.gz | 0.834093 | 1,722 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__289676818 | en | 4DDA: Four Dimensional Data Assimilation
ACS: Attitude Control System - System, including ACE, sensors, actuators, etc. that are used to sense and control spacecraft attitude.
ARL: Applied Research Laboratory, University of Texas
Ancillary: supplementary, auxilliary; see ancillary met
Ancillary Met: Correlative data from other meteorological models and measurements, collected for the purpose of comparison with GPS/MET data. (Also referred to as "correlative data".)
A/S: Anti-Spoofing; a mode that the GPS satellites are usually in, which degrades the accuracy of pseudorange and carrier phase on the L2 signal.
Attitude: The satellite's physical orientation; i.e. which way it's pointing relative to the orbit plane.
Azimuth: Angular direction left or right of a reference point or line
Beta angle: The angle between the plane of the spacecraft's orbit, and the line connecting the centers of the Earth with the Sun. The beta angle partially determines the attitude mode, which in turn governs the amount of power the spacecraft has and the quality of the GPS/MET occultation data.
BUFR: Binary Universal Form for the Representation of Meteorological Data. A WMO standard data format for weather observations.
The COSMIC Data Analysis and Archive Center.
A computer center used for rapid processing of COSMIC data and distribution
of same to researchers and operational centers worldwide.
CDDIS: Crustal Dynamics Data Information System
CERTO/TBB: Coherent Electromagnetic Radio Tomography / Tri-Band Beacon
(satellite transmitters for probing the ionosphere)
CG: center of gravity
COSMIC: Constellation Observing System for Meteorology, Ionosphere and Climate
CVS: Concurrent Version System
Colatitude: 90 - latitude
DCB: Differential Code Bias
Double Differencing: Data processing technique that combines measurements from four links to elminate most clock and Selective Availability errors.
EGM96: Earth Gravity Model - 1996.Lemoine et al., 1998.
ECMWF: European Center for Medium Range Weather Forecasting.
Elevation: When looking at the sky, "elevation" represents an angle to a satellite up or down from the local horizon.
Ephemeris: A table showing a satellite's location over time.
FC: The satellite's onboard Flight Computer
FC Reset: Flight Computer Reset -- sometimes the Microlab-1 Flight Computer resets itself, and sometimes it is reset by OSC; in either case it may lead to a gap in GPS/MET data if recovery commands are not sent immediately afterwards.
Fiducial: Fiducial sites are fixed GPS receivers on the ground, against which data from the satellite can be differenced. GPS/MET uses data from six sites which take measurements once per second.
FORMOSAT-3 : Formosa Satellite Mission #3. A series of satellites launched by Taiwan. Name of the COSMIC mission in Taiwan.
GIM: Global Ionospheric Map
GPS: Global Positioning System
GPS/MET: Global Positioning System/Meteorology
GTS: Global Telecommunication System
HR: High Rate. Used for data taken at a rate of 50 observations per second; these are used for measurement of the stratosphere and troposphere
HSFE: High Speed Front End - Part of the equipment at the ground station which receives downloaded information
IGS: International GPS Service for Geodynamics; a network of GPS receiver sites, the data from which precise orbits are calculated.
JPL: The Jet Propulsion Laboratory
L1: GPS carrier frequency, 1575.42 MHz
L2: GPS carrier frequency, 1227.60 MHz
LEO: Low Earth Orbit
Latch Up: A serious error in the satellite's onboard computer caused by solar radiation.
Level 0: Raw data as collected by the orbital equipment, and stored at the CDAAC
Level 1: Data from the satellite and the fiducial sites, put in more manageable files.
Level 2: Precise orbits for the Microlab and GPS satellites, and excess phase profiles for each occultation
Level 3: Various atmospheric and ionospheric products
LR: Low Rate data; observations taken once every ten seconds, used to calculate the satellite's orbit.
Megafile: Data file containing both excess phase information and the refractivity, pressure, and temperature profiles derived from them.
Microlab-1: The satellite containing the GPS/MET instrument.
MR: Medium Rate data; observations taken once per second, used to study the ionosphere.
NCAR: National Center for Atmospheric Research, a division of UCAR
NESDIS: NOAA's National Environmental Satellite, Data, and Information Service
NMC/NCEP: National Meteorological Center / National Center for Environmental Prediction
NRL: Naval Research Laboratory
NSC: National Science Council of Taiwan
NSF: National Science Foundation
NSPO: Taiwan National Space Program Office
Occultation: Every time the earth comes between the LEO satellite and a GPS satellite, the GPS satellite appears to be "occulted" or hidden from view. Each time this happens, one set of measurements can be taken, of conditions in the atmosphere at the precise point on the earth's surface where the GPS satellite appears to be setting.
Occultation parameters: The software settings on the instrument that govern its choice of occultations to observe.
OSC: Orbital Sciences Corporation; the operators of the Microlab-1 satellite.
OSSE: Observing Systems Simulation Experiment -- In this methodology, a weather simulation model is used to generate simulated observations, for input to a separate weather prediction model. The forecast of the prediction model is then compared to the later state of the weather simulation. By using different types of observations to run the prediction model, the usefulness of different observation techniques can be compared.
PI: Principal Investigator
Pitch: Nosing up or down, with respect to direction of motion; see also yaw and roll.
POD: Precise Orbit Determination -- The precise location and velocity of the satellite at a given time can be deduced after the fact from GPS measurements made by the satellite and by ground-based IGS stations.
PRN: Pseudo-Random Noise -- one of 32 possible "gold codes" assigned to each GPS satellite; the PRN number is used in this database to identify different GPS satellites.
RINEX: Receiver Independent Exchange Format; a standard file format for storing the observations of GPS receivers.
Roll: Rotation about the axis of motion; see also yaw and pitch
S/A: Selective Availability; a mode that the GPS satellites are usually in, which degrades the accuracy of their signal for non-military users
S/C: Abbreviation for "spacecraft" -- specifically the Microlab-1 satellite
SNR: Signal to Noise Ratio
SOC: state of charge
SOH: state of health
SOCC: Satellite Operations Control Center
State Vector: A collection of variables that can be uploaded to the satellite to set its state.
SVN: Identification number assigned to each GPS satellite
T1: Telephone company terminology for a specific type of high-bandwidth phone line; in Microlab status reports the term refers specifically to the link between the RTS (where data is downloaded from the satellite) and the SOCC (Spacecraft Operations Control Center).
TACC: Taiwan Analysis Center for COSMIC
TBB: Tri-Band Beacon
TEC: Total Electron Content
TECU: 1 TECU = 1e16 electrons/meter/meter
TIP: Tiny Ionospheric Photometer
UCAR: University Corporation for Atmospheric Research
UNAVCO: University Navstar Consortium
U.S.: United States
UTC: Coordinated Universal Time
Yaw: Rotation to the left or right, with respect to direction of motion; see also pitch and roll
WMO: World Meteorological Organization | aerospace |
https://spaceflightprofessionals.org/donors | 2024-03-02T04:34:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475727.3/warc/CC-MAIN-20240302020802-20240302050802-00732.warc.gz | 0.914904 | 192 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__26820459 | en | Donors and Partners
As a US-based 501(c)(3) non-profit, the Association of Spaceflight Professionals focuses on the advancement of major milestones in human spaceflight. To enable a robust spaceflight industry, ASP connects its active membership of spaceflight professionals with public, private, and academic institutions in industry. ASP specializes in coordinating the development of spaceflight technologies and in the delivery of professional resources to its membership.
ASP has achieved Platinum status with Guidestar, and is committed to transparent and rigorous pursuit of its mission.
Donors have the option of supporting ASP's mission at the following locations:
Also review our dedicated page for Donor-Advised Funds.
ASP's mission is forward-thinking and innovative, and your donation helps us to achieve it.
ASP maintains an active portfolio of industry partners and sponsors. Please contact the Executive Team to discuss options for connecting ASP's mission with yours. | aerospace |
http://www.ohiobba.com/events/Sep-21-2014_Vinton_County_Air_Show.html | 2019-02-21T19:34:11 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247508363.74/warc/CC-MAIN-20190221193026-20190221215026-00486.warc.gz | 0.734162 | 141 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__230658929 | en | Vinton County Air Show
Sep 21, 2014
11 am - 5 pm. Largest free air show in Ohio. Day will feature the famous BBQ Chicken Dinners, skydivers, candy drop for the kids and more. Air show will begin at 1 p.m. Airplane rides will be given following air show. Held at the Vinton County Airport. We ask for a donation of $10/carload for parking.
Cost: Free, $10 donation for parkingContact:
Vinton County Pilots Boosters Association
66285 Airport Road
New Plymouth, Ohio
Web Site: http://www.vintoncountyairport.com/default.aspx | aerospace |
https://pjsgroup.com/college-sports/ | 2021-10-26T02:07:30 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323587794.19/warc/CC-MAIN-20211026011138-20211026041138-00580.warc.gz | 0.890095 | 347 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__82177049 | en | PJS is helping to deliver collegiate sports a smarter travel solution
including a 30 seat EMB135 that provides a more cost effective solution to 50 seat regional jets.
arrive on time, every time, safely.
TOP 5 REASONS TO CHOSE PJS
- CONTINGENCY PLANS FOR EVERY FLIGHT
PJS has a minimum of two contingency plans in place for every flight
- PROACTIVE AND EXTENSIVE COMMUNICATION
24/7 access to a dedicated team of aviation experts
- YOU DECIDE WHEN YOU FLY. NOT THE AIRLINES.
Leave at a moments notice
- TRANSPARENT PRICING
Fixed hourly rates
- 15+ YEARS OF PROFESSIONALISM AND SERVICE
PJS has a long track record of supporting successful collegiate sport programs
THE ONLY NORTH AMERICAN BROKERAGE FIRM WITH A DEDICATED DIRECTOR OF SAFETY
At PJS, safety comes first. Always. It is at the core of our decision-making on every level. The team of industry veterans at PJS, along with a dedicated Director of Safety, manage PJS’s standards for due diligence with stringent safety mechanisms that require an absolute commitment to detail.
Our Director of Safety is a revered industry pro who spearheads our proactive approach and is at the forefront of implementing standards that go well beyond the FAA minimum legal requirements.
Before setting foot on the aircraft, our in-house safety team examines the operator accident, incident and enforcement history along with aircraft age, history and liability insurance coverage. We supplement safety processes and the liability insurance policies of the Air Carriers with a liability policy of our own. | aerospace |
https://shop.acmi.net.au/products/angenieux-cinema-hardcover | 2021-07-30T18:08:22 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046153971.20/warc/CC-MAIN-20210730154005-20210730184005-00116.warc.gz | 0.884972 | 158 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__247957335 | en | "There is no margin of error in space - if a technical failure happens, you can't just go and fix it. Working for a customer as demanding and prestigious as NASA has undoubtedly propelled us to new heights..." - Christophe Remontet, Head of Angénieux Cinema Optics.
- Angénieux and Cinema: From Light to Image
This book looks at the history of the Angénieux zoom lens, long fabled in Hollywood, responsible for NASA's documentation of the first moon landing in 1969 and, more recently, heavily deployed in Game of Thrones.
- The company's story begins in 1935 and continues to the present.
Published: March 2019
Size (cm): 24 x 30 x 2.5
Every purchase supports ACMI. | aerospace |
https://www.aerodyne-services.com/ecole-de-pilotage/gb-flight-school/ | 2021-10-28T11:28:56 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323588284.71/warc/CC-MAIN-20211028100619-20211028130619-00636.warc.gz | 0.906236 | 300 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__281879371 | en | Our training offer gives you the opportunity to turn your dream into reality. Our flying school is the perfect place to fulfill your dream of becoming a helicopter pilot. At the flying school "FLY AND DREAM", your instructor takes the time to adapt lesson hours and workload to your schedule and your occupations. This is a facilitating element of great value !
To obtain the Ulm Class 6 Helicopter Pilot License, you must meet the following conditions:
. Be 15 years old.
. Have completed ULM theory exam, issued by civil
aviation. (Preparation of this examination with the
Ulm Pilot Manual that we can provide or, if you wish,
by following the theoretical sessions that we regularly
organize in group or individual lessons in parallel with
the practical flight training).
We offer to Ultralight pilots, aircraft and helicopter pilots a conversion to the Ultralight helicopter pilot license, according to a specific program:
. Flight control of acquired assets.
. Qualification type Helicopter Ultra Lightweight.
. Autorotation management.
. Passenger license.
The number of flying hours is assessed by the instructor according to the aeronautical curriculum and the aptitude of the student pilot.
We offer various exam preparation (QCM) organized by the aeronautical administration and rate approximately three session per month.
. The complete training.
. Individual course
. Group course.
Come discover the pleasure of flying a helicopter. | aerospace |
https://inba.info/us-airways-flight-1549_5f8b7ba3df89146c1e8b456c.html | 2021-08-02T15:34:04 | s3://commoncrawl/crawl-data/CC-MAIN-2021-31/segments/1627046154321.31/warc/CC-MAIN-20210802141221-20210802171221-00434.warc.gz | 0.961459 | 5,525 | CC-MAIN-2021-31 | webtext-fineweb__CC-MAIN-2021-31__0__76838771 | en | US Airways Airways Flight 1549 From Wikipedia, the free encyclopedia
Jump to: navigation navigation,, search
US Airways Flight 1549
The downed US Airways Flight 1549 floating on the Hudson River
Occurrence summary Date Type
January 15, 2009 bird strikes, Multiple bird Multiple strikes , controlled ditching In the the Hudson River between between New York City (near 48th
Street) and Weehawken, New Jersey (near Port Imperial), Imperial), United States
Passengers Crew Injuries
150 5 78 (mostly minor)
Aircraft type Airbus A320-214 A320-214 Operator
Tail number N106US Flight origin Stopover Destination
Airport, New York LaGuardia Airport, City Charlotte/Douglas International Airport Seattle-Tacoma International Airport
from New New York US Airways Flight 1549 was a scheduled commercial passenger flight from City to Charlotte, North Carolina Carolina,, that, on January 15, 2009, ditched in the the Hudson River adjacent to Manhattan six minutes after departing from LaGuardia Airport. Airport. While on its initial climb out, out, the Airbus A320 A320 struck struck aa flock of Canada of Canada Geese which resulted in an immediate almost complete loss of thrust from both engines. When the aircrew determined that the plane would be unable to safely reach any airfield from its location just northeast of the George Washington Bridge, Bridge, they turned it southbound and ne ar the USS glided over the river into which they successfully ditched the airliner near Intrepid Museum in midtown Manhattan about three minutes later. All 155 occupants safely evacuated the still virtually intact (although partially submerged and slowly [ 11] sinking) airliner from which they were quickly rescued by nearby watercraft. wa tercraft. The entire crew of Flight 1549 was later awarded the Master's Medal of the Guild of Air Pilots and Air Navigators. Navigators. The award citation read, "This emergency ditching and evacuation, with the loss of no lives, is a heroic and unique aviation achievement."
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1 Flight designations, route, and crew 2 Airbus A320-21 A320-214 4 and its safety systems 3 Dit Ditch chin ing g 4 Eva Evacua cuatio tion n 5 Re Resc scue ue 6 In Injur juries ies 7 Af After terma math th 8 Accide Accident nt investig investigation ation Awar ards ds 9 Aw 10 Video and first person accounts accou nts 11 Se Seee als also o 12 Ref Referen erences ces 13 Ext Externa ernall link linkss
[edit edit]] Flight designations, route, and crew
LaGuardia Runway 4 Departure US Airways Flight 1549 (also designated under a Star Alliance Alliance codeshare agreement as Airlines Flight 1919) was a domestic route from New York City's LaGuardia United Airlines North Carolina, Carolina, with direct onward service service to Airport (LGA) to Charlotte/Douglas, Charlotte/Douglas, North Seattle-Tacoma in Washington Washington.. Seattle-Tacoma On January 15, 2009, the flight was cleared for takeoff from Runway 4 at LaGuardia at 3:24:56 p.m. EST (20:24:56 UTC). The crew made their first report after becoming airborne at 3:25:51 as being at 700 feet and climbing. climbing. There were 150 passengers and five crew members, including the captain, captain, first officer , and three flight attendants attendants,, on board. The captain was Chesley "Sully" Sullenberger , 57, a former fighter pilot who had been an airline pilot since leaving the Air Force in 1980. He is also a safety safety expert and a glider [ [ 16] 17][ 19] [ 21] pilot. The first officer was Jeffrey B. Skiles, 49, who was on his first flight in the Airbus A320 since passing the training course to fly the type. The flight attendants were Donna Dent, Doreen Welsh, and Sheila Dail. As is often the case when a regularly scheduled commercial flight is involved in an accident, use of the flight's number, 1549, was discontinued for subsequent operations of the carrier's afternoon LGA-CLT-SEA service. On January 16, 2009, 2 009, the route was redesignated US Airways Flight 1543, and on February 12, 2009, the LGA-CLT leg A321.. became Flight 1867 when its equipment was changed to an an Airbus A321
edit] Airbus A320-214 and its safety systems The aircraft was an Airbus A320-214 (Registration: N106US), powered by two GE Aviation//Snecma-designed Aviation Snecma-designed CFM56-5B4/P engines manufactured in France and the U.S.
One of 74 A320s then in service in the US Airways fleet, it was built by Airbus Industrie with final assembly at its facility at Aéroport de Toulouse-Blagnac in France in June, 1999. Delivered to the carrier on August 2, 1999, the airliner was registered to Wells Fargo Bank Northwest, NA NA,, as owner/lessor with AIG AIG listed as the lead insurer.
The aircraft's FAA FAA-required -required maintenance records, released by US Airways the day after the accident, showed that when N106US was written off, its airframe had logged 16,299 cycles (flights) totaling 25,241.08 flight hours. Total time on the engines was 19,182 hours on the left (#1) and 26,466 hours on the right (#2). The last A Check , a maintenance check performed every 550 flight hours, was passed on December 6, 2008, 2008. and the last C Check (annual comprehensive inspection) on April 19, 2008. The Airbus A320 is a digital fly-by-wire aircraft: the flight control surfaces are moved by electrical and hydraulic hydraulic actuators controlled by a digital computer. The computer interprets pilot commands via input from a side-stick , making adjustments on its own to keep the plane stable and on course. The mechanical energy of the two engines is the primary source of routine electrical power and hydraulic pressure for the aircraft flight control systems systems.. The aircraft also has an auxiliary power unit (APU), which can provide backup electrical power for the aircraft, including its electrically powered hydraulic pumps; and a ram air turbine (RAT), a type of wind of wind turbine that can be deployed into the airstream to provide backup hydraulic pressure and electrical power at certain speeds. According to the NTSB the NTSB,, both the APU and the RAT were operating as the plane descended into the Hudson, although it was not clear whether the RAT had been deployed manually or automatically. automatically. The Airbus A320 also has a "ditching" button that closes valves and openings underneath the aircraft, including the outflow valve, the air inlet for the emergency Ram Air Turbine, the avionics inlet, the extract valve, and the flow control valve. It is meant to slow flooding in a water landing. The flight crew did not activate the "ditch switch" during the incident.
edit] Ditching New York TRACON audio Air traffic control audio from about impact until ditching (3:10 long) Problems listening to this file? See See media help. help.
Coast Guard video (8:07 long) of the crash and rescue; splashdown is at 3:31:02 pm First Officer Skiles was at the controls of the flight when it took off to the northeast from Runway 4 at 3:25 p.m., and was the first to notice a formation of birds approaching the aircraft about two minutes later, while passing through an altitude of about 3,200 feet (980 m) on the initial climb out to 15,000 feet. The aircraft collided with the birds at 3:27:01. The windscreen quickly turned dark brown and several loud thuds were heard. Both engines ingested birds and immediately lost almost all thrust. thrust . Capt. Sullenberger took the controls, while Skiles began going through the three-page emergency procedures checklist in an attempt to restart the engines.
38] [
sic], At 3:27:36, at New usingYork the call sign sign "Cactus 1539" [ sic the flight radioed air birds. trafficWe controllers controllers at New Terminal Radar Approach Control Con trol (TRACON) "Hit lost thrust in both engines. Returning back towards LaGuardia." Passengers and cabin crew later reported hearing "very loud bangs" in both engines and seeing flaming exhaust, then silence from the engines and smelling the odor of unburned fuel in the [ 41] cabin. Responding to the captain's report of a bird strike, controller Patrick Harten gave the flight a heading to return to LaGuardia and told him that he could land to the southeast on Runway 13. Sullenberger responded that he was unable.
Flightpath Sullenberger asked if they could attempt an emergency landing in in New Jersey, New Jersey, [ 44] Airport in Bergen County as a possibility; air traffic mentioning Teterboro Airport controllers quickly contacted Teterboro and gained permission for a landing on runway 1. However, Sullenberger told controllers that "We can't do it", and that "We're gonna be in the Hudson," making clear his intention to bring the plane down on the Hudson River due to a lack of altitude. altitude. Air traffic control at LaGuardia reported seeing the aircraft pass less than 900 feet (270 m) above the the George Washington Bridge. Bridge. About 90 seconds before touchdown, the captain announced, "Brace " Brace for impact," impact," and the flight attendants instructed the passengers how to do so. The plane ended its six-minute flight at 3:31 pm with an unpowered unpowered ditching while heading south at about 150 miles per hour (130 kn; 240 km/h) in the middle of the the North North River section River section of the Hudson River roughly abeam 50th Street (near the Intrepid Sea-AirSpace Museum) in Manhattan Manhattan and Port Imperial in in Weehawken, Weehawken, New Jersey.
Sullenberger said in an interview on CBS television that his training prompted him to choose a ditching location near operating boats so as to maximize the chance of rescue. The location was near three boat terminals: two used by ferry operator NY NY Waterway Waterway on either side of the Hudson River and an d a third used by tour b boat oat operator Circle Line 48] [ Sightseeing Cruises. Cruises. The ditching location was approximately 40.769498°N 40.769 40.769498°N 498°N 74.0046 74.004636°W 36°W 40.769 40.769498; 498; 74.004636°W 40.769498; -74.004636 Coordinates : -74.004636. After coming to a stop in the river, the plane began d drifting rifting southward with the current. National Transportation Safety Board (NTSB) Board Member Kitty Higgins, the principal spokesperson for the on-scene investigation, said at a press conference the day after the accident that it "has to go down [as] the most successful successful ditching in aviation history." "These people knew what they were supposed to do and they did it and as a result, nobody lost their life."
edit] Evacuation Immediately after the A320 had been ditched in mid-river, the aircrew began evacuating the 150 passengers, both on to the wings through from the four mid-cabin emergency window exits and into inflated slides slides deployed from the two front passenger doors, while the partially submerged and slowly sinking airliner drifted down the river with the current. Two flight attendants were in the front, one in the rear. Each flight attendant in the front opened a door, which was also armed to activate a slide, although the port side slide did not immediately deploy. One rear door was opened by a panicked passenger, causing the aircraft to fill more quickly with water. The flight attendant in the rear who attempted to reseal the rear door was not successful in doing so, she told CBS News News.. It was later revealed that the impact with the water had ripped open a hole in the underside of the airplane and twisting of the fuselage, causing cargo doors to pop open and filling the plane with water from the rear. The flight attendant urged passengers to move forward by climbing over seats to escape the rising water within the cabin. One passenger was in a wheelchair. Having twice walked the length of the cabin to confirm that no one 57] [ remained inside after the plane had been evacuated, captain waited was thefor last person Evacuees, some wearingthe life-vests, rescue ontothe leave the aircraft. aircraft . partly submerged slides, knee-deep in icy river water. Others stood on the wings or, fearing an explosion, swam away from the plane. Air temperature at the time was about 20 °F (−7 °C), and the water was 36 °F (2 °C).
edit] Rescue
Video from 20 minutes after ditching, with numerous ferries and rescue boats surrounding the plane
FDNY,, NYPD, NYPD, and The plane in the Hudson River surrounded by by Coast Guard, Guard, FDNY ferryboats Local commercial vessels from the NY the NY Waterway and Circle Line Sightseeing Cruises Thomas at fleets responded almostby immediately to the Lombardi, emergency.was NYfirst Waterway ferry arriving Jefferson , commanded Captain Vincent on the scene the side of the plane just four minutes after the ditching. NY Waterway ferry Governor Thomas H. Kean, under the command of 20-year-old Captain Brittany Catanzaro Catanzaro,, was the second rescue craft to arrive reaching the plane a few minutes later . Catanzaro reported to radio station WNYC that she and her crew used a Jason's cradle to bring people who were wet onto her boat. Aircraft captain Sullenberger stated in CBS News interviews that he advised the ferry crew to rescue passengers on the wing before the passengers in the inflatable slides, as the inflatable slides provided a higher level of safety. Time-stamped video from a United States Coast Guard (USCG) surveillance camera shows that the first of these vessels, a ferry boat, reached the plane at 3:35 pm (four minutes after the ditching) and began rescuing the 155 occupants. By this time many passengers were already standing on the wings or in the inflated slides. The
rafts.. At one point, as the slides eventually detached from the fuselage to form form life rafts plane moved in the strong ebb tide current, passengers on one of the slides, fearing that the stern of the ferry boat would crush them, had to shout to the ferry boat pilot to steer away. Within minutes, vessels from the New the New York City Fire Fire and and Police Departments (FDNY Buo y Tender were and NYPD), the USCG, and a privately owned former Coast Guard Buoy on scene to help with the rescue and recovery effort. All of the passengers and flight crew were rescued safely. The FDNY sent four marine units and rescue divers. divers . On land, FDNY declared a level III (All Hands) emergency and mobilized their Major Emergency Response, Logistical 66] About Support Units and had 35 ambulances ready for patients coming off the flight. [
140 FDNY firefighters responded to docks near the crash. The NYPD sent squad cars, helicopters, vessels, and rescue divers from the Aviation Unit and Harbor Unit. In addition, about 30 other ambulances were made available by other organizations, including several hospital-based ambulances (St. Vincent, St. Barnabas). Various agencies also provided medical help on the the Weehawken side of the river. Two mutual aid the Nassau County helicopters responded to the West 30th Street Heliport, Heliport, one from the Nassau Police and another from the New the New Jersey State Police. Police. New York Water Taxi sent boats to the scene but did not take part in the rescue.
edit] Injuries There were two serious injuries, one of which was a deep laceration in flight attendant attendant Doreen Welsh's leg. leg. In total, 78 people were treated, mostly for minor injuries and hypothermia.. hypothermia Hospitals that treated patients from the incident include Saint Vincent's Catholic Medical Center in Center in Greenwich Village; Village; St. Luke's-Roosevelt Hospital Center , which admitted ten New York Downtown Hospital, people; New people; Hospital, which treated three passengers; and Palisades Medical Center in in North North Bergen, New Jersey Jersey,, which treated five patients for hypothermia. In all, 24 passengers and two rescue personnel were treated at hospitals, while others were cared for in triage facilities. According to the airline, no pets were being transported in the cargo hold, with a spokesperson stating: "We don't carry pets in our cargo." Delayed psychological effects were experienced as a result of the accident and rescue. flashbacks, and panic and panic attacks Symptoms of posttraumatic posttraumatic stress stress including sleeplessness, flashbacks, were reported by members of the aircrew, passengers, and others directly involved. A number of the survivors received professional counseling, and some began an email email support group to help ease the aftereffects of the experience. In addition to those on the plane, FAA Air Traffic Control Specialist Patrick Harten, the New York TRACON controller who worked the flight during the emergency, later stated in testimony before Congress that for him "the hardest, most traumatic part of o f the entire event was when it was over" during which he was continually "gripped by raw moments of shock and grief."
edit] Aftermath
Tied up alongside alongside Battery Park City
The downed plane being recovered from the Hudson River during the night of January 17.
At 4:55 p.m. fire crews began to stand down. At 5:07 p.m. Doug Parker , CEO of US Airways, issued an official statement during a press conference in Tempe Tempe,, Arizona, Arizona, in which he confirmed that the flight had been involved in an accident. The flight crew, particularly Captain Sullenberger, were widely praised for their actions and New New during the incident, notably by New by New York City Mayor Michael Bloomberg and York State Governor David Paterson, Paterson, who opined, "We had a 'Miracle on 34th Street.' Street.' I [ 79] 80] [
believe now we have had a 'Miracle on the Hudson'." Outgoing U.S. President President George W. Bush Bush said he was "inspired by the skill and heroism of the flight crew," and President-elect Barack he also praised the emergency responders responde rs and volunteers. Then President-elect Obama said that everyone was proud of Sullenberger's "heroic and graceful job in landing the damaged aircraft," and thanked the plane's crew, whom he invited to attend his inauguration as President in Washington, D.C., five days later. He also invited those who 84] had helped ensure the safety of all 155 people aboard. aboard.[ Following the rescue, the plane remained afloat though partially submerged, and was Center in in Lower Manhattan Manhattan,, roughly quickly moored to a pier near the World Financial Center 4 miles (6 km) downstream from where it had ditched. The left engine had detached from the plane during the ditching and was recovered several d days ays later from the river eng ine bottom, 65 feet (20 m) below b elow the surface. The water was so murky that the right engine was initially thought also to have detached, but it was later found to be still in place on the aircraft (with much of its nacelle missing). On January 17, the aircraft was removed 87] The aircraft was then moved to from the Hudson River and placed on a barge. barge .[ New Jersey for examination. The method used to recover the submerged airframe from the water rendered it uneconomical to repair and the airliner was written off ,. The rear pressure bulkhead was also damaged in the accident, and the salvage contractor, Weeks Marine, cut off the wings and empennage empennage.. Another salvage contractor, Source One Airplane Repair, contends that if due care had been taken during the recovery, the aircraft could have been repaired for $ for $20,000,000 (less than a third of the cost of a new aircraft). The passengers on the plane each received a letter of apology, $5000 in compensation for lost baggage and a refund of the ticket price. price.
35-year-old Patrick Harten, a ten-year veteran air traffic controller who was talking with the aircrew during the incident, wore the number 1549 during the Boston Marathon, completing the race in a personal best time of 2:47:19. The Boston Marathon does not normally allow runners to choose their numbers, but they made an exception. He would have been in the 1000-2000 range bracket.
edit] Accident investigation
The fuselage being towed to a salvage facility
Feather found in left (#1) engine Federal Aviation spokeswoman Laura Shortlysaid afterthat the the event, Brown plane may have beenAdministration been hit by birds. birds. (FAA) A National National Transportation Safety Board (NTSB) Go Team (typically comprising specialists in fields relating to the incident), led by Senior Air Safety Investigator Robert Benzon, was dispatched to New York. The preliminary report of the incident, published on January 16, states that the aircraft went down following a bird strike. strike . This conclusion, and the simultaneous loss of thrust in both engines, was confirmed by preliminary analysis of the Cockpit Voice Recorder and Recorder and the Flight Data Recorder , both of which were recovered by the NTSB when the aircraft was lifted out of the river on January 18. The next day, reports surfaced that the same airplane and same flight had experienced a similar but less severe compressor stall on January 13. During that flight, passengers 98] However, the affected were told they might have to make an emergency landing. landing.[ engine was restarted and the flight continued to Charlotte. The NTSB later reported that this engine surge had been bee n caused by a faulty temperature sensor, which was replaced,
and that the engine was undamaged by the event, which allowed the plane to return to service. On January 21, the NTSB noted that organic debris, including a single feather, as well as 101] The left engine was evidence of soft-body damage, was found in the right engine.[ recovered from the river on January Janu ary 23 and, like the right engine, was missing a large portion of its housing. On initial examination the NTSB reported that while missing obvious organic matter, it too had evidence of soft body impact, and "had dents on both the spinner and inlet lip of the engine cowling. Five booster inlet guide vanes are fractured and eight outlet guide vanes are missing." Both engines were to be sent to the manufacturer's Cincinnati, Ohio facility for teardown and examination. On January 31, the plane was moved move d to a secure storage facility in Kearny, New Jersey, Jersey, for the remainder of the investigation. The NTSB confirmed that bird remains had been found in 104] The bird debris was later identified as Canada Geese Geese through DNA both engines. [ testing. The typical weight of these birds is well above abov e the limits the engines were designed to withstand on impact. On February 5, the FAA released audio tape recordings and transcripts of its internal and broadcast ATC communications relating to the accident. The entire exchange between Flight 1549 and air traffic control relating to the emergency lasted less than two minutes. As the accident A320 was assembled by the Airbus Division of the European aerospace consortium EADS at the Airbus headquarters manufacturing facilities in Toulouse, France,, under the provisions of ICAO France of ICAO Annex 13 both the European Aviation Safety Agency (the European counterpart of the FAA) and the Bureau d'Enquêtes et d'Analyses Agency pour la sécurité de l'Aviation Civile (the French counterpart of the NTSB) became active participants in the accident investigation, with technical assistance provided by Airbus Industrie and GE Aviation/Snecma as manufacturers of the airframe and engines respectively. Flight 1549 is the fifth take-off/departure phase accident at LaGuardia, resulting in the write off of an airframe for a commercial air carrier, ca rrier, since the field opened in 1939 1939.. Of 109] [
those, it is the third involving the hull loss of a US Airways/USAir plane.
edit] Awards The Guild of Air Pilots and Air Navigators Navigators awarded the entire flight crew of Flight 1549 a Master's Medal on January 22, 2009. The medal is awarded only rarely, for outstanding aviation achievements at the discretion of the Master of the Guild Guild.. The citation for the award is:
The reactions of all members of the crew, c rew, the split second decision making aand nd the handling of this emergency and evacuation was 'text book' and an example to us all. To have safely executed this emergency ditching and evacuation, with the loss of no lives, is a heroic and unique aviation achievement. It
deserves the immediate recognition that has today been b een given by the Guild of Air Pilots and Air Navigators. The Mayor of New York City, Michael Bloomberg, Bloomberg, presented the the Keys to the City to the crew of Flight 1549. He also gave the pilot a replacement copy of a library book lost on the flight, Just Culture: Balancing Safety and Accountability, by Sidney Dekker. The civilian and uniformed rescuers received Certificates of Honor. In addition, the crew of Flight 1549 were given a standing ovation prior to the start of Super Bowl XLIII on February 1, 2009. 1, 2009. | aerospace |
https://www.drachenshop.de/stuntkites/hq-invento/shade-kite-only?osCsid=l0kume2pch11mh4a4q4p70a851 | 2023-12-04T03:15:17 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100523.4/warc/CC-MAIN-20231204020432-20231204050432-00614.warc.gz | 0.855552 | 177 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__122895383 | en | Light wind is home for the new Shade. Designed for performance flying, the Shade provides optimal feedback to the pilot even with very little wind. Such response makes flying in light breezes much easier. With its eye-catching appearance, a sail made of lightweight spinnaker nylon and feather light carbon fiber tubes, the Shade conjures up amazing maneuvers
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Wind: 1-4 Bft. (4-22 km/h | 2,5-14 mph) | aerospace |
https://njbmagazine.com/njb-news-now/exelis-wins-interim-redesign-contract-us-navys-tactical-jammer/ | 2023-03-28T18:51:02 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948868.90/warc/CC-MAIN-20230328170730-20230328200730-00461.warc.gz | 0.92681 | 417 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__157627257 | en | Exelis, with various locations throughout the Unites States including Clifton, has received a US Naval Surface Warfare Center contract valued at $15.3 million to perform essential sustainment work on the ALQ-99 tactical jamming system. The ALQ-99 is used on the Navy’s EA-6B Prowler and EA-18G Growler electronic attack aircraft. The technology will also be provided to the Australian government through a Foreign Military Sales program, the first time the ALQ-99 has been made available to an international ally.
Under the contract, Exelis will redesign three modules — components of the ALQ-99’s universal exciter upgrade shop-replaceable assembly — to extend the service life of the Navy’s principal standoff jammer.
As part of the redesign, Exelis will replace legacy application-specific electronic components with modern field-programmable technology, enhancing reliability and the system’s ability to adapt to changing mission needs. The work will also include extensive qualification testing to ensure that the aircraft can operate successfully in challenging environments.
“The ALQ-99 is expected to continue supporting the Navy’s electronic attack mission for several years until a next-generation solution is fielded,” said Mitch Friedman, vice president and general manager of the Exelis integrated electronic warfare systems business. “This critical interim support will equip the system to handle the evolving threat landscape and allow US and allied forces to continue dominating the electromagnetic spectrum.”
For the first time, this contract combines purchases for the US Navy and the government of Australia through a Department of Defense Foreign Military Sales program. Work is expected to be completed by June 2017.
The ALQ-99 is part of a suite of electronic warfare (EW) technologies designed to enable domestic and international customers to perform their critical missions. Leveraging its decades of innovation and experience in the electromagnetic spectrum, Exelis has identified EW as one of the company’s four strategic growth platforms.Related Articles: | aerospace |
http://war-heroes.uz/en/our-heroes/owners-of-the-title-of-heroe-of-the-soviet-union/chupikov-pavel-fyodorovich/ | 2024-04-14T18:14:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816893.19/warc/CC-MAIN-20240414161724-20240414191724-00551.warc.gz | 0.978436 | 910 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__1093291 | en | CHUPIKOV PAVEL FYODOROVICH
Colonel of Aviation, Participant of World War II, The Hero of the Soviet Union (August 19, 1944)
He was born on December 21, 1913 in Tashkent. After finishing the school in 1929, he worked at the Tashkent Locomotive Repair Plant.
From May 1931, he served in the Red Army. In 1932, he graduated from the 2nd Military Aviation School in Volsk. From August 1932, he served in the 31st Air Squadron in the Ukrainian Military District.
In April 1934, the squadron was transferred to Krasnoyarsk in full force. From November 1937, he served in the Special Red Bannered 31st Aviation Squadron of the Far East Army in the Far East, from June 1938, in the Air Force Squadron of the 1st Red Bannered Army. He fought in Lake Hassan in July-August 1938 and was awarded the Order of “The Red Star”.
In January 1939, he was sent to study at the 30th Military Pilot School of Pilots in Chita, soon moved to the Rostov region and transformed into the Batay Aviation School named after A.K.Serov.
From December 1939 to July 1940, he studied at the Kachin Military Aviation School named after A.F.Myasnikov. After graduation, he was appointed senior pilot of the 160th Reserve Aviation Regiment of the Odessa Military District, and in October 1940, he was appointed Adjutant Commander of the 170th Fighter Air Regiment of the Orlov Military District.
From June 23, 1941, he participated in the battles of World War II. The regiment fought on I-16 fighter jets as part of the 47th and 23rd Mixed Aviation Divisions on the Western Front. On June 25, 1941, on the fourth day of the war, he shot down a German bomber near Lepel and won his first victory. In heavy fighting on the border and in Smolensk in western Belarus, the regiment lost almost all of its aircraft and was reorganized.
On August 30, 1941, the LaGG-3 was replenished with fighter jets and after retraining, fought with the regiment, but on the Southern Front as part of the 9th and 57th Air Forces.
In September 1941, he was appointed as the assailant of the 170th Fighter Aviation Regiment. He took part in the Donbass-Rostov defense, Rostov and Barvenkovo-Lozovsky offensive operations, the Battle of Kharkov, the defense operations of the city of Voronezh-Voroshilov.
From July 1942, he was the Commander of the 40th Fighter Air Regiment of the 4th Air Force on the South, Caucasus and North Caucasus fronts. The regiment fought heroically in the Battle of the Caucasus and destroyed 123 enemy aircraft (95 of them were shot down in air battles), but the regiment also lost 52 aircrafts.
From April 1943, he was a member of the 2nd Air Force of the Voronezh Front (from October on the 1st Ukrainian Front). The regiment fought successfully in the battles of Kursk and the Dnieper.
From October 31, 1943, he was the Deputy Commander of the 8th Guards Fighter Aviation Division of the 2nd Air Force, and was acted as the Commander of the Division (until December 5, 1943).
From March 1944 until the end of the war, he was the commander of the 19th Fighter Air Regiment of the 16th Air Force on the 1st Belorussian Front. He commanded the regiment in offensive operations in Belarus, Serotsky, Vistula-Oder, Eastern Pomerania, and Berlin.
By August 1944, the commander of the 19th Fighter Aviation Regiment, Colonel P.F.Chupikov, had flown 388 combat sorties and shot down 72 enemy aircrafts personally and 8 in a group in air battles.
By the Decree of the Presidium of the Supreme Soviet of the USSR of August 19, 1944, “For exemplary performance of combat duties, courage and heroism in the fight against Nazi invaders on the front”, Colonel Pavel Chupikov was awarded the title of “The Hero of the Soviet Union”.
He died on June 23, 1987 in Moscow. He was buried in Kuntsevsky Cemetery. | aerospace |
http://iamfansite.com/2012/03/will-i-am-on-nasa-spinoffs/ | 2019-02-23T08:50:20 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550249495888.71/warc/CC-MAIN-20190223082039-20190223104039-00007.warc.gz | 0.910544 | 221 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__8011439 | en | Watch a special video where will.i.am talk about how some of the agency’s outstanding accomplishments in space are used to improve our life on Earth in a new public service announcement made available Wednesday on NASA Television and on the agency’s website.
He concentrates on NASA technologies that help increase production of clean water, provides remote medical care and solar electricity for refrigeration, and space technology that keeps food fresh during its trip from field to market.
In addition to will.i.am, singer Nora Jones and astronaut Piers Sellers, along with characters from the holiday movie “Arthur Christmas,” have appeared in recent videos informing audiences of how NASA Spinoffs benefit life here, today.
“NASA’s technologies don’t just go into space,” said Daniel Lockney, program executive for technology transfer at NASA Headquarters in Washington. “They work for us here on Earth, solving everyday problems — saving lives, creating jobs and making our lives better.”
For more informations, go to nasa.gov. | aerospace |
http://thegunlockinformer.blogspot.com/2010/08/mars.html | 2018-07-22T06:57:42 | s3://commoncrawl/crawl-data/CC-MAIN-2018-30/segments/1531676593051.79/warc/CC-MAIN-20180722061341-20180722081341-00420.warc.gz | 0.964363 | 739 | CC-MAIN-2018-30 | webtext-fineweb__CC-MAIN-2018-30__0__44255199 | en | There were emails circulating about mars this month and it is interesting to relearn about it. World Book at NASA was a great source at www.nasa.gov.
“Mars is the fourth planet from the sun. The planet is one of Earth's "next-door neighbors" in space. Earth is the third planet from the sun, and Jupiter is the fifth. Like Earth, Jupiter, the sun, and the remainder of the solar system, Mars is about 4.6 billion years old.
Mars is named for the ancient Roman god of war. The Romans copied the Greeks in naming the planet for a war god; the Greeks called the planet Ares (AIR eez). The Romans and Greeks associated the planet with war because its color resembles the color of blood. Viewed from Earth, Mars is a bright reddish-orange. It owes its color to iron-rich minerals in its soil. This color is also similar to the color of rust, which is composed of iron and oxygen.
Scientists have observed Mars through telescopes based on Earth and in space. Space probes have carried telescopes and other instruments to Mars. Early probes were designed to observe the planet as they flew past it. Later, spacecraft orbited Mars and even landed there. But no human being has ever set foot on Mars.
Scientists have found strong evidence that water once flowed on the surface of Mars. The evidence includes channels, valleys, and gullies on the planet's surface. If this interpretation of the evidence is correct, water may still lie in cracks and pores in subsurface rock. A space probe has also discovered vast amounts of ice beneath the surface, most of it near the south pole.”
In addition, a group of researchers has claimed to have found evidence that living things once dwelled on Mars. That evidence consists of certain materials in meteorites found on Earth. But the group's interpretation of the evidence has not convinced most scientists.
The Martian surface has many spectacular features, including a canyon system that is much deeper and much longer than the Grand Canyon in the United States. Mars also has mountains that are much higher than Mount Everest, Earth's highest peak.
Above the surface of Mars lies an atmosphere that is about 100 times less dense than the atmosphere of Earth. But the Martian atmosphere is dense enough to support a weather system that includes clouds and winds. Tremendous dust storms sometimes rage over the entire planet.
Mars is much colder than Earth. Temperatures at the Martian surface vary from as low as about -195 degrees F (-125 degrees C) near the poles during the winter to as much as 70 degrees F (20 degrees C) at midday near the equator. The average temperature on Mars is about -80 degrees F (-60 degrees C).
Mars is so different from Earth mostly because Mars is much farther from the sun and much smaller than Earth. The average distance from Mars to the sun is about 141,620,000 miles (227,920,000 kilometers). This distance is roughly 1 1/2 times the distance from Earth to the sun. The average radius (distance from its center to its surface) of Mars is 2,107 miles (3,390 kilometers), about half the radius of Earth.
“Mars was photographed by the Hubble Space Telescope in August 2003 as the planet passed closer to Earth than it had in nearly 60,000 years. The photographs captured many features of the Martian surface, including dark, circular impact craters and the bright ice of the southern polar cap. Image credit: NASA, J. Bell (Cornell U.) and M. Wolff (SSI).” | aerospace |
http://forum.woodenboat.com/showthread.php?149244-Operation-Outward&p=3445115 | 2013-12-07T23:28:44 | s3://commoncrawl/crawl-data/CC-MAIN-2013-48/segments/1386163056101/warc/CC-MAIN-20131204131736-00021-ip-10-33-133-15.ec2.internal.warc.gz | 0.965172 | 280 | CC-MAIN-2013-48 | webtext-fineweb__CC-MAIN-2013-48__0__121211426 | en | How many knew the Britain waged a balloon assault against Germany during The Second World War? I didn't.
The balloons had no guidance control and operated only on a timing fuse. Each balloon was about 2.4 metres in diameter and carried a simple timing and regulating mechanism. A double-walled can contained mineral oil in an inner chamber and a roll of hemp cord and piano wire in an outer chamber. At deployment, a slow-burning fuse was lit, calibrated to the estimated time to arrive over German-controlled territory. At launch the balloon rose and expanded in size until an internal cord tightened, releasing some gas and preventing further increase in altitude beyond 25,000 feet (7620 m); the balloon would begin a slow descent. After several hours, the fuse would burn through the cord holding the trailing wire. The payload consisted of about 200 metres of light hemp cord secured to the balloon at one end and tied to about 90 metres of steel wire at the other. This would unroll as the balloon sank to working altitude of about 300 metres. A stopper on the canister of mineral oil was also released, so that it would slowly drip out and lighten the load on the balloon, to assist in maintaining altitude.
The plan was that the wire tail would be dragged for many miles (kilometres) across the countryside, eventually encountering a high-voltage transmission line. | aerospace |
https://buzz.travel/274883/we-shot-down-the-plane-but-didnt-mean-it/ | 2020-02-17T16:51:53 | s3://commoncrawl/crawl-data/CC-MAIN-2020-10/segments/1581875142603.80/warc/CC-MAIN-20200217145609-20200217175609-00003.warc.gz | 0.915078 | 130 | CC-MAIN-2020-10 | webtext-fineweb__CC-MAIN-2020-10__0__171399702 | en | We shot down the plane but didn’t mean it
Iran targeted the passenger plane unintentionally, Iran’s Press TV reports.
A Ukrainian plane which crashed outside Tehran earlier this week had flown close to a sensitive military site and was brought down due to human error, General Staff of the Armed Forces of the Islamic Republic of Iran says.
Google News, Bing News, Yahoo News, 200+ publications
Click to read the full article on eTurboNews: https://www.eturbonews.com/539406/we-shot-down-the-plane-but-didnt-mean-it/ | aerospace |
https://bitcoincasinokings.com/news/doge-howls-at-the-moon-as-spacex-announces-the-first-crypto-funded-lunar-mission/ | 2023-12-04T00:02:03 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100518.73/warc/CC-MAIN-20231203225036-20231204015036-00138.warc.gz | 0.957499 | 758 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__103843381 | en | The self-proclaimed “Dogefather” and CEO of Tesla inc. Elon Musk, had tweeted in April that he will be putting a “literal Dogecoin on the literal moon”. Musk himself has stated that not everything he says should be taken too seriously, but this tweet was clearly no joke.
The “DOGE-1 Mission to the Moon” will be launched in the first quarter of 2022, with SpaceX, Musk’s commercial rocket company, accepting Dogecoin as payment to fund the mission.
The mission will be led by a private Canadian company by the name of Geometric Energy Corporation, which is an intellectual property, manufacturing, and logistics firm originally founded with the idea of inventing renewable energy technologies. The company has since expanded to various other divisions which include energy, software, medical industries, and space.
The announcement was made on Sunday, May 9th, the day after Musk’s Saturday Night Live debut, which saw Dogecoin dropping more than a third of its value due to Musk calling it a “hustle” while hosting the popular live sketch comedy television show.
According to an article from CNBC, one Wall Street analyst had predicted that an SNL sketch on cryptocurrencies would probably go viral for days and would further motivate Musk’s army of followers to drive up the price of Dogecoin, but the price fell by almost 30% an hour after the show had started. The digital currency has been recovering since and is still up around 11,000% from the beginning of the year.
Dogecoin hit a record high on Thursday above $0.73 and has increased by more than 800% in the last month. Dogecoin is now the fourth-largest digital currency in the world, with a market cap of $73 billion.
Musk’s electric car manufacturer Tesla Inc had purchased $1.5 billion worth of bitcoin in February and announced that it would be accepting Bitcoin as a form of payment for its cars, which was a huge step toward mainstream acceptance and saw the Bitcoin price hitting a record high of nearly $62,000. Perhaps the announcement of DOGE-1 could have the same effect on Dogecoin.
Canada’s Geometric Energy Corporation’s lunar mission will see a 40-kilogram Cubesat launch on a Rideshare Falcon 9 launching to the Moon early next year. The spacecraft will “obtain lunar-spatial intelligence from sensors and cameras on-board with integrated communications and computational systems,” according to a press release on PR Newswire.
“Having officially transacted with Doge for a deal of this magnitude, Geometric Energy Corporation and SpaceX have solidified Doge as a unit of account for lunar business in the space sector,” according to Geometric Energy’s Chief Executive Officer, Samuel Reid.
SpaceX has already scheduled a lunar mission for “Intuitive Machines” next year, which may turn out to be the same launch as DOGE-1. The company has had various Moon missions scheduled for quite some time but it’s not yet clear if DOGE-1 is a modification to existing plans.
The DOGE-1 mission and SpaceX’s series of reusable Falcon rockets is another example of SpaceX lowering the cost of space travel and accessibility.
“This mission will demonstrate the application of cryptocurrency beyond Earth orbit and set the foundation for interplanetary commerce,” according to SpaceX Vice President of Commercial Sales, Tom Ochinero. “We’re excited to launch DOGE-1 to the Moon!” | aerospace |
https://lostmoviesarchive.com/movie/1544 | 2021-10-18T02:22:55 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585186.33/warc/CC-MAIN-20211018000838-20211018030838-00148.warc.gz | 0.94869 | 688 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__229104326 | en | Screen Time: 80%
Role: Lacey Myers
Age: 14 years old
Directed: Sean McNamara
Genre: Adventure, Comedy, Coming of Age, Family
Middle school kids attending space camp are faced with a real-life mission to save astronauts stranded on a space station. The son of a retired NASA astronaut who lived on the International Space Station, makes his dreams of traveling to outer space come true when he competes to win a seat on the next space shuttle in the Hallmark Channel Original Movie World Premiere, "Space Warriors".
I was pleasantly surprised to see that the plot was simpler than I imagined. Before I watched the movie, the title made me cringe, suggesting that it was about teenagers battling aliens in a cheesy rampage through outer space. Clearly, I was wrong to judge a movie by its poster. "Space Warriors" is a fun and unexpectedly down-to-earth film for all ages.
Jimmy Hawkins (Thomas Horn, "Extremely Loud and Incredibly Close"), the son of a retired NASA astronaut, is a complete astronomy geek. His dream is to go to space, and the opportunity arises in the form of Space Camp, where teams can compete for the chance to go to space. His parents, played by Dermot Mulroney and Mira Sorvino, forbid him to join Space Camp fearing for his safety, but Jimmy joins anyway. At Space Camp he meets the brightest, nerdiest group of astronomy-lovers, called Space Warriors. They have to learn to work together as a team not only to win the competition, but to save the lives of three astronauts along the way as well.
Colonel Manley (Josh Lucas), one of the commanders at Space Camp, is one of my favorite characters – he's witty and smart with just a touch of dry humor and sarcasm. Sean McNamara ("Soul Surfer") is the director of "Space Warriors." Along the same lines of "Soul Surfer," this movie has many great themes that include teamwork, leadership, overcoming fear, thinking outside the box, making wise choices and most importantly, it shines a positive light on youth. The Space Warriors don't let anyone look down on them because of their age – they prove to the entire world that age doesn't matter as long as you have passion, a love of discovering, and an open mind.
The movie incorporates footage from history in outer space and was shot on-location at the Space Camp in Alabama. For science-lovers, this movie is the ultimate "Easter egg" hunt, where geeks will want to shout and announce to other viewers, "That's the actual footage of landing on the moon!" or "I've been on a moon-gravity simulator just like that!" I found myself thinking that if I could go to a Space Camp that looks even half as fun as the one in the movie, it'd be the best summer of my life. I recommend this movie for all ages, especially for aspiring scientists. I give it four out of five stars. "Space Warriors" will inspire viewers to look up and rekindle an excitement for learning about the unknown universe of space. Learn more about a world outside our own that we've barely begun to discover.
~ Film Critic Cassandra H. Watch her video review at http://kidsfirst.org | aerospace |
https://bigdogdotcom.wordpress.com/2014/03/12/the-expanding-mystery-of-the-search-for-mh370/ | 2017-04-29T11:26:42 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917123491.68/warc/CC-MAIN-20170423031203-00433-ip-10-145-167-34.ec2.internal.warc.gz | 0.94871 | 1,903 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__297874098 | en | The mystery looming in the search for the missing Malaysian Airlines B777-200 flight MH370 KUL-PEK on early Saturday spiral deeper. The area of operations for search and rescue has grown wider and now expanded to North East Indian Ocean, well beyond west of Langkawi.
Three days ago Chief of Air Force Jen. Tan Sri Rodzali Daud TUDM mentioned about the Air Defence Radar picking up trails suggesting that the 260 tonnes MTW widebody airline did “An air turn”.
The Guardian story:
The Malaysian military believes the missing plane flew for more than an hour after vanishing from air traffic control screens, changing course and travelling west over the Strait of Malacca, a senior military source told Reuters.
Malaysian authorities have previously said flight MH370 disappeared about an hour after it took off from Kuala Lumpur for the Chinese capital Beijing.
At the time it was roughly midway between Malaysia’s east coast town of Kota Bharu and the southern tip of Vietnam, flying at 35,000 ft.
“It changed course after Kota Bharu and took a lower altitude. It made it into the Malacca Strait,” the military official, who has been briefed on investigations, told Reuters.
The Strait of Malacca, one of the world’s busiest shipping channels, runs along Malaysia’s west coast.
Earlier on Tuesday, Malaysia’s Berita Harian newspaper quoted air force chief Rodzali Daud as saying the Malaysia Airlines plane was last detected by military radar at 2:40 a.m. on Saturday, near the island of Pulau Perak at the northern end of the Strait of Malacca. It was flying at a height of about 9,000 metres (29,500 ft), he was quoted as saying.
A non-military source familiar with the investigations said the report was being checked.
“This report is being investigated by the DCA (Department of Civil Aviation) and the search and rescue team,” the source said. “There are a lot of such reports.”
The time given by Rodzali was an hour and 10 minutes after the plane vanished from air traffic control screens over Igari waypoint, midway between Malaysia and Vietnam.
There was no word on what happened to the plane thereafter.
If the reports from the military are verified, it would mean the plane was able to maintain a cruising altitude and flew for about 500 km (350 miles) with its transponder and other tracking systems apparently switched off.
Malaysia has extended the massive search operation for the plane to the Malacca Strait after initially focusing on the South China Sea.
So did Riong Kali dot com:
Malaysian air force confirms signal of MH370 turning back on Saturday
BY MOHD FARHAN DARWISMARCH 11, 2014
The Royal Malaysian Air Force (RMAF) base in Butterworth received a signal that the missing Malaysia Airlines (MAS) flight MH370 turned back in South China Sea airspace on Saturday.
Malay-language daily Berita Harian reported that RMAF chief General Tan Sri Rodzali Daud as confirming that the Butterworth base had received the plane’s signal.
It quoted Rodzali as saying that the signal received indicated that the plane followed its original route before it entered the airspace above the northern east coast of Peninsular Malaysia.
“The last time the plane could be traced by an air control tower was near Pulau Perak, which is on the Straits of Malacca at 2.40am.
“After that, the signal from the plane was lost,” he said.
It was also reported that a Singaporean air traffic surveillance and control unit also picked up the signal that MH370 “made a turn back before it was reported to have climbed 1,000 metres from its original altitude at 10,000 metres”.
The plane, which was carrying 239 passengers of 14 nationalities and an all-Malaysian cabin crew, left the Kuala Lumpur International Airport for Beijing at 12.40am on Saturday.
It was widely reported that the plane, a Boeing 777-200ER aircraft, went missing at around 1.30am while flying above the South China Sea between the Malaysian east coast and the southern coast of Vietnam.
The plane reported went off radar and its last known location was 065515 North (longitude) and 1033443 East (latitude).
This is also supported with police reports made by some east coast residents, who claimed that they have seen huge lights and a plane flying at some 1000 metres above sea level off Kota Baru, Kelantan.
However, search and rescue (SAR) authorities have failed to find any sign of the plane in the waters of the South China Sea.
Indications that MH370 might have turned back have since led the SAR operations to be expanded to the Straits of Malacca and the Andaman Sea.
The operations to find the missing plane involve armed forces and authorities from Australia, China, Thailand, Indonesia, Singapore, Vietnam, the Philippines and the United States, apart from Malaysia.
The SAR operations are in its fourth day.
MAS has ruled out technical issues as the cause of MH370’s mysterious disappearance. The 11-year-old plane was last serviced 10 days before the incident on Saturday.
MAS group chief executive officer Ahmad Jauhari Yahya reportedly said that the plane was in good condition and like other MAS aircrafts, was equipped with the Aircraft Communications Addressing and Reporting System, which sends out data automatically.
However, the plane did not send out any distress signals before it went off radar, he said. – March 11, 2014.
Prime Minister Dato’ Sri Mohd. Najib Tun Razak was absolutely right at his media conference on Saturday evening. The situation and mystery is “Very perplexing”. If the search is west of Pulau Perak, it means the aircraft would have flown the same distance or more from its last known position of 065515 North (longitude) and 1033443 East (latitude).
The mystery now is, why is the B777-200 9M-MRO MH370 is thought to be so far west, even over and across Peninsular Malaysia?
NST last story yesterday, about the search for MH370:
11 March 2014| last updated at 09:11PM
MISSING MH370: Najib attends briefing on search ops
6 79 Google +0 0 0 comments
PETALING JAYA : Prime Minister Datuk Seri Najib Razak today attended a briefing on the search-and-rescue operation mounted to locate a missing Malaysia Airlines (MAS) aircraft.
The briefing, for about 90 minutes, was given by the Department of Civil Aviation (DCA) director-general Datuk Azharuddin Abdul Rahman at the Aeronautical Rescue Coordination Centre at the DCA Air Traffic Control Centre in Subang near here.
Chief of Defence Forces Gen Tan Sri Zulkifli Mohd Zin and MAS Group chief executive officer Ahmad Jauhari Yahya also attended the briefing.
MAS Flight MH370, carrying 227 passengers and 12 crew, went missing en route from Kuala Lumpur to Beijing about an hour after taking off from the KL International Airport at 12.41 am Saturday.
It should have landed in Beijing at 6.30 am on the same day.– BERNAMAPrime Minister, Datuk Seri Najib Razak with the director- general of the Civil Aviation Department (DCA) Datuk Azharuddin Abdul Rahman and the head of the search and rescue operation Noor Izhar Bahrin at the DCA office in Subang listening to the operation briefs.Pix by NSTP/ Mohd Yusni Ariffin
Read more: MISSING MH370: Najib attends briefing on search ops – Latest – New Straits Timeshttp://www.nst.com.my/latest/font-color-red-missing-mh370-font-najib-attends-briefing-on-search-ops-1.507995#ixzz2vgnk8XT0
Notice, the map is actually focused on the Straits of Melaka and Andaman Sea, north of Sumatra. It is a strong indication that a lot of emphasis on on the expanded area to the west of Langkawi, from the initial search and rescue operation which included the Straits of Melaka.
Adding to more food for thoughts in this growing puzzle, in his media conference yesterday Inspector General of Police Tan Sri Khalid Abu Bakar announced that the Police investigation covers four areas:
3. Psychological issues
4. Personal issues
It is very interesting why the Police investigation is looking into the last two aspect. Probably there are clues suggesting them.
Never the less, our prayers are with families and loved ones of the 239 souls onboard of MH370 and the dedicated men and women of the forces and agencies of nine countries in the search and rescue operation for find the missing B777-200 with the tail number of 9M-MRO. | aerospace |
https://www.technieer.com/beginner-rc-planes-anti-crash-technology-act-pros-and-cons/ | 2021-06-24T19:02:28 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488556482.89/warc/CC-MAIN-20210624171713-20210624201713-00415.warc.gz | 0.926526 | 458 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__119804656 | en | Anti-Crash Technology (ACT) is a feature found in the HobbyZone line of beginner rc airplanes. HobbyZone claims that this technology makes teaching yourself to fly rc airplanes easier and safer.
Before we go into the pros and cons of this technology let’s take a look at how it works. Each plane has two sensors, one on the top of the plane and one on the bottom of the fuselage. These sensors monitor the position of the plane. The sensor on top of the plane looks at thy sky and the one on the bottom looks at the ground.
They communicate with a computer that is on the plane and let it know if it is flying correctly. For example: if the plane enters into a dive and the sensors detect that the plane’s orientation is incorrect, the computer system will automatically correct the control inputs and help prevent the plane from crashing. This gives you more time to regain control of the plane.
O.k. Let’s take a look at the pros and cons of Anti-Crash Technology.
As you saw in the example above if your plane goes out of control the computer system will help to correct the planes orientation and help you regain control of the plane. This can help you, as a beginner rc plane pilot, get out of some sticky situations. Also, when you do get more practice controlling the plane you can turn the ACT off and rely on your own piloting skills.
The major con to this technology is that it could actually cause you to crash. If you happen to fly over water or areas with a shiny surface the plane’s sensors get confused. The bottom sensor sees the sky’s reflection and thinks the plane is upside down. The plane will then try to correct it’s orientation actually causing the plane to do all sorts of weird stuff. As you can see this could be very bad.
While many say that ACT has helped them learn to fly, the general census regarding planes that use this technology is to turn it off before flying. If you do want to try flying with the Anti-Crash Technology activated then make sure you are far from water or areas with shiny surface areas. This will help ensure that the ACT works correctly.
Source by Josh Elkins | aerospace |
https://scholars.ncu.edu.tw/zh/publications/an-efficient-sea-level-monitoring-solution-by-blending-himawari-8 | 2023-03-22T01:12:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943747.51/warc/CC-MAIN-20230321225117-20230322015117-00717.warc.gz | 0.833616 | 519 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__19057015 | en | High spatial and temporal resolutions of satellite imagery are necessary for improving the ability to monitor rapid environment changes at finer scales. However, no single satellite can produce images with both high spatial and temporal resolutions. To address this issue, spatio-temporal fusion algorithms, such as the Spatial and Temporal Adaptive Reflectance Fusion Model (STARFM) was proposed to synthesize high spatial and temporal resolution images. On the other hand, water level monitoring is important to support natural hazard management, such as floods and tsunamis. However, continuously monitoring these hazards are challenging for a remote sensing satellite due to either its low spatial resolution or low temporal resolution. For example, Operational Land Imager (OLI) onboard Landsat 8 with a spatial resolution of 30 m has been applied on water level detection, but it cannot capture dynamic events due to its low temporal resolution. On the other hand, The Advanced Himawari Imager (AHI) 8 only needs 10 minutes to watch the hemisphere once, but its coarse resolution hampers the accurate mapping of sea level change. This study, therefore, aims to blend Landsat OLI imagery with Himawari-8 imagery to monitor the dynamic and local behavior of sea level changes. To be specific, we first calculate the modified Normalized Difference Water Index (mNDWI) using Landsat and Himawari-8 images and then fuse the index images using the STARFM algorithm. Finally, the water coverage is delineated by setting a threshold on the mNDWI index. By comparing the retrieved water coverage percentage with in-situ water level observations, we have seen a promising result.
|出版狀態||已出版 - 2017|
|事件||38th Asian Conference on Remote Sensing - Space Applications: Touching Human Lives, ACRS 2017 - New Delhi, India|
持續時間: 23 10月 2017 → 27 10月 2017
|???event.eventtypes.event.conference???||38th Asian Conference on Remote Sensing - Space Applications: Touching Human Lives, ACRS 2017|
|期間||23/10/17 → 27/10/17| | aerospace |
https://www.captiondata.com/measuring-aircraft-structural-usage-using-msr-dataloggers/ | 2023-09-22T04:43:15 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233506329.15/warc/CC-MAIN-20230922034112-20230922064112-00050.warc.gz | 0.925345 | 828 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__103968089 | en | During the aircraft design process the designer must make assumptions about how an aircraft is going to be used in order to anticipate the static and fatigue loads the aircraft will be subject to. For military aircraft this will often include experience from previous aircraft types, undertaking similar roles or functions, and anticipated future roles for the aircraft. When the aircraft enters military service it is essential that these structural usage assumptions are validated to assure the structural integrity of the aircraft. In the United Kingdom Ministry of Defence (UK MOD), this validation is regulated by the Military Aviation Authority (MAA).
Figure 1 – MSR165 Modular Signal Recorder data logger
However, traditionally such validation programmes have been costly and with the ever-growing pressure on defence spending across western governments, it is essential that minimum-cost solutions to meeting these requirements are developed. With this intention, the UK MOD’s Defence Science and Technology Laboratory (Dstl) has, with MOD Aircraft Project Teams and Defence Contractors, undertaken.
A range of laboratory testing and flight trials using the Modular Signal Recorder® data logger, manufactured by MSR Electronics GmBH, and supplied by Caption Data Limited, to capture basic structural usage information on several aircraft fleets.
The MSR® (Figure 1) was purchased for this task because it is small, light, battery powered (which reduces the aircraft integration task), flexible and affordable. The MSR165 units used contain a 3-axis accelerometer, pressure, temperature and relative humidity sensor.
The primary data used for assessing the structural usage of the fixed-wing aircraft is normal acceleration (NZ) (Figure 2). In addition, the pressure data are used to estimate the altitude of the aircraft during flight and help identify take-off and landing events, as the MSR165 units are located in un-pressurised areas of the aircraft.
Figure 2- Illustration of normal acceleration
For such programmes to be successful it is essential that burden on technicians maintaining the aircraft operationally is reduced to a minimum. Therefore, the MSR165 units have been configured so that they record accelerations at 50 samples per second automatically from engine start until engine shut down. In addition, pressure, temperature and relative humidity data are captured at one sample per second continuously. This configuration allows the MSR dataloggers to be fitted by the aircraft technicians and remain fully autonomous for up to 75 flying hours or 2 months.
Typical illustrations of the normal acceleration and estimated altitude, from the pressure data, from two different aircraft are reproduced in Figures 3 and Figure 4 and a close-up plot (40 seconds) is reproduced in Figure 5. After 75 flying hours of 2 months the MSR dataloggers are replaced by the technicians and the removed MSR datalogger is sent back to DSTL for analysis and comparison with design assumptions, fatigue test spectra or previous in-service usage. The acceleration data, captured at 50 samples per second is passed through a low-pass finite impulse response frequency filter set at 11Hz and 1Hz. This allows the data to be compared with information recorder using a Royal Aircraft Establishment (RAE) fatigue meter (which had an 11Hz bandwidth). In addition, the 1Hz low-pass data is used to identify the manoeuvre content in the signal (red line on the plots).
Figure 4 – Typical normal acceleration and altitude time history plot
Figure 3 – Typical normal acceleration and altitude time history plot
Figure 5 – Typical normal acceleration and altitude time history plot (40 seconds)
This programme has been extremely successful and flight trials have been undertaken to date on two small UK MOD fleets (Islander and Defender) and two historic aircraft platforms ( Battle of Britain Memorial Flight Lancaster and the Royal Navy Historic Flight Swordfish) (Figure 6). Nearly 100 hours of flight data have been captured during these trials and a range of further investigations have been possible using the data captured. Currently, several fleet-wide modifications and further trials are being planned.
© Crown Copyright 2012. Published with permission of the Defence Science and Technology Laboratory on behalf of the Controller of HMSO | aerospace |
https://www.flyinghighinthesunlitsilence.com/buy | 2023-11-29T05:17:04 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100056.38/warc/CC-MAIN-20231129041834-20231129071834-00504.warc.gz | 0.823786 | 167 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__292794442 | en | Where To Buy
Aviation art book Flying High In The Sunlit Silence is available to purchase from Amazon and from the following:
Should you experience problems obtaining your copy of Flying High In The Sunlit Silence, please contact Bomber Command Books using the CONTACT button below.
A selection of Flying High In The Sunlit Silence themed merchandise is available to purchase from the Lincolnshire's Lancaster Association (LLA).
Jack and Sara Berry have teamed up with the Lincolnshire's Lancaster Association (LLA) - a registered charity - to design and sell a selection of Flying High In The Sunlit Silence themed merchandise, including:
Book cover Douglas C-47 Dakota
WWII Bomber Command veteran John Henry Meller's quote "Kindness finds its way across any obstacles"
The range will be expanding so watch this space. | aerospace |
https://www.usanasfoundation.com/indias-response-to-drone-proliferation | 2023-06-03T05:26:34 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224649105.40/warc/CC-MAIN-20230603032950-20230603062950-00357.warc.gz | 0.955406 | 3,008 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__93883019 | en | India's Response to Drone Proliferation
If India wants to improve its drone capabilities, it cannot focus only on increasing the number of drones it owns. Lauding the potential of drones should be tempered with the proper knowledge of what they can and cannot do, and in what situations. There is a need for an entire ecosystem of extensive training, adequate number of dedicated hardware and software professionals, robust cybersecurity, and adequate ground control infrastructure including logistics and maintenance.
By Mihir Vikrant Kaulgud
India has been steadily acquiring and developing armed and unarmed drone capabilities. It is also investing in anti-drone technology to protect itself from drones used against its interests by state and non-state actors. This article highlights three aspects of drone technology in the context of India’s acquisition of military drone technology:
- the uses of drones in security scenarios, and new developments within drone technology.
- The threats that drone proliferation creates, and responses to those threats.
- The legal and ethical dimensions of drone technology.
The article argues that India must adopt a “systems” perspective when it comes to developing drone and counter-drone technology. A systems perspective implies a holistic view of the entire system drones require to function effectively - including adequate infrastructure and trained professionals. Simply acquiring and upgrading unmanned aircraft is not enough. The systems perspective also includes proper regulations and protocols around civilian and military drone use. Moreover, this perspective requires taking the limitations and ethics of drone use seriously to prevent their indiscriminate use.
The use of drones in remote warfare has become increasingly commonplace over the last two decades. The sophistication and number of applications of this technology has steadily increased as well. Drones impact traditional security concerns such as warfare, as well as wider concerns with human and environmental security. The fact that drone proliferation spills over into civilian use affects security and strategic concerns of countries as well. Drones are often called Unmanned Aerial Vehicles (UAV) or Unmanned Aerial Systems (UAS). The latter term is preferred because it indicates that flying drones requires an entire system, such as ground control, operators, software, and network infrastructure. This article will use the term “drone” as it is perhaps more widely used outside of technical circles. Drones are often classified by weight from nano (upto 250g) to large (above 150 kg). Other classifications are based on their range or their aerial platform (fixed wing, single or multi rotor.) While the US is the most well-known user of drones, over 95 countries have access to military drones - 35 of which operate armed drones.
The most common usage of drones is for providing surveillance. Most drones are equipped with several cameras and sensors which record footage and other information. The surveillance can be tracked real-time by crews that are insulated from combat zones. Furthermore, drones can fly over target areas for long periods of time - more so than manned aircraft. This allows for sustained surveillance, which might not have been possible before. They can also be deployed to support troop operations on the ground. Furthermore, small lightweight drones are being used to provide logistical support to these troops, such as ammunition or medical supplies. This potentially increases the staying power of the troops and allows them to function with greater tactical awareness.
The biggest advantage of using drones from a military standpoint is the reduction of casualties. Less soldiers are put in harm’s way, with drone operators controlling drones from a safe location. More generally, the cost of deploying drones is significantly less than deploying manned aircraft. As technology develops, especially indigenous technology, the cost will be driven down further. Armed drones have been used to kill high value targets when a manned mission would have been costly or too risky. The precision striking capabilities have improved over time. Armed drone proliferation has been increasing, with Israel, Turkey and China readily exporting their machines with fewer restrictions than other countries with armed drones like the US. There is some speculation that possessing more advanced drone technology can increase diplomatic leverage over a state that does not. Drone swarms and kamikaze drones are newer developments which increase the tactical possibilities of using UAVs. They can evade enemy air-defense systems more effectively than a single medium or heavy drone.
India has been buying Heron drones from Israel for improving its surveillance capabilities, and is also looking to upgrade them to be armed. The Heron drones are being deployed in Ladakh to monitor Chinese activity along the border. Recently, India made a $3 billion deal to purchase 30 Predator drones from the United States. India also has swarm drone capabilities - it displayed a swarm of 75 small drones doing simulated attacks on Army Day in January 2021. It aims to have a swarm of 1000 drones. The 75-drone swarm can carry a variety of payloads from explosives to supplies weighing upto 600 kg. India is also investing in its domestic drone industry. The DRDO is developing indigenous drones called Rustom and Rustom 2. Increasingly, private firms have also been contracted to provide equipment. The drone swarm was also indigenously developed, as is the Switch UAV which is set to be deployed for high-altitude surveillance. More recently, as part of 73rd Republic Day celebrations on January 26, 2022, a thousand Made in India drones were on display in different formations.
There are also non-military uses of drones, such as in agriculture and providing medical care and humanitarian assistance. Thus, drones also have security implications in terms of improving human security in disaster management, and long-term environmental security. This is facilitated by the fact that drone proliferation is not limited to state actors, but civilians and non-state actors as well. Small drones and/or the parts to make them can be easily purchased online. In India, drones have been deployed to assist with implementing COVID-19 lockdowns and to make announcements about pandemic measures. They have also been used to spray insecticides in anti-locust operations in Rajasthan. Law enforcement agencies used drones during the 2019 Delhi riots to monitor crowds. Floods in Uttarakhand saw drones being used for search and rescue operations.
It is precisely the relative ease of access to drones that makes their proliferation a security threat. While antagonistic states operating drones are always a threat to each other, malicious non-state actors like terrorist organizations can also use drones. They can be purchased and transported quite easily, or crude drones can be made using parts bought online. Even small drones provide an offensive edge to their operations, while making effective defense tactics difficult. They present lower costs and risks, while also being multiuse and reusable. They improve surveillance capabilities, which can assist terror attacks. Military drones can potentially be captured, or reverse engineered. For example, ISIS has been known to use both surveillance drones and armed or booby-trapped drones.
In India, there have several instances of drones posing a security threat. The most prominent is the attack on an air station in Jammu in June 2021, where a drone dropped explosives near an aircraft hangar. There is speculation that this attack was conducted by Lashkar-e-Taiba. Drone sightings are common along sensitive border areas along Pakistan and China. This is worrying since states may be likely to attack indiscriminately due to the cost-effectiveness of drones, and lower risk to their soldiers. Moreover, drones have been known to smuggle narcotics and arms across the border into India. To counteract these threats, India has been investing in acquiring counter-drone technology. It is importing from Israel, while developing indigenous solutions through DRDO and domestic private firms. Therefore, it is evident that drone acquisition in India is well underway, as is the acquisition of counter-drone technology. As of February 9, 2022, the government of India banned the import of drones other than for defense and R&D purposes, which will require prior clearance.
But there are limitations and challenges that need to be kept in mind. Drones are not a “silver bullet.” Only acquiring a greater number of UAVs is not the way forward. To deploy them effectively, India must keep in mind the limitations and challenges presented by drones. It is extremely necessary to not become over-confident about every new military technology acquisition. One of the limitations of the current generation of drones is their significantly reduced speed compared to fighter aircraft. This limits their use against combatants with good air-defense systems, as they can easily be shot down. Furthermore, most drones do not have air-to-air capabilities. Therefore, traditional fighter aircraft still have the edge when it comes to maneuvering and self-defense. Other limiting factors of drones are its dependence on IT infrastructure, which introduces the risk of hacking or jamming the signal between the controller and the drone. Drone activity can potentially be spoofed as well.
The human element behind drones cannot be ignored. Drone pilots, especially those who fly armed drones, must be highly trained. There have been reports of burn-out and stress disorders among the pilots. They have extremely long shifts, accumulating flight time that is three times as much as regular pilots. Over the years, the U.S Air Force - the most prolific user of drones - has reported shortages in trained pilots, with many active-duty servicemen leaving due to burn out, stress and/or trauma. Furthermore, surveillance drones capture too much video footage making it difficult to properly process it. It is untenable to employ the number of analysts required to properly review all of it. The information-processing limit can be transgressed by using computer monitoring. But decisions regarding risk-assessment and identification of targets cannot be completely delegated to computer programs. There is an ethical dimension to drone use that also needs to be taken seriously as the government develops its offensive drone capabilities as well as counter-drone technology:
- Drones present privacy concerns, as they can capture images and videos that can infringe on people’s privacy. Though this is usually more the case with civilian drone users, it is potentially important to address this as part of developing protections against abuse of drones by non-state actors e.g. domestic insurgents.
- Civilian casualties or “collateral damage” - a state’s own soldiers are protected, however other civilians are “sacrificed” for killing one or more terrorists. This creates a culture of terror in the civil society in areas where drones are frequently deployed.
- Ethical and moral dimension of killing at a distance, and the notion of “just war” - although more research is needed on this question
- Improper targeting protocols and operational practices - gray zone practices like “signature strikes” - judging whether people are insurgents based on certain appearance or behavior - not because they are on an official “kill list.” “Double tap” strikes launch subsequent attacks on those who help the initial target, assuming those who help are also associated with the target. In this way, bystanders who tried to help the target of a drone strike without any knowledge of the situation have been killed. Funeral processions have been targeted, killing many innocent civilians.
- A state can use drones to increase surveillance and target its own population who are perceived as insurgents or threats to domestic peace. They can be used to serve authoritarian governments who seek to repress sections of a state’s population. Indiscriminate and improper use can create tensions within the international community in the form of diplomatic hurdles and economic sanctions.
This ethical dimension points to the need for regulations and a legal framework for drones, including export regulation (whom drones are exported to), and especially rules of engagement and strict protocols especially when it comes to targeted strikes - this is also part of the overarching “system” that drone use should be developed with. There should be transparency and accountability, not secrecy.
India has updated its “Drone Rules” as of August 2021. This is the legal framework for all drones operated in, or over, India. With the aim of giving a boost to the drone industry in India, the update effectively liberalized drone acquisition and operation. According to Prime Minister Modi, “the rules are based on the premise of trust and certification.” Registration and approval process has been simplified. There are no licenses needed for non-commercial use of nano (less than 250g) and micro (less than 2kg) drones. Research and development firms can also acquire, develop, and operate drones more easily. However, the new rules do not mention drone swarms, images recorded by drones, or deliveries conducted via drones.
While the motives of the Drone Rules are clearly economic advancement, there have also been calls to control drone proliferation in India owing to the security threats they present. After the drone attack on the Jammu air station, Army Chief General M.M. Navarane called drone proliferation a challenge which the Indian military must respond to, as malicious actors can easily make and use drones as if they are a “do-it-yourself home project.” There are a few gaps in the Drone Rules, which can be addressed to ensure security threats are reduced. The requirement of a unique identification number has been scrapped, making the monitoring and regulation more difficult. The Rules must also address incident response protocols for police, including support for bringing rogue drones down effectively. Another urgent need is for protocols to monitor drone traffic and ensure drones do not fly into potentially dangerous or sensitive areas like airports and army bases. The Army and Air-Force should be consulted while making these regulations, which also have security repercussions. Concerns of drones infringing on the privacy of individuals and trespassing on private property must also be addressed. There needs to be regulations for government agencies using drones for surveillance to prevent abuse of power.
Therefore, if India wants to improve its drone capabilities, it cannot focus only on increasing the number of drones it owns. Lauding the potential of drones should be tempered with the proper knowledge of what they can and cannot do, and in what situations. There is a need for an entire ecosystem of extensive training, adequate number of dedicated hardware and software professionals, robust cybersecurity, and adequate ground control infrastructure including logistics and maintenance. Therefore, there cannot be a focus only on what drones do but also how they function. Thus a “systems” perspective regarding drones is ultimately more suited to ensuring effective deployment of drones. While the limits vis-a-vis speed and air-to-air capabilities can be addressed through technical upgrades, this also represents rising costs. These costs cannot be justified without the proper ecosystem in which drones can be deployed effectively.
Disclaimer: This paper is author’s individual scholastic contribution and does not necessarily reflect the organization’s viewpoint. | aerospace |
https://lateflight.claims/help-if-your-flight-with-tap-air-portugal-has-been-canceled-or-delayed/ | 2020-09-25T06:48:53 | s3://commoncrawl/crawl-data/CC-MAIN-2020-40/segments/1600400222515.48/warc/CC-MAIN-20200925053037-20200925083037-00287.warc.gz | 0.958986 | 310 | CC-MAIN-2020-40 | webtext-fineweb__CC-MAIN-2020-40__0__195962624 | en | Help if your flight with TAP Air Portugal has been canceled of delayed
If you have been denied boarding (overbooking for instance) or your flight with TAP – Air Portugal has been delayed or even cancelled, L8flight will help you get what you are entitled to.
Claiming your compensation is easy and low cost with L8flight. We take care of pursuing the delay or cancellation compensation claim directly with TAP – Air Portugal, and even taking them to court on your behalf if necessary. There is no risk, no money to pay upfront, we work according to the ‘No Win, No Fee’ principle. You are only charged a commission if we have obtained a compensation payout from TAP – Air Portugal. If we have not, you are not charged anything.
About TAP – Air Portugal
TAP – Air Portugal is a European registered airline, operating since 1946. Its is based in Lisbon in Portugal. Their website is accessible at this link. TAP Air Portugal is the flag carrierairline of Portuga. TAP is a member of the Star Alliance since 2005 and operates on average 2,500 flights a week to 87 destinations in 34 countries worldwide. The company has a fleet of 90 airplanes, 68 of which were manufactured by Airbus and the remaining 22 by Embraer and ATR, operating on behalf of the regional airline TAP Express. TAP is 50% owned by the Portuguese state, 45% by the Atlantic Gateway Consortium and 5% available shareholder to collaborators and employees. | aerospace |
https://earthtalk.org/drones-to-the-rescue-for-south-african-rhinos/ | 2021-10-22T03:41:43 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585450.39/warc/CC-MAIN-20211022021705-20211022051705-00312.warc.gz | 0.936378 | 342 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__136972572 | en | With one rhino shot every eight hours in South Africa, government officials, private businesses and conservation groups are trying everything in their power to stop poachers in their tracks. Since 95 percent of poaching incidents happen at night, it’s exceedingly difficult to spot them- until now. Through collaboration efforts, private UAV companies are developing a new way to spot poachers in the dark: unmanned aerial vehicles (drones).
One of those private companies is UDS. Rob Hannaford, Unmanned Vehicle University graduate and the company’s President, tackles a problem never before addressed with UAV technology: monitoring threatened animals, without individual trackers, in real time. According to Hannaford, unmanned aerial vehicles (drones) are the most efficient and successful tools for surveying sprawling grounds. UAVs provide instantaneous footage, while also remaining relatively undetected. UAVs are equipped with hi-res thermal imaging cameras, long-range video feed capabilities, and object detection software. In conjunction with the local authorities and anti-poaching groups, UDS has successfully flown over 1,500 anti-poaching missions.
Obviously, the applications for drones in conservation efforts are enormous. If drones can help stop poachers, can they also track migrating animals overhead? Can they help us stealthily observe animals without having to place individual trackers on them, or disturb them with loud aircrafts? Can we extend our use of drones beyond the land to the sea, to not only film, but to document behavior sea mammal behavior? The answer is yes- which is why drones are bound to transform how we obtain information on animals, and how we can save their dwindling populations. | aerospace |
https://kurslashes-yandex.ru/raf-dating-4235.html | 2021-05-16T15:05:48 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991224.58/warc/CC-MAIN-20210516140441-20210516170441-00118.warc.gz | 0.945133 | 415 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__104847586 | en | In that same year, a team of five yellow Gnat trainers from No 4 Flying Training School displayed at the Farnborough Airshow.This team became known as the Yellowjacks after Flight Lieutenant Lee Jones's call sign, "Yellowjack".The Red Arrows have a prominent place in British popular culture, with their aerobatic displays a fixture of British summer events.The badge of the Red Arrows shows the aircraft in their trademark diamond nine formation, with the motto Éclat, a French word meaning "brilliance" or "excellence".The Black Arrows were the premier team until 1961, when the Blue Diamonds (No.92 Squadron) continued their role, flying 16 blue Hunters. 74 Squadron) were re-equipped with the supersonic English Electric Lightning and performed wing-overs and rolls with nine aircraft in tight formation.Since 21 December 2000, the Red Arrows have been based again at RAF Scampton, near Lincoln.
The Red Arrows moved to RAF Kemble, now Cotswold Airport, in 1966 after RAF Fairford became the place of choice for BAC to run test flights for Concorde.In 1947, the first jet team of three de Havilland Vampires came from RAF Odiham Fighter Wing. This team became the first team to fly a five-Hunter formation.In 1958, the Black Arrows performed a loop and barrel roll of 22 Hunters, a world record for the greatest number of aircraft looped in formation.In late 1979, they switched to the BAE Hawk trainer.The Red Arrows have performed over 4,800 displays in 57 countries worldwide. 32 Squadron RAF flew an air display six nights a week entitled "London Defended" at the British Empire Exhibition.
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Similar to the display they had done the previous year, when the aircraft were painted black, it consisted of a night-time air display over the Wembley Exhibition flying RAF Sopwith Snipes which were painted red for the display and fitted with white lights on the wings, tail, and fuselage. | aerospace |
https://dimensionevolo.it/index.php?id_product=177&controller=product&id_lang=2 | 2021-01-18T13:34:42 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610703514796.13/warc/CC-MAIN-20210118123320-20210118153320-00338.warc.gz | 0.926803 | 304 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__25296722 | en | Questo prodotto non è più disponibile
This is the first book by the FAA completely dedicated to all aspects of glider flying and glider operations. Originally designed as a technical manual for glider pilots and students, this book has beneficial chapters that make it an excellent reference guide for glider and powered-flight pilots of all skill levels and experience.
The Glider Flying Handbook covers all of the information that soaring pilots will need to achieve their Glider Rating or just advance their flying abilities. In-depth sections on medical factors, radio navigation and communications, regulations, performance limitations and flight maneuvers can all be found here. Fluid and thermal dynamics are explained in user-friendly terms; meteorology and soaring weather are well-detailed and brought to life with full-color depictions.
This book was written based on thorough research from within the glider flying community. Theories and techniques are explained comprehensively giving readers full understanding of the most commonly used practices and principles. Along with providing the flight information necessary for the glider rating, the Glider Flying Handbook works as a valuable training aid for all pilots with a specialized glossary, index, and full-color illustrations and photographs. With additional instruction on decision making, flight planning and more, the wealth of information provided in this book is invaluable for everyone involved with aviation!
Softcover, 8-3/8" x 10-7/8" format, indexed, glossary, and full-color illustrations, | aerospace |
https://greensboroastronomyclub.org/next-meeting | 2022-01-19T14:55:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320301341.12/warc/CC-MAIN-20220119125003-20220119155003-00450.warc.gz | 0.951425 | 267 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__82504051 | en | By Roger Joyner
This month’s program will be an over view of the Apollo 14 mission, who’s 50th anniversary was last January. I wanted to do it then, but, due to scheduling and covid-19, it had to be put off.
Apollo 14 was the third to land on the Moon, the first to land in the lunar highlands, and the last planned for a two-day stay and two lunar extravehicular activities (EVAs or moonwalks).
The crew consisted of Commander Alan Shepard, Command Module Pilot Stuart Roosa, and Lunar Module Pilot Edgar Mitchell. They launched on their nine-day mission on Sunday, January 31, 1971 and
Shepard and Mitchell made their lunar landing on February 5 in the Fra Mauro formation – originally the target of Apollo 13. During the two walks on the surface, they collected 94.35 pounds (42.80 kg) of Moon rocks and deployed several scientific experiments. Roosa remained in lunar orbit, performing scientific experiments and photographing the Moon. After liftoff the spacecraft returned to Earth and splashed down safely in the Pacific Ocean on February 9.
The PowerPoint for this program was created by NASA.
Zoom Link: HTTPS://TINYURL.COM/552QOXZE | aerospace |
https://www.sedatigdeci.by/ | 2019-02-16T19:18:49 | s3://commoncrawl/crawl-data/CC-MAIN-2019-09/segments/1550247481111.41/warc/CC-MAIN-20190216190407-20190216212407-00429.warc.gz | 0.956147 | 163 | CC-MAIN-2019-09 | webtext-fineweb__CC-MAIN-2019-09__0__140008694 | en | One of the most successful and enduring feats of interplanetary exploration, NASA's Opportunity rover mission is at an end after almost 15 years exploring the surface of Mars and helping lay the groundwork for NASA’s return to the Red Planet.
NASA astronauts Nick Hague and Christina Koch will be available for live satellite interviews Friday, Feb. 22, as they undergo final training before their launch to the International Space Station, scheduled for March 14.
As students around the world protests for action in fighting climate change, one German education minister has said she wants kids back in classrooms. She said students could be escorted to class or even expelled.
Nigerian election officials said they would postpone presidential and parliamentary elections scheduled for Saturday. The head of the electoral commission said the delay was needed to ensure free and fair elections. | aerospace |
http://www.air-indiaexpress.com/ | 2014-10-30T18:10:56 | s3://commoncrawl/crawl-data/CC-MAIN-2014-42/segments/1414637898644.9/warc/CC-MAIN-20141030025818-00100-ip-10-16-133-185.ec2.internal.warc.gz | 0.909107 | 574 | CC-MAIN-2014-42 | webtext-fineweb__CC-MAIN-2014-42__0__200752293 | en | India Travel News
Thu, 30 Oct 2014 14:22:24 GMT
Excl: Will AI Express land in trouble?
Air India Express, a subsidiary of Air India, has had 66 hard landings in just a year, putting the passengers at risk. Further, flouting safety norms and Directorate General of Civil Aviation (DGCA) regulations, pilots of Air India Express have not even bothered to ...
Thu, 30 Oct 2014 12:46:16 GMT
Fixes Record Date for Payment of Interest on NCDs
Hindu Business Line
Air India Ltd has informed BSE that the Company has fixed November 06, 2014 as the Record Date for the purpose of Payment of Interest on NCDs. Source : BSE - www.bseindia.com. (This article was published on October 30, 2014). Related. MEDIA.
Thu, 30 Oct 2014 11:47:29 GMT
More flights between Mangalore and Bangalore likely
The Air India may introduce flight services between Mangalore and Pune, Delhi and Hubli via Bangalore, according to Nalin Kumar Kateel, Member of Parliament. He told presspersons here on Thursday that of these three sectors, the proposed flights ...
Thu, 30 Oct 2014 09:23:09 GMT
Air India, Air Astana sign code-share agreement
National carrier Air India Ltd (AI) has entered into a free flow code-share agreement with Air Astana JSC, the flag carrier of the Republic of Kazakhstan. Rohit Nandan, Chairman & Managing Director, Air India Ltd and Richard Ledger, Vice President - Sales ...
Thu, 30 Oct 2014 07:55:40 GMT
Chennai: Passengers miss flight after arguments with AI officials at the airport
Madhan Ramakrishnan, Delivery Manager with an MNC, along with other passengers who were to board an Air India flight to Bangalore today morning missed their flight after they had an arguement with the AI officials. It all began when Ramakrishnan along ...
Thu, 30 Oct 2014 06:49:02 GMT
Air India signs code share pact with Air Astana
Rohit Nandan, chairman and managing director, Air India and Richard Ledger, vice president - sales worldwide, Air Astana JSC signed the agreement under which Air India (AI) would code share as marketing carrier on flights operated daily by Air Astana ...
Thu, 30 Oct 2014 06:46:18 GMT
Air India recruiting for 161 Cabin Crew posts
Air India is inviting applications for 161 cabin crew posts. Interested and eligible candidates can apply on or before November 18, 2014. Name of company: Air India Limited. Official site: www.airindia.in. Name of post : Cabin Crew. Job Location: Delhi. | aerospace |
http://www.saveisraelcampaign.com/atad/articles.asp?article_id=17189 | 2018-04-23T02:14:59 | s3://commoncrawl/crawl-data/CC-MAIN-2018-17/segments/1524125945669.54/warc/CC-MAIN-20180423011954-20180423031954-00179.warc.gz | 0.960915 | 426 | CC-MAIN-2018-17 | webtext-fineweb__CC-MAIN-2018-17__0__192702432 | en | | ||IAF ‘Arrow’ battery intercepts Syrian missile, in first reported use of the system
Syria fires three anti-aircraft missiles at Israeli jets; one knocked down by defense system, reportedly over Jordan; other two land in Israel, cause no damage
rael shot down an incoming Syrian anti-aircraft missile with the Arrow defense battery early Friday morning, military officials said, in the first reported use of the advanced system.
At approximately 2:30 a.m., Israeli “aircrafts targeted several targets in Syria,” the Israel Defense Forces said, prompting a Syrian attempt to down the Israeli jets.
According to Arab media, the target of the IAF strikes was a Hezbollah weapons convoy.
“Several anti-aircraft missiles were launched from Syria following the mission and IDF aerial defense systems intercepted one of the missiles,” the army said in a statement.
The anti-aircraft missiles were fired from eastern Syria by Bashar Assad’s military, traveling over Jordan and toward the Jerusalem area. They were apparently SA-5 surface-to-air missiles (SAMs).
The Arrow is primarily designed to shoot down intercontinental ballistic missiles outside the atmosphere, intercepting the weapons and their conventional, nuclear, biological or chemical warheads close to their launch sites.
Surface-to-air missiles are designed to detonate at high altitudes to bring down aircraft or other missiles, and so do not pose much of a threat to people on the ground other than the possibility of being directly hit by falling shrapnel or the remains of the missile.
Therefore, it was not immediately clear why the IDF used the Arrow against a SAM, possibly indicating a misidentification of the type of weapon being fired from Syria.
The IDF said neither civilians on the ground nor Israeli Air Force pilots were in any danger at any point during the incident.
The most advanced version of the defense system is the Arrow 3, which Israel has been developing with the United States since 2008. Earlier versions of the Arrow system have been in place since the 1990s. | aerospace |
https://trendsrecorder.com/nasa-officials-postpond-historic-artemis-i-moon-rocket-launch/ | 2024-02-27T07:18:13 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474671.63/warc/CC-MAIN-20240227053544-20240227083544-00024.warc.gz | 0.959484 | 272 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__68792835 | en | NASA Postpond historic Artemis I moon Mission
NASA’ launched Monday and was supposed to bring the Orion capsule back to the Moon to carry three test dummies, was scrubbed due to chronic fuel leaks and engine problems during final preparations.
The next flight window from Kennedy Space Center in Florida is Friday, when NASA decides the rocket is ready. NASA officials were scheduled to give a course briefing at 1:00 p.m. It’s Easter today.
“Safety always comes first,” he tweeted NASA. “Following today’s launch attempt, the @NASA team is working on engine number 3 issues and will hold a press conference later today.”
They struggled to supply the rocket with nearly a million gallons of hydrogen and oxygen due to a highly explosive hydrogen leak. This issue also occurred during testing last spring. Launch director Charlie Blackwell Thompson called off the launch attempt around 8:34 a.m., according to NASA.
NASA said in a statement that the Space Launch System rocket and Orion spacecraft “remain in a safe and stable configuration.”
Launch controllers continued to investigate why the bleed test to bring the engines on the underside of the core stage into the proper temperature range for launch had failed, leaving no time for the two-hour launch window. Engineers continued to collect data. | aerospace |
http://flatnote.co.za/devils-peak-airplane-crash/2/ | 2022-05-22T02:18:17 | s3://commoncrawl/crawl-data/CC-MAIN-2022-21/segments/1652662543264.49/warc/CC-MAIN-20220522001016-20220522031016-00012.warc.gz | 0.982794 | 1,697 | CC-MAIN-2022-21 | webtext-fineweb__CC-MAIN-2022-21__0__66526289 | en | Analysis of a Disaster
Planning for the event had been going on for two and a half months, and because of the unsettled weather in the Cape at that time of year, senior officers had worked out five complex plans to put on the safest and best display possible. These ranged from a magnificant clear-weather displayvin which more than two hundred SAAF aircraft- Impalas, Mirages, Vampires, Canberras, Buccaneers, Skymasters, Shackletons, helicopters, Cessnas, Albatrosses and Dakotas- would fly past at different altitudes in ten action-packed minutes, to a display in thickly overcast weather of helicopters only, flying at five hundred feet. Three hundred and fifty pilots and crew were backed up by five hundred and fifty ground crew and communications staff.
The Operation had been planned with great precision. For the various aircraft to arrive over the dais at the right times, bearing in mind the great differences in their speeds, timing had to be calculated to split seconds.
There could be no overlaps, nor could there be large gaps between the formations. Precautions had even been made in the event of engine trouble, and pilots were instructed to head for the open sea where lifeboats and rescue squads were standing by.
Several plans had been worked out to make provision for variable weather. However all the plans were subject to the requirement that all flying was to be carried out in visual conditions, that is, the pilots would be able to see the ground at all times.
Electronic navigation aids were sited for the safe routing of aircraft, and all these were tested in practice. All pilots received written orders as well as detailed verbal pre-flight briefing, and were shown key points along the routes, from the air and on the ground.
The planners worked out holding areas for various types of aircraft, the routes they would take to the dais, the fly-past routes, the heights and speeds, the turning points and the routes from south of the saluting-base back to their bases, DF Malan Airport, the SAAF base at Ysterplaat and the Flying Training School at Langebaanweg. Summersfield was designated a reserve airfield.
Planners also made sure that routes, turns and altitudes would prevent collisions between aircraft and, if the weather should turn nasty, they would keep the aircraft away from high ground.
To make sure that the various groups of aircraft passed the saluting base within a certain number of seconds, aircraft with different speeds were grouped in blocks and instructed to fly at certain speeds and heights.
There were seven speed blocks, and the Mercurius aircraft were grouped with the Vampires and Impalas in the sixth block with a stipulated speed of 250 knots.
After the fly-past there was always the danger that the different aircraft might catch up with one another or collide on their return to base. To avoid that, formations were instructed either to fly straight on or turn to the left or right after the completion of the fly-past.
Aircraft with longer endurances, such as the Shackletons, Hercules, Dakotas, Skymasters, Albatrosses, Canberras and Buccaneers, were to fly straight ahead. Aircraft with short endurances- Vampires and Mirages- were to turn left and return to DF Malan Airport.
Turning right to return to their base at Langebaanweg, the Mercurius jets and Impalas took a breakaway route from south of the saluting base over low ground over the Swart River area. This was the safest route, for if they had turned left to return to base they would have had to fly over high ground, which would have been dangerous in bad weather.
The right turn for the Mercurius and Impala aircraft was calculated mathematically at a rate of one turn, that is, three degrees a second.
This at 250 knots, from a point thirty seconds flying time, also at 250 knots, south of the saluting-base would have given the aircraft a safe distance of two miles east of Devils Peak.
This calculation was tested in practice and found correct by the control staff. Leaders of formations were also given the opportunity to practice the turn and to comment on the practicability of this manoeuvre.
The leaders of the Mercurius and Impala teams flew the route and turned twice, once on the day of the accident, but neither made any comments to the control staff about the plan.
An extensive communications centre at Goodwood kept formation leaders and control staff under strict supervision, and the positions of formations could be ascertained and correlated with planned positions at all times. The communications system also allowed liaison between leaders of formations and enabled them to report changes in the weather and to receive new instructions from the control centre. There were no breakdowns in this communications system, and it worked perfectly.
At the various bases and over the saluting dais the weather was suitable for the rehearsal. However, during the fly-past, the base of a broken layer of cloud south of the dais was down to eight hundred feet, and approval was given by control center for formation leaders to reduce height to maintain visual flight. This was in accordance with instructions to formation leaders, including the leader of the Mercurius jets.
While flying towards the dais, the leader of the Vampires radioed to the leader of the Mercurius jets. He was thirty seconds behind the Mercurius jets, but he wanted confirmation that they were not behind time according to the tight schedule.
When the Mercurius leader confirmed that they were ten seconds late, the Vampire leader increased speed to 280 knots, at which speed he flew over the saluting dais. The distance between the Vampire and Mercurius formations at first decreased, then remained constant, which meant that the Mercurius leader also probably increased speed.
When the Mercurius formation flew into the broken cloud soon after flying over the dais, it maintained its planned height of a thousand feet. In doing so, the formation leader chose to ignore the overriding instruction that visual flight was to be maintained at all times.
Why did he do that? We can only suppose, as the board of inquiry did, that the leader regarded the flight in cloud as a common occurrence, for as a transport pilot he had complete confidence in his own ability and his instruments.
The Impalas, however, which were following the Mercurius formation, were taken by their leader below the clouds where they were able to maintain visual flight as ordered.
And what about instrument flying? The Mercurius had weather radar, but even if it was switched on, it is doubtful whether the leader would have had time to pay much attention to it.
The board of inquiry ran through the fatal flight in every detail. It flew the identical course in an identical aircraft. Then, together with evidence from eyewitnesses, it was able to reproduce the exact flight path of the Mercurius formation.
It showed that the principal cause of the accident was simply that the formation turned much wider than had been planned and which the leader had been instructed to do in his briefing before the flight.
The formation was flying faster than had been stipulated in its attempt to make up the few seconds that it had lost in the fly-past.
The Mercurius formation had to break to the right thirty seconds after flying over the saluting base and then fly back along the same bearing to Langebaanweg. Thirty seconds was adhered to, but the turn began farther south than the point planned. Again, the higher speed also resulted in a wider turn than had been planned, and the leader had not made allowance for that by turning more steeply.
The last, fatal error was in not maintaining visual contact with the ground. That would almost certainly have warned the leader that he was two miles west of his planned flight path and on a collision course with the mountain.
The board of inquiry found that the disaster was caused by the leader of the Mercurius formation not maintaining visual contact with the ground, and during the flight in the clouds, making an error of judgement by turning too wide, which resulted in a collision with the slopes of Devils Peak. | aerospace |
https://newyork.odkblog.com/box/india-bids-to-sell-fighter-jets-to-malaysia-says-6-other-interested-countries/ | 2022-08-13T22:06:32 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882571987.60/warc/CC-MAIN-20220813202507-20220813232507-00086.warc.gz | 0.967088 | 350 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__112119366 | en | India has offered to sell 18 Tejas light combat aircraft to Malaysia, the Indian Defense Ministry said on Friday, adding that Argentina, Australia, Egypt, the United States, Indonesia and the Philippines are also interested in the single engine. Jet.
The Indian government last year awarded a $6 billion contract to state-owned Hindustan Aeronautics Ltd to buy 83 domestically produced Tejas jets for delivery starting around 2023 — four decades after they were first approved in 1983.
Prime Minister Narendra Modi’s government, which is keen to reduce India’s dependence on foreign defense equipment, is also making diplomatic efforts to export aircraft. The Tejas have struggled with design and other challenges, and were once dismissed by the Indian Navy as being too heavy.
The Ministry of Defense informed Parliament that Hindustan Aeronautics in October last year responded to a request for proposal from the Royal Malaysian Air Force for 18 aircraft, and offered to sell the two-seater Tejas version.
“The other countries that have shown interest in the LCAs are: Argentina, Australia, Egypt, the United States, Indonesia and the Philippines,” Indian Defense Minister Ajay Bhatt told MPs in a written response.
He said the country was also working on a stealth fighter jet, but declined to give a timeline citing national security concerns.
Britain said in April it would support India’s goal of building its own combat aircraft. India currently has a mix of Russian, British and French combat aircraft.
The Times of India daily reported last month that India is looking to ground all of its Soviet-era Russian combat aircraft, the MiG-21, by 2025, after a number of fatal crashes. | aerospace |
http://events.clockb.com/2017/06/23/rameshwar-thapa/ | 2020-06-05T18:01:13 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590348502204.93/warc/CC-MAIN-20200605174158-20200605204158-00454.warc.gz | 0.913888 | 214 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__99716460 | en | Captain Rameshwar Thapa is one of the leading personalities in aviation sector of Nepal. He is currently chairman & principal owner of Simrik airlines, The Annapurna post, Chitwan river side resort, Yeti Development Bank, Airlines Operators Association of Nepal (AOAN). Mr. Thapa’s experience in aviation started with Deputy Managing Director – Space Air Pvt. Ltd. (Nov. 2000 to May 2001), Deputy Director- Helicopter Department – Cosmic Air Pvt. Ltd. (Dec. 1999 to Oct. 2000), In-Charge Helicopter Department – Cosmic Air Pvt. Ltd. (Sept. 01, 1997 to Dec. 1999), Superintendent and Coordinator of Helicopter Department – Everest Air Pvt. Ltd. (Dec. 01, 1994 to Aug. 30, 1997). He is one of the icon and versatile personality of Nepal who was appreciated from national and international agencies such as Manakamana Darshan Pvt. Ltd. for the erection and installation of tower for the cable car system. | aerospace |
https://gonzalesforcommissioner.com/court-of-victoria-county-commissioners-selects-airport-marketer-new-2/ | 2022-12-07T15:56:33 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711200.6/warc/CC-MAIN-20221207153419-20221207183419-00195.warc.gz | 0.959655 | 458 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__92619153 | en | Court of Victoria County Commissioners selects airport marketer | New
Victoria County Commissioners selected a marketing agency for Victoria Regional Airport on Monday.
The Court of Commissioners approved the use of ArkStar to advertise the airport. Three companies that submitted a proposal were Building Brands Marketing, ArkStar and BQR Advertising. Based on ratings from five staff raters, ArkStar earned the highest score, 96. Building Brands scored 87.8, and BQR scored 79.
County Judge Ben Zeller said the company would receive $60,000 a year to market the airport. ArkStar is one company that does such specialized marketing for airline service.
“I think that will play a big role in making this a success,” Zeller told the commissioners court.
SkyWest began air service to Victoria in November 2020, with its contract due to end on October 31, 2023. It originally offered 12 return flights per week to George Bush Intercontinental Airport in Houston. On February 1, the early morning flight was halted in a cost-cutting move, leaving two daily flights from Victoria to Houston and two flights back to Victoria.
Zeller said the early morning flight returned to the airport.
SkyWest gave 90 days notice in March to end flights to Victoria and 30 other airports it serves under the federal Essential Air Service program. SkyWest said it was unable to provide service due to continued pilot shortages. The Ministry of Transport prevented the withdrawal.
The Essential Air Service program subsidizes flights to small communities to provide at least a minimum amount of air service. SkyWest, which operates a codeshare agreement with United Airlines as United Express in Victoria, had to submit the notice of intent as it is required of airlines serving Essential Air Service communities. The DOT, which had the authority to approve or reject the advisory, rejected it and is looking for a new service to replace SkyWest.
SkyWest Airlines operates through partnerships with United Airlines, Delta Air Lines, American Airlines and Alaska Airlines and carried more than 36 million passengers in 2021. Based in St. George, Utah, SkyWest has a fleet of more than 500 aircraft. SkyWest connects passengers to 255 destinations across North America.
A lifelong journalist, George loves ’60s musclecars and guns. | aerospace |
https://westcoastuav.org/2017/05/10/can-we-dock/ | 2020-05-30T01:58:18 | s3://commoncrawl/crawl-data/CC-MAIN-2020-24/segments/1590347407001.36/warc/CC-MAIN-20200530005804-20200530035804-00213.warc.gz | 0.970154 | 317 | CC-MAIN-2020-24 | webtext-fineweb__CC-MAIN-2020-24__0__20782276 | en | A small quad-copter does not have the speed or range to complete the entire 2018 mission and a large fixed wing aircraft cannot land at the remote landing site. One concept is to carry a small quad-copter on a larger fixed wing aircraft and deploy it at the remote landing site to land, collect the blood sample, take-off and then re-dock in flight to be carried home to the lab for testing of the sample.
This is one of several approaches we are evaluating and testing and we will post more information on this and others as our development progresses.
Early experimentation has shown that we can carry a small drone on the back of a larger fixed-wing and deploy it in flight.
Once we can deploy the small quad-copter, the key challenge is re-docking. The first stage of developing a method for this is rendezvous of two aircraft in flight which was achieved during our most recent testing.
The challenge for this test was to see if we could write software that used the GPS signals from both aircraft to adjust the relative speed and position for each to get them flying in close formation which was achieved in the most recent test flights. Once we can use GPS signals to get them close we will need to switch to a camera and computer vision based system to close the gap and dock as GPS is too inaccurate for a hard-connection of the aircraft in-flight.
This is an exciting approach and while many things need to be developed for it to work we are keen to crack it as it opens up many more options. | aerospace |
https://blog.morainepark.edu/high-school-emt-class-gains-valuable-experience-at-mptc/ | 2023-10-03T01:35:19 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233511023.76/warc/CC-MAIN-20231002232712-20231003022712-00390.warc.gz | 0.953883 | 185 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__147446057 | en | High School EMT Class Gains Valuable Experience at MPTC
Last week, the Kewaskum and West Bend High School Emergency Medical Technician (EMT) class, held at Moraine Park’s West Bend campus, participated in a combined educational opportunity with the West Bend Fire Department and Flight for Life, a critical care air medical transport program out of Waukesha.
During the class, students were able to observe the Flight for Life helicopter landing and the appropriate setup of the landing zone. Students were taught the different aeromedical needs for patients and were provided time to inspect the aircraft and ask the flight crew questions about operations and patient care.
“These educational opportunities enhance the students learning with field observation,” Moraine Park Paramedic Instructor, Andrew Novak, said. “Educational opportunities like this would not exist without our strong partnerships with our local departments.” | aerospace |
https://www.davidsmithfilms.com/2019/08/06/a-fun-job-filming-spitfires/ | 2024-02-29T02:41:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474775.80/warc/CC-MAIN-20240229003536-20240229033536-00287.warc.gz | 0.969582 | 329 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__31533673 | en | I had a great time filming these Spitfire planes for Formidable Media. As always with video production, no two days are the same and
The Spitfire was designed as a fighter plane for the Royal Air Force. It wrote history during the Battle of Britain. But thanks to its characteristic, elliptically shaped wings, it is also a genuine design icon.
The shoot was a big crew with 6 cameras on the ground and one helicopter for aerial photography. All the pictures were lived streamed via social media.
This event was filmed for IWC watches. They are taking the “Silver Spitfire” on its longest flight ever. The aircraft has been painstakingly restored over a period of 2 years by 14 specialists. An unusual polishing process has given it a high-gloss finish whilst preserving the patina that history has left behind on the metal fuselage of the plane, built-in 1943.
The big adventure gets started at Goodwood, in the south of England where I was filming. To cover the more than 43,000 kilometres around the world, they will need to divide the flight into about 150 legs. In the course of its journey, the Spitfire will have to cope with a gamut of extreme conditions.
The flight route has not yet been finalised. The details will depend on
You can see a video of the Live Stream of this very cool event below:
More information about this incredible journey can be found if you click here.
David is a Freelance Video Producer & Director based in London. Creating inspiring and professional visual content for companies, brands, events and organisations. | aerospace |
https://www.shigasnigrani.com/ufo-sighting/international-space-station-meets-with-other-two-extraterrestrial-ufos/ | 2023-03-28T21:59:56 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948871.42/warc/CC-MAIN-20230328201715-20230328231715-00336.warc.gz | 0.954999 | 356 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__31387063 | en | Many of us follow the ISS cameras’ live feeds on the internet and YouTube. A YouTuber recently discovered 7-minute footage. The video shows a collision between two spacecraft near the International Space Station. NASA did not close the channel immediately after this video was broadcast by the ISS cameras.
Previously, Nasa would cut the stream if there was anything unusual in video captured by ISS cameras. NASA might have wanted us all to see these ships.
Are alien spaceships and trash in space made of alien material?
The first image shows the objects as transparent. You could argue that they reflect something from the ISS. But after four minutes, the objects become more solid and you can see that the Sun shines through the objects.
The object at the top right of the video is most fascinating. It’s clearly a spaceship with two connected spheres. The second object isn’t a solid, clear object.
Many observers claim that the two objects are just space junk left over from satellites or rockets. But I disagree. Any debris would travel at a faster speed than the ISS. These two spacecraft, however, have the same speed.
Another possibility is that they could be lens flares from ISS cameras that captured the two objects. This is the most absurd argument, since the lenses attached at ISS cameras are very high-end lenses with excellent performance that prevent such flares.
Did the ISS crew know about the existence of such objects, or was it just a coincidence?
It is also possible that the ISS crew knew about these items. I believe so since such unexpected events must be reported to NASA’s mission control room. | aerospace |
http://www.richardrbecker.com/2012/04/going-social-nasa-turns-earth-day-blue.html | 2017-05-23T05:07:33 | s3://commoncrawl/crawl-data/CC-MAIN-2017-22/segments/1495463607369.90/warc/CC-MAIN-20170523045144-20170523065144-00016.warc.gz | 0.947948 | 754 | CC-MAIN-2017-22 | webtext-fineweb__CC-MAIN-2017-22__0__115059705 | en | Specifically, NASA is hosting Earth Day activities for three days in Washington D.C. and two days in Long Beach, Calif., but its physical presence is only the beginning of its efforts in support of Earth Day. Portions of the program will take advantage of real-time communication and engagement.
How NASA Communicates On Earth Day.
• National Mall in Washington D.C. The main location will be held in Washington D.C., with three days of displays and presentations open to the public at the "NASA Village," mostly held from 11 a.m. to 3 p.m. today, and 11 a.m. to 5 p.m. on Saturday and Sunday. On Friday, there will also be live presentations hosted on the Earth Day Network stage (12th Street and Jefferson Drive SW).
• Live Webcast And Scientist Chat. Focusing on A High-Tech Checkup of Earth's Vital Signs on Saturday, NASA scientists will take people on a world tour from the vantage point of space, providing insights that can only be made possible from orbiting sensors. The webcast is scheduled to air 1 p.m. to 2 p.m. on Saturday, April 21. It will be viewed online at the NASA Village.
• NASA Earth Day Video Contest. Independent of these efforts, NASA is asking people to share their vision of what NASA's exploration of Earth means by creating a short 15-second to 2-minute video. The contest is being hosted by NASA's Goddard Space Flight Center in Greenbelt, Md., and participants are invited to draw from NASA's image gallery. Submissions will be accepted April 22 to May 31.
• NASA Center Activities, Jet Propulsion Laboratory. Other than being mentioned via NASA's Twitter and Facebook accounts, there will be another location-based event on Saturday and Sunday. Held at the Aquarium of the Pacific in Long Beach, Calif., attendees will share science research about our ocean planet, using exhibits and hands-on learning demonstrations for all ages.
How NASA Could Have Communicated Earth Day.
All of the above efforts are admirable and certainly a step in the right direction, especially because they employ both physical locations and social media. But I cannot help wondering how NASA could have created a campaign with a greater national or global scope, something that could have captivated the world. Such a campaign might have included:
• YouTube video contest leading up to the Earth Day event (as opposed to after the fact).
• A social media campaign encouraging the media and bloggers to support an event.
• Ten physical locations supporting three days of featured events at staggered times (plus exhibits).
• The eleventh location would naturally be held on the International Space Station.
• A dedicated Ustream program that cuts into main events at each location on a rotating basis.
• Social media support for all of those rotating activities over the course of three days.
The concept is only a thumbnail, but NASA has enough locations around the United States to tighten its proximity to the public across the country — Texas, New Mexico, and Florida not withstanding. Such an effort could possibly bring the nation together on the successes of NASA not just in space, but on planet Earth as well.
Then again, I've never understood why this country hasn't made an effort to declare a national Space Day (of observance) on July 20, enabling NASA to make Earth Day a minor practice run for a much bigger event. After all, July 20 remains one of humankind's greatest accomplishments, underscoring that our destiny points to the stars if we ever want to gain a better perspective about the planet we call home. It seems to me, we don't think about space exploration enough. | aerospace |
http://todaybharat.com/english/technology/asteroid-to-pass-close-to-earth-safely-nasa-tracking-to-test-warning-network-2155.html | 2018-08-19T07:50:37 | s3://commoncrawl/crawl-data/CC-MAIN-2018-34/segments/1534221214713.45/warc/CC-MAIN-20180819070943-20180819090943-00058.warc.gz | 0.952586 | 306 | CC-MAIN-2018-34 | webtext-fineweb__CC-MAIN-2018-34__0__202867386 | en | Asteroid to pass close to Earth safely, NASA tracking to test warning network
A small asteroid thought to be only 50 to 100 feet (15 to 30 meters) in size will pass close to Earth on Thursday, zooming by at a distance of approximately 26,000 miles (42,000 kilometers) with no risk of impact with Earth, according to NASA scientists.
The asteroid's distance from Earth when it safely passes by on Thursday will be a little over one tenth of the distance to the moon, just above the orbital altitude of communications satellites, NASA said on Wednesday .
The asteroid, called 2012 TC4, is being used by asteroid trackers around the world to test a coordinated international asteroid warning system designed to locate a real "asteroid-impact threat" one day, NASA said.
It said amateur astronomers may contribute more observations of TC4 but that the asteroid will be very difficult for backyard astronomers to see because it will not appear very bright and will be moving very fast across the sky.
TC4 was discovered in 2012 but asteroid-tracking telescopes lost track of it when it traveled beyond their range shortly after it was discovered. Scientists were able to predict from its initial sighting that it would come back into full view in the fall of 2017.
Its closest approach to Earth will be over Antarctica at 5:42 AM GMT, according to NASA, which added that no known asteroid is currently predicted to impact Earth for the next 100 years.
PostedOn: 12 Oct 2017
Total Views: 137 | aerospace |
http://syntaxofthings.typepad.com/syntax_of_things/music/page/2/ | 2017-04-26T19:29:48 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917121644.94/warc/CC-MAIN-20170423031201-00631-ip-10-145-167-34.ec2.internal.warc.gz | 0.965449 | 185 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__153607378 | en | I'm a little late with this considering the space shuttle has already landed, but it's pretty cool nonetheless:
The seven astronauts aboard the shuttle Discovery are up and eager a few hours to themselves today as they prepare for a Saturday landing.
NASA’s Mission Control here at the Johnson Space Center roused the astronauts at 3:32 a.m. EDT (0732 GMT) with the song “Crystal Frontier” by the band Calexico, a tune chosen for shuttle commander Mark Kelly by his wife Gabrielle Giffords, a U.S. Congresswoman from Arizona, and his two daughters.
Also, if, like me, you're a fan of the band, you'll be happy to know that their new album, Carried to Dust, will be out on September 9th. Gives you something to look forward to beyond the long, grueling summer months. | aerospace |
https://ejst.samipubco.com/article_130259.html | 2023-09-29T00:19:24 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510462.75/warc/CC-MAIN-20230928230810-20230929020810-00863.warc.gz | 0.893635 | 276 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__220252410 | en | Based on the simulation results, steady-state tracking faults are improved. Control of indeterminate systems, despite the actuator and sensor bias, has been and remains a major challenge. Sensor fault can cause process fault. Among the cases where sensor bias is common, air velocity measurements and gyroscope rates can be mentioned. Although considerable research efforts have previously focused on adapting the fault, the bias correction of the sensor appears to be relatively limited. However, the cause of several crashes was the sensor fault (due to radio altimeter fault, angle of attack sensor fault, airspeed speed sensor fault). Also, finding a way to fix the sensor bias problem is of the utmost importance. The direct model reference adaptive control (MRAC) method is used to control uncertain systems using controllers that are adapted to achieve a performance close to a reference model. However, these controllers maintain system stability and provide close tracking of the reference model response. In this paper, we intend to address the problem of unknown fault bias matching by adjusting the direct reference model adaptive control for state-feedback for state-tracking (SFST). Also, to obtain an asymptotic stable bias fault estimator, we use the Kalman filter to estimate the bias sensor fault. Based on the simulation results, steady-state tracking faults are improved. | aerospace |
http://www.rozier-vietnam.com/2008/07/air-vietnam-will-not-be-arriving-at.html | 2018-11-14T20:25:20 | s3://commoncrawl/crawl-data/CC-MAIN-2018-47/segments/1542039742263.28/warc/CC-MAIN-20181114191308-20181114213308-00537.warc.gz | 0.983488 | 321 | CC-MAIN-2018-47 | webtext-fineweb__CC-MAIN-2018-47__0__208162271 | en | Wednesday, 23 July 2008
Air Vietnam will not be arriving at Phan Thiet today.
The military airfield in Phan Thiet where I was based also served Air Vietnam.
The only time I took a flight Air Vietnam from Saigon instead of on a military one I was arrested for not having a weapons permit. Most irritating and time consuming. We used to refer to it as Air Nuoc Mam.
I usually flew up on Australian Caribous. Those Aussie pilots would fly at tree top height with the rear cargo doors open. I loved flying in the Caribous which I felt very safe despite the pilot’s best efforts to shatter my nerves.
The Vietnamese would come out to the airfield and then sit on their haunches and wait patiently for an aircraft to arrive. Mostly venerable old DC3s. I remember when I arrived in South Vietnam in July 1965 there had just been a crash of one of these aircraft with no survivors. There was a photo of an air hostess who had been aboard. A princess of which dynasty I forget. Very beautiful and oh, so sad.
Every time an aircraft appeared on the horizon their interest would quicken a little. When it turned out to be the inevitable military plane they would return to their waiting. At the end of the day they would get up and go back home. The patience of the east.
The end of the runway was at a cliff edge so it did not do to overshoot.
During the first part of 1968 the airfield was subject to many attacks by the Viet Cong. | aerospace |
https://techtiptrick.com/actionable-tips-on-how-to-invest-in-space/ | 2023-12-03T00:37:45 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100476.94/warc/CC-MAIN-20231202235258-20231203025258-00742.warc.gz | 0.948978 | 1,083 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__253697841 | en | It has been a long time since humans left their footprints on the moon, and technology has changed a lot since then. In the past, space exploration has mainly focused on human-crewed missions in low Earth orbit. A lot of attention has also been paid to unmanned scientific research.
Today, many space technologies, including satellites, are used for many other activities, providing access to valuable data. For example, by visiting the EOS DA website, you can learn how satellite technology is helping to create useful products for agriculture, forestry, and other industries. It is also important to note that private funding, government support, and innovative technologies awaken even more interest in the space industry. Many investors are watching space companies’ upcoming projects and shares.
Exploring the space economy
The space economy consists of several branches. The space-to-Earth economy contains goods and services intended for Earth but produced in space. These services and goods include human space travel, cellular broadband, space infrastructure, and rocket launchers.
The direction of the space economy includes goods and services produced in space and intended for it. This area is not yet too developed, but it will become more important with the help of innovative technologies. The main sectors of the space economy today are energy, tourism, mining, real estate, and hospitality.
Ways to invest in space
Space communication. This industry is one of the oldest in the space economy. Although satellite technology has been around for a long time, it continues to evolve and open up new opportunities. Companies using satellite technology and data bring innovation to the media, internet, and mobile networks. In addition, these companies provide services to government agencies, ensure the safety of the maritime industry and provide tools to improve air traffic management.
A restructured space constructor. NASA will send astronauts to the moon in 2024 through Project Artemis. The agency will need help to achieve its goals and gain, leading to potentially lucrative contracts. Maxar Technologies is one of the active companies that manufactures space components.
The financial position of Maxar is somewhat tricky at the moment. Still, everything will change after selling the robotics division for space to a group of private investors and canceling part of the company’s debt. As a result of the deal, the shares go up, so it’s worth keeping an eye on the company’s affairs. Perhaps soon, it will begin to receive positive dynamics in terms of net profit.
Taking non-astronauts into orbit. According to Morgan Stanley analysts, space tourism is the best industry to invest in. Morgan Stanley is a subsidiary of the Virgin Group, which is preparing to launch a space tourism project that has been pushed back from 2020 to 2022.
Seats on the first space trip could be purchased for $250,000. According to the company’s plan, these trips will also help to develop hypersonic commercial flights. Analysts estimate the space travel market could be worth $800 billion in the future. Even though this still sounds like plans for the ultra-distant future, the Virgin Group enjoys great investors’ interest. The company receives funding from Boeing and government support, such as the state of New Mexico.
Opportunities beyond the infinity
Rocket technology innovations open up many new possibilities. Today, planes and trucks are delivering packages, but with the help of a rocket, delivery could be even faster. Innovations in rocketry can also make space travel more accessible. In addition, the development of this sector may also make delivery of mining equipment to asteroids possible, which are a rich source of minerals.
The stocks of companies in satellite technology and other space industries can be volatile, as evidenced by the failures of many such companies at the end of the last century. However, today, many public and private firms believe that the space industry will continue to grow and bring significant benefits to the various fields of activity, including cybersecurity, AI technology, Earth observation, and more.
SpaceTech industry trends
Small satellites have remained one of the main trends for several years. They have become widely used as their design is cheaper than large satellites. In addition, manufacturing advances open up opportunities for mass production. Thanks to the development of startups, small satellites allow companies to carry out various missions at a lower cost. Small satellites are suitable for private wireless networks, data collection, and GPS tracking of the Earth. They also allow scientific observation.
Space manufacturing is applying various innovations to expand the range of space products and services. In addition, the development of manufacturing processes has made it possible to create launch vehicles and large space structures, space shuttles, and satellite sensors. Special attention is also paid to the automation of space technology.
Many of the LEO satellites have since become space debris. Rocket engines, parts of satellites and the abandoned satellites, and so on, also become trash. All this garbage does not just float in zero gravity or spoil the view. It is dangerous for future space travel. For this reason, many startups have focused their efforts on creating traffic management solutions in space.
The space economy continues to develop and translate new ideas into reality, attracting support and investment from private companies and government agencies. Investors can find many exciting projects and technologies to watch in 2022. They are associated with producing goods for space, communications, space travel, including tourism and scientific missions. | aerospace |
https://blueboxevents.nl/index.php/event/ecats2023/ | 2023-09-27T22:13:43 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510326.82/warc/CC-MAIN-20230927203115-20230927233115-00883.warc.gz | 0.908466 | 115 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__102266036 | en | 4th ECATS International Conference on “Making aviation environmentally sustainable
This event will give the opportunity to scientists and researchers worldwide to present state-of-the-art research, review recent achievements, and at the same time will provide a strategic perspective on future directions in environmentally sustainable aviation. The conference program covers seven key areas of multi-disciplinary expertise related to sustainable aviation topics.
The conference will include keynote talks by distinguished personalities from academia, industry, the research community, and policymakers. Furthermore, a series of thematic sessions will be organized allowing in-depth discussions. | aerospace |
https://all-trailers.com/movie/the-first/ | 2023-12-07T07:16:26 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100650.21/warc/CC-MAIN-20231207054219-20231207084219-00586.warc.gz | 0.968177 | 484 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__116460567 | en | With “The First” TV series the viewer is teleported to the near bleak future where in 2033 our planet is languishing with overpopulation. The great minds of mankind are working hard on a solution of colonizing other space objects. One of the most realistic targets is Mars, but the very first manned mission to the Red Planet suffers a tragic failure: the entire crew dies already at the launch stage.
Now NASA is preparing another expedition, and a former astronaut Tom Hagerty, who has already lost all hope to travel in space, is offered to head the mission. Recruiting a new team, Tom realizes that he is about to make the most responsible step not only in his life, but also in the history of mankind. Eight billion people are going to be the witnesses of the new space mission, and Hagerty has no margin for error.
- “The First” TV series was filmed for the streaming service “Hulu” where the very first episode of the sci-fi drama was released on September 14, 2018. The first season consisted of eight episodes, although few months after the premiere the “Hulu” decided to finish with “The First”, and viewers would not wait for the second season.
- Showrunner of “The First” is a TV producer Beau Willimon previously worked on “The House of Cards”, the iconic series that became the hallmark of ‘Netflix’ streaming service in the early 2010s.
- “The First” was the first series in Sean Penn’s career to have a regular role. Curiously, Penn got a taste of it in the end, and soon we will see another two TV shows with him. The upcoming TV series “American Lion” will be dedicated to the seventh US President Andrew Jackson, and “Gaslit” will be about the Watergate scandal. In both series, Sean Penn plays lead roles.
American-made television series, filmed in the genre of science-fiction drama. The premiere of the 1st season of “The First” TV series took place on September 14, 2018 on the “Hulu” service.
Related TV Series
- For All Mankind
Tags: drama, science-fiction, space exploration, near future, Mars, Sean Penn | aerospace |
http://4477reaa.com/ | 2017-04-27T10:47:49 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122159.33/warc/CC-MAIN-20170423031202-00296-ip-10-145-167-34.ec2.internal.warc.gz | 0.94512 | 814 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__33210881 | en | The 4477th Test and Evaluation Squadron (4477th TES) was a squadron in the United
States Air Force under the clemency of the Tactical Air Command (TAC). It is currently
inactive. The product of Project Constant Peg, the unit was created to train USAF pilots and
weapon systems officers, and USN and USMC Naval Aviators and Naval Flight Officers to
better fight the aircraft of the Soviet Union. Some 69 pilots, nicknamed Bandits, served in the
squadron between 1979 and 1988, flying MiG-17s, MiG-21s and MiG-23s.
Air Force Declassifies Elite Aggressor Program
(American Forces Press Service)
WASHINGTON, Nov. 13, 2006 – After decades of secrecy,the Air Force today acknow-
ledged that it flew Communist-built fighters at the Tonopah Test Range north-west of Las
Vegas, from 1977 through 1988, the program, known as Constant Peg, saw U.S. Air Force,
Navy, and Marine aircrews flying against Soviet-designed MiG fighters as part of a training
program where American pilots could better learn how to defeat or evade the communist bloc's
fighters of the day.
Brig. Gen. Hawk Carlisle , commander of the 3rd Wing at Elmendorf Air Force Base,
Alaska, is a former member of the 4477th Test and Evaluation Squadron who remembers the
valuable training the unit provided.
"Constant Peg afforded pilots an opportunity to learn how to fight enemy aircraft in a
controlled, safe environment, without having to endure the risks of actual air combat," Carlisle
said. "Typically a pilot would start with a basic familiarization flight to observe the enemy
airplane and study its characteristics, practising one-on-one defensive and offensive
maneuvers against it, and finally, experience multi-bogey engagements high over the desert
scrubland of the Nellis Air Force Base ranges.”
As a result of marginal performance of American fighter forces in the skies over North
Vietnam, Constant Peg complemented other revolutionary training programs such as Red Flag,
Top Gun and the Air Force and Navy-Marine aggressor squadrons. The program also was
intended to eliminate the "buck fever" or nervous excitement many pilots experience on their
first few combat missions. Historical experience indicated that pilots who survived their first 10
missions were much more likely to survive a complete combat tour, and Constant Peg was
intended to teach them the right "moves" to enable them to come out on top of any
The end of Constant Peg nearly coincided with the end of the Cold War, by which time some
of its "graduates" had already proven themselves in actual air combat.
Threat aircraft flown by the Red Eagles spanned several decades and technical generations
of capability. There was the MiG-17 Fresco, a small, agile single-seat transonic fighter placed
in service just after the Korean War and used extensively over Vietnam and the Middle East;
the MiG-21 Fishbed, a high supersonic fighter used worldwide in large numbers; and the swing-
wing MiG-23 Flogger, likewise in global service, an attempt by the Soviets to match the
sophisticated capabilities of the F-4 Phantom.
“Although it came too late to influence Vietnam, Constant Peg training greatly influenced the
success of American airmen in Operation Desert Storm, who shot down 40 Iraqi fighters, many
of which were Fishbeds and Floggers," Carlisle said.
(From a U.S. Air Force news release)
After this article was written Brig. Gen. Hawk Carlisle was promoted to General and is now the Commander of Air
Combat Command at Langley Field Joint Base Langley-Eustis, Virginia. | aerospace |
https://esi-transducer.com/about-us/ | 2021-10-24T02:11:15 | s3://commoncrawl/crawl-data/CC-MAIN-2021-43/segments/1634323585837.82/warc/CC-MAIN-20211024015104-20211024045104-00158.warc.gz | 0.93533 | 290 | CC-MAIN-2021-43 | webtext-fineweb__CC-MAIN-2021-43__0__155750138 | en | ESI Inc has grown into the market leader in pressure measurement over the last 25 years.
We design and manufacture pressure transducers and transmitters for the aerospace, defense, oil & gas, medical, automotive, process and general industrial markets. The customer base extends across the world to more than 30 countries.
Early success was founded on designing transducers and transmitters for exacting military and aerospace applications. More recent success is due to the quality and performance of our Silicon-on-Sapphire sensing technology and its ability to operate at high temperatures, outstripping the performance of conventional silicon pressure sensors.
Our comprehensive range of pressure transmitters and transducers incorporate the superior SOS sensing technology together with the latest digital signal processing. The entire product range is designed and manufactured at the companies factory in Wrexham, UK. All products are rigorously tested to ISO9001:2008 and Mil-I-45208 procedures and conform to CE requirements. Intrinsic safety certification is also available.
In 2010 ESI Inc was acquired by Suco. Suco (www.suco-tech.com) is a leading producer of mechanical pressure and vacuum switches, and electronic pressure switches. Both companies combined make up nearly 80 years of experience in pressure monitoring.
OUR CERTIFICATIONS AND REGISTRATIONS
ESI has an extensive range of intrinsically safe transmitters, all ATEX and IECEx approved. | aerospace |
https://goodmenproject.co.uk/how-are-flights-achieved/ | 2022-08-17T20:34:07 | s3://commoncrawl/crawl-data/CC-MAIN-2022-33/segments/1659882573104.24/warc/CC-MAIN-20220817183340-20220817213340-00007.warc.gz | 0.96213 | 2,126 | CC-MAIN-2022-33 | webtext-fineweb__CC-MAIN-2022-33__0__277518 | en | Flight is the process of moving through space, either within the atmosphere or in outer space. Various factors make flying possible, including aerodynamic lift, buoyancy, and ballistic movement. Animal aviators include birds, bats, and insects, as well as natural parachuters. Human inventions include airplanes, helicopters, airships, and rockets, which can propel spacecraft. If you’re wondering how flights are achieved, read on! Good Men Project
Table of Contents
A bird’s flight is not just for showing off. It helps them catch prey on the wing, commute between feeding grounds, and migrate during different seasons. Some birds even use flight to display during breeding season, and others fly to find a safe nesting place. Although flight is more energy-intensive than swimming or running, many large bird species use gliding or soaring to fly. Several physiological adaptations to help birds fly have enabled them to achieve such efficiency.
When birds fly, they often form a coordinated formation called an “echelon.” This is especially true of long-distance flights. Birds are believed to form echelon formations to conserve energy and maximize aerodynamic efficiency. Birds would alternate between positions at the front and tips of their wings to distribute flight fatigue evenly. During long flights, birds may also migrate in a circular fashion, flying north and south. This enables them to get to and from the same place in as little time as possible.
Different types of birds use different wing shapes for different types of flight. While some species remain on the wing for long periods of time, others only make short flights. This also affects their aerodynamic properties, as different wing shapes correspond to different trade-offs in weight and lift. For example, the budgerigar has a long, narrow wing that allows for excellent manoeuvrability. This means that birds of similar wing shapes have different wing loads, which is a ratio of body mass to wing area.
Spaceflight is an extreme form of ballistic flight
The first human spaceflight was a ballistic flight, in which humans were carried high into the air and then landed in a low orbit. It was not the first attempt at spaceflight, but it was the first attempt to travel beyond Earth’s atmosphere. A ballistic flight can reach altitudes of 17 nautical miles or 31.5 km and is often considered the most extreme form of ballistic flight. In addition to humans, a rocket can carry large objects such as a human.
In contrast to ballistic flight, spaceflight is a very precise and complex process. The first manned spaceflight took place on April 16, 1961, when astronauts and their crew flew to the Moon. Then, NASA launched its first space probe, Pioneer 1, and it returned to Earth 43 hours after launch. In addition, there are many unmanned spacecraft, which have been launched into space and are used for various purposes.
The vision for human spaceflight started in science fiction literature decades ago, but it took a few decades to become a reality. The momentum of war enabled advances in technology. After the Cold War, the United States and Soviet Union repurposed the V-2 rocket program to make spaceflight a reality. Now, several vehicles have been developed for suborbital flight, including crewed spacecraft, sounding rockets, and intercontinental ballistic missiles.
Direct flight is a type of commercial flight
The term “direct flight” came into use during the early days of commercial air travel. Propeller aircraft, which were used to carry people and freight, had to hopscotch from city to city. These flights were marketed as “direct” because they flew directly between major destinations. The only difference between direct flights and stopovers was that passengers were not required to buy separate tickets to board and disembark from the aircraft.
Another name for a direct flight is “connecting flight,” because you don’t have to change planes in between flights. This flight type typically costs less than a nonstop flight, and doesn’t include any stops along the way. Often, however, direct flights are shorter, and you will be able to save money by not stopping in any cities along the way. A direct flight will cost you less than a nonstop flight.
Commercial flights operate from commercial airports in various countries and carry people and goods. They can also be chartered or hired by a single person. Most commercial airlines offer better service onboard these flights, including more spacious cabin classes. However, they are also more expensive. Fortunately, many people opt for commercial flights because they are more convenient and affordable. When you travel on a commercial flight, it is important to choose the right airline for your needs.
Domestic flights are cheaper than international flights
You may have heard that domestic flights are cheaper than international flights, but do you really know why? In many cases, domestic flights are cheaper than international flights, largely because the costs involved in handling an international flight are much lower. This is especially true if you plan to fly within the United States rather than across the world. However, not all US airports are equipped to handle international flights. For example, an international flight requires a presence of Customs and Border Patrol agents, more infrastructure, and more expensive food. However, smaller regional airports tend to be more cost-efficient, so they can charge less for flights. In addition to cheaper flight prices, these smaller airports often offer cheaper food and parking as well.
Another important advantage of domestic flights is that they are usually shorter. This makes it easier to fit more destinations into your itinerary and save money. In addition to being cheaper, domestic flights are also more convenient, especially if you are planning a trip within a large country. For example, if you are planning a vacation in the USA, you might want to fly from New York to Los Angeles, or vice versa. Because they are shorter, domestic flights are typically cheaper than international flights. Many airlines offer domestic flights, including Delta, Spirit, and American Airlines.
Variables that affect flight prices
The cheapest flight tickets can be found by purchasing them early. Prices rise significantly after the first week of travel. Likewise, the longer the flight, the higher the ticket prices. Fuel prices affect ticket prices but not harshly. Airlines look at several factors before determining the cheapest ticket prices. These factors include airline demand, weather, and competitive promotions. Getting cheap airfares may be a challenge, but there are several ways to find the cheapest flights.
The cheapest flight tickets can only be found by purchasing them in advance, at least 14 days before departure. Low oil prices help passengers and airlines alike because they can reduce their jet fuel costs. Conversely, high jet fuel costs can add to the cost of a ticket. Low oil prices can also reduce the price of a ticket, though they can lead to higher surcharges. In addition to fuel prices, other variables such as season, destination, and demand can affect flight prices.
Airlines often use complex pricing strategies, resulting in significantly varying ticket prices for the same flights. Airlines also change the prices up to seven times per day. They want to maximize revenue and profits by selling as many tickets as possible. Often, there is mismatches between passenger demand and available seats. This can result in higher prices for the customer, and reduced revenue for the airline. To address these challenges, airlines use dynamic pricing.
Budget airlines drive down flight prices to Europe
There are many reasons why budget airlines are driving down the price of flights to Europe. For one, US law prohibits foreign airlines from operating on US soil. For another, competition between European low-cost carriers is fierce. With low-cost airlines, traditional airlines face stiff competition from low-cost carriers. The competition, combined with lower costs, pushes down flight prices. But the low-cost carriers’ success has also brought competition to Europe’s traditional airlines.
The competition has caused flight prices to fall to record lows. These new budget airlines have forced major carriers to compete on price, bringing flight prices to record lows. Some of the major carriers have pulled back on Eurowings flights, relegating their customers to short hop destinations. But there’s hope for budget carriers in Europe. These newcomers are starting a new wave of low-cost carriers.
However, the economy is not the only factor driving down flight prices. As the coronavirus pandemic spreads across Europe, more airlines may struggle to stay afloat. If this happens, the European airline industry could resemble the US airline landscape. The top four US airlines control 80 percent of the market, while only 40 percent of the European airline market is dominated by those four carriers. If the competition is cut, there’s a possibility that fewer airlines will be able to fly as much, putting off tourists just when airlines need them most. And if the airlines are forced to reduce their services, some might try to get back into the market by offering cheaper flight prices.
Changeover day is the busiest day for flights
If you want to fly on a quiet day, you should book a flight on a non-changeover day. This will ensure that you have the option of enjoying a weekend at your destination after you arrive. Airlines tend to be more busy during changeover days. If you’re planning to fly in the middle of the week, changeover days are not as busy. Many airlines have flexible changeover days, so you can arrive on a non-changeover day and still enjoy a weekend at your destination.
According to Cirium, a company that analyzes travel data, August 9 will be the busiest day of the year for flights. In addition to that, Cirium predicts that the year 2019 will be the busiest year for air travel. This is due to the increasing demand for air travel worldwide. As a result, airlines are faced with increasing pressure to accommodate growing passenger numbers. The best way to deal with this challenge is to book flights well in advance.
During the holiday season, the weekend after Thanksgiving is one of the busiest days for US air travel. Although the pandemic affected passengers across the world, the effect didn’t have a profound impact on this trend. Last year, Nov. 29 was the busiest day for outbound flights from US airports since the Transportation Security Administration began publishing daily counts of travelers. However, the TSA has yet to release figures for December. | aerospace |
https://www.kroneckerwallis.com/product/apollo-13-activation-checklist/ | 2021-01-27T18:43:54 | s3://commoncrawl/crawl-data/CC-MAIN-2021-04/segments/1610704832583.88/warc/CC-MAIN-20210127183317-20210127213317-00280.warc.gz | 0.891833 | 173 | CC-MAIN-2021-04 | webtext-fineweb__CC-MAIN-2021-04__0__263412314 | en | 50 years ago, the Apollo 13 mission was launched, leaving the Earth and returning after only 5 days, 22 hours, 54 minutes, 41 seconds, on an extremely perilous trip.
Commemorating this anniversary, we are working on the publication of the reprint of Apollo 13 LM Activation Checklist.
An 80-page A5 size (148 x 210mm) publication. It will be sent to print in December and will be printed in early February.
We will add some extra details to reproduce over the original pages the handwritten calculations by Commander James Lovell to determine the spacecraft’s angle of descent back to Earth and other notes.
The first print run will be for only 200 books. As always, future print runs depend on demand and availability. That means we are currently before an exclusive publication.
Guarantee your copy! | aerospace |
https://civsourceonline.com/2014/07/03/faa-likely-to-miss-domestic-drone-deadline/ | 2023-09-27T18:15:29 | s3://commoncrawl/crawl-data/CC-MAIN-2023-40/segments/1695233510319.87/warc/CC-MAIN-20230927171156-20230927201156-00128.warc.gz | 0.947419 | 322 | CC-MAIN-2023-40 | webtext-fineweb__CC-MAIN-2023-40__0__320031411 | en | A new federal audit from the Office of the Inspector General suggests that the Federal Aviation Administration (FAA) is likely to miss its own deadline for domestic drone rules. The deadline – September 30, 2015 is still over a year away but that may not be enough time.
As CivSource first reported, the FAA mandated six domestic test sites, mostly at universities to study how best to integrate drones into domestic airspace. Currently, drones are already in widespread use by law enforcement, but proponents of drones want them available for surveillance, commercial activity and scientific experiments among other uses.
More recently, the FAA has cracked down on the use of domestic drones outside of law enforcement until these rules are in place. US airspace is already crowded and states have gone ahead with a patchwork of laws and exceptions which will make things more difficult for regulators and operators of drones.
The report says “it is uncertain when and if full integration of UAS (unmanned aircraft systems) into the NAS (National Airspace System) will occur.” Not only is the FAA “significantly behind schedule” the report suggests that even the most basic study of how these rules would work in practice, isn’t moving forward in any real way. “Significant technological, regulatory, and management barriers exist,” when it comes to integrating drones in to the US airspace, the Inspector General says – and so far the test sites haven’t moved the needle.
In the meantime, drone supporters hoping for Amazon Air or a drone assisted selfie, are unlikely to have that before 2016. | aerospace |
https://news.myworldfix.com/nasa-launches-first-moon-crew-in-50-years-with-woman-and-black-astronaut/ | 2024-03-04T21:49:50 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947476532.70/warc/CC-MAIN-20240304200958-20240304230958-00852.warc.gz | 0.957279 | 711 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__190271417 | en | NASA has named the four astronauts who will orbit the moon late next year, including the first woman and African-American to be assigned to a lunar mission.
The first crew to go to the moon in 50 years was introduced at a ceremony in Houston, which is home to both the country’s astronauts and Mission Control. The crew consisted of three Americans and one Canadian.
Bill Nelson, who runs NASA, said, “This is humanity’s crew.”
The four astronauts will be the first people to fly in NASA’s Orion capsule. They will leave from Kennedy Space Center on a Space Launch System rocket no sooner than late 2024. They won’t touch down or even enter lunar orbit; instead, they’ll circle the moon and return to Earth in preparation for two more astronauts to land on the moon the following year.
Reid Wiseman, the mission’s commander, will be joined by veteran astronaut Christina Koch, who currently holds the record for the longest spaceflight by a woman, and veteran fighter pilot Jeremy Hansen of Canada, who will be the crew’s lone space rookie. Three people have lived on the International Space Station: Wiseman, Glover, and Koch. They are all in their forties.
“This is a big day. We have a lot to celebrate, and it’s so much more than the four names that have been announced,” Glover said.
This is the first time someone from outside the U.S. has been on a moon crew. It is also the first crew in NASA’s new moon program to be named Artemis, after Apollo’s twin sister in Greek mythology. A practice mission to the moon and back in an empty Orion capsule was successfully completed late last year.
“Am I excited? Absolutely,” Koch said, and the crowd of school kids, politicians, and other people cheered. “But my real question is: ‘Are you excited?’” she asked to more cheers.
The Canadian Space Agency got a seat because it gave NASA and the International Space Station big robotic arms. The moon project also has plans for one.
Hansen said that he is glad Canada is on the flight.
“We’re all going to the moon. Let’s go! “he said.
During Apollo, from 1968 to 1972, NASA sent 24 astronauts to the moon. Twelve of them touched down. All of them were military-trained male test pilots, except for Harrison Schmitt, who was a geologist and flew on Apollo 17. He and the late Gene Cernan were the last people to land on the moon.
NASA hopes to put two people on the moon by 2025 or so if this next 10-day moonshot goes well.
NASA chose its first Artemis crew from 41 active astronauts. Canada had four candidates. Almost all of them took part in the ceremony on Monday at Johnson Space Center’s Ellington Field. It was kind of like a pep rally, and Wiseman led the crowd in a chant at the end.
On Sunday, President Joe Biden talked with the families of the four astronauts. Biden said in a tweet on Monday that the mission “will inspire the next generation of explorers and show every child – in America, in Canada, and across the world – that if they can dream it, they can be it.” | aerospace |
https://kickstartsidehustle.com/taco-bell-mir-space-station-raft-how-a-fast-food-chain-came-up-with-a-mir-space-station-pr-stunt-that-might-have-cost-them-10-million/ | 2024-02-28T00:19:42 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474688.78/warc/CC-MAIN-20240227220707-20240228010707-00152.warc.gz | 0.963714 | 1,065 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__113268109 | en | Taco Bell Mir Space Station raft – how a fast-food chain came up with a Mir Space Station PR stunt that might have cost them $10 million (5 min read)
Taco Bell Mir Space Station raft – a floating target, prepared by the US fast-food chain, Taco Bell, in reference to the de-orbiting of the Russian Mir Space Station in 2001. The company offered to give a free taco to every American if the falling space station had hit their 40x40 ft raft, floating in the Pacific Ocean. The estimated cost of the campaign if Mir had hit the bullseye, was about $10 M. However, the space station missed the raft.
Strategy & Tools
Taco Bell Mir Space Station Raft History Timeline
October 2000 - RSC Energia made the decision about bringing the Mir Space Station back to Earth. Its mission had become too expensive to be continued.
March 19, 2001 - the Russian officials made an official statement about the de-orbiting of the Mir Space Station.
March 19, 2001 - Taco Bell has made a press release to inform people about their plans related to the landing of the Mir’s debris.
March 23, 2001 - Mir finally ended its journey, but it didn’t hit the Taco Bell’s target in the middle of the Pacific Ocean.
The Taco Bell raft stunt was well-timed with the event people observed massively. The Mir Space Station de-orbiting was a big event, and people's eyes were turned to it.
This is called real-time marketing, and it is effective. The more people talk about an actual event, the greater the reach of the marketing campaign focused on that event.
A lightning-fast campaign
The official statement about the de-orbiting of the Mir Space Station came in on March 19th. Taco Bell's press release appeared the same day. They were quick to act in the heat of action.
Also, the entire thing lasted only 4 days. When Mir's debris landed on March 23th, it was all over.
The Taco Bell raft was a floating target with the company's symbol at its bullseye and the “Free Tacos Here” text at the outer circle of that target. It was about 40 x 40 ft (or 12 x 12 square meters), and it was placed in the middle of the Pacific Ocean. It was unique and made the event easier to remember.
The space station missed the Taco Bell raft, but the company came up with compensation. Instead of giving free tacos to all Americans, they offered two tacos at the price of $0.99. Basically, that was almost like free.
Taco Bell insuranced the entire action. In case the space station hit the Taco Bell raft, SCA Promotion, a brand promotion agency, and prize guarantor, took care of the risk. If Mir had hit the bullseye, Taco Bell would have needed about $10 million dollars to fulfill their promise (about 280 million Americans and about $0.60 for one taco was the situation then). The total value of the insurance remained unknown.
The media got on the trend pretty soon. A lot of people talked about the Taco Bell raft, and some have gone so far that they started making complex mathematical operations to calculate the probability of Mir hitting the raft.
We remember more things that stand out. Taco Bell raft was a noticeable, 40 x 40 ft floating target. It was placed right in the middle of the Pacific Ocean because that was the place the Mir space station was supposed to hit. The raft had the Taco Bell’s symbol in its bullseye and the “Free Taco Here” text on the outer circle of the target.
The campaign was focused on an important event nobody would like to miss. The Taco Bell’s press release about the Taco Bell raft appeared on the same day as the RKK’s official statement about the de-orbiting of the MIR. Quick action caused an even quicker reaction from the media.
People were curious where the de-orbited Mir space station would have hit. That curiosity turned up the hype around the Taco Bell raft. The company took advantage of those feelings and made their campaign on it.
Window of Opportunity
Taco Bell Mir Space Station campaign was a great example of real-time marketing (RTM). It shows us how to use the current situation to our advantage.
Every big event could a PR stunt opportunity!
Get your "oh sh*t, this might work for us!" moment in the next 5 minutes
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https://fromthefourthrow.com/2022/10/31/good-night-oppy-review/ | 2023-03-21T12:04:39 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296943695.23/warc/CC-MAIN-20230321095704-20230321125704-00698.warc.gz | 0.984311 | 677 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__196129582 | en | Nasa has had a long and storied history of breaking ground and barriers regarding space exploration. The Apollo series of missions were groundbreaking considering where they ended up landing, the moon. The shuttle program was very good as well despite a couple of setbacks. There is one glaring omission in all the places we and other countries have failed to explore, and that is until now. Or rather very recently like the last ten years. Good Night Oppy is a film depicting that journey. The journey to Mars and what is sent back to Nasa.
Good Night Oppy is a documentary with a lot of talking heads spanning a decade or so of Nasa scientists, astrophysicists, and robotics men and women who embark on a mission to build two identical robots that are dubbed Spirit and Opportunity. Two Mars rovers that will span hundreds of miles of the surface of the red planet sending back many images to earth. What was supposed to happen and what ended up happening were two separate things though. And that is part of what makes this film so amazing.
The time the rovers were supposed to be on Mars and the time they actually spent there were vastly different. This helped send back much more information than Nasa thought they were going to get. Along the way, the journey of ups and downs of building these rovers and getting this mission set up and working was quite an arduous process. Each moment of success was a moment of joy. Sometimes there were moments when things didn’t go as planned but that strengthened the entire team involved in this mission’s resolve.
The director of this documentary has assembled hours of footage from the Mars rovers that have been able to be turned into a film. That is basically a beautiful exploration of the surface of Mars. The footage is breathtaking. It’s like we are actually there on Mars. The description of events from narrator Angela Bassett was pretty cool as well. How all of this was edited down to this two-hour film was amazing to me. But there is a great narrative to follow along with which is the journey of creation to the last days of the rovers.
A nice touch the filmmakers added was a good morning song from various members of the Mars rover Nasa team. They each got to choose a song to get up to and see what the rovers sent back to them overnight. And what they got more often than not was pretty spectacular. Sometimes the rovers would get into a predicament that would get the members of the team stressed out but they would have to work extra hard to help these rovers get out of trouble. That’s all part of the journey though and what made this movie more engaging with each minute that went by.
Good Night Oppy is one of if not the best documentaries I’ve seen all year along with Fire of Love. It shows the journey from the beginning to the end of this team of how this mission got started, how these rovers were built, and their mission of arriving on and exploring the red planet Mars. The talking heads all we’re fascinating people with interesting stories to follow along with. They all were very invested in this journey of discovery and while watching the film so was I. I hope everyone has a chance to see this film in the area or on Amazon Prime Video.
Dan Skip Allen | aerospace |
https://www.iranicaonline.org/articles/aviation-history | 2022-01-28T19:46:03 | s3://commoncrawl/crawl-data/CC-MAIN-2022-05/segments/1642320306335.77/warc/CC-MAIN-20220128182552-20220128212552-00318.warc.gz | 0.971004 | 5,711 | CC-MAIN-2022-05 | webtext-fineweb__CC-MAIN-2022-05__0__98785977 | en | AVIATION, history of civil aviation since 1927.
(1) Iranian Airways
(2) Persian Air Services
(3) United Iranian Airlines
The first time that a man was sent up into the air in Iran occurred in 1891, during the reign of Nāṣer-al-Din Shah (r. 1848-96). On two different occasions, foreigners, a French man (Ṭoluʾi, p. 24) and an American (ʿAyn-al-Salṭana, pp. 747, 786) went up in their own balloons in Tabriz and Tehran during an air show. At the end of 1913, the people of Tehran saw for the first time an airplane flying over the city. The residents were taken to the streets to have a closer look at the strange bird flying overhead. The airplane landed on the Meydān-e Mašq, the army exercise field in the city center. Upon landing, it collided with a parked canon in the field, knocked its barrel, and was badly damaged. The airplane had been built in France, and was named Bleriot XI, but a Russian pilot had flewn the aircraft from Russia to Tehran. Iranian technicians repaired the aircraft in the army repair shop, and the plane was later flown back to Russia (Ṭoluʾi, p. 55-56).
The Iranian Air Force has its own specific history, and deserves special attention beyond this entry. A few years after its foundation it was named the Imperial Irainan Air Force. From humble beginnings in 1921 the air force grew to become an outstanding, strong and technologically advanced air force, whose pilots were highly educated and showed exceptional bravery and heroism.
Due to the political situation during early1920s, military airplanes were deemed highly valuable in chasing the mutinous groups in different parts of the country. After the coup d’état of 1921, Reżā Khan (d. 1944), as the supreme commander of the armed forces, contemplated the foundation of an Iranian Air Force. He appointed Reżā Mizāni and an aide to conduct a feasibility study of the creation of an air force, and in 1922, the Iranian government purchased its first aircraft from Germany.
Originally the Iranian government had approached the U.S. administration to negotiate the purchase of American military aircrafts and to organize the training of pilots and technicians. But the Americans rejected the request, arguing that such an agreement would violate the disarmement clauses of the post-World War I peace treaties. Other countries, however, did not share the U.S. position. The first Iranian purchase was a German Junkers F13, and in 1923, two additional Junkers F13 airplanes were acquired with revenues of the provinces of Gilān and Māzandarān, due to a shortage of government funds. These the two airplanes were named after these two provinces. Until 1925, an array of diverse types of Russian, French, and British aircraft was added to the Iranian fleet.
In June of 1923, the first group of officers was dispatched to France for training. Colonel Aḥmad Ḵan Naḵjavān was selected for pilot training. After the completion of flight school Naḵjavān left Paris on a Breguet 19 airplane, which was marked with an Iranian flag and logo, to land on the Ḡala Morḡi airfield on 5 Esfand 1304/25 February 1925. This officer earned the title of Iran’s first military pilot, and was later appointed the commander-in-chief of the Iranian air force. In June of 1924 ten more officers were sent to the Soviet Union for flight training. Three were later commissioned to fly three newly purchased DeHaviland DH 9A aircraft to Iran, though only ʿIsā Eštodaḵ reached Tehran on 27 February 1925.
Junkers was one of the Germany’s largest airplane manufacturers, and in 1926 it signed a five-year agreement with the Iranian government to organize an airmail service in Iran. The new company was registered as Junkers Airline in Iran (Junkers Luftverkehr Persien / Hawāpeymāʾi Yunkers dar Irān). In May 1927, the company rented at Dušān Tappa a piece of land as its base airport. The company used Junkers F13 aircraft, which could accommodate two pilots and four passengers.
The first scheduled air services officially commenced on 8 February 1927, which marked a milestone in the history of Iranian commercial aviation. Junkers offered bi-weekly passenger air services from Tehran to Bandar-e Pahlavi (see ANZALI) and two-weekly flights to Qaṣr-e Širin via Hamadān and Kermanshah (Aṭrvaš, p. 86). The northbound route was later extended to Baku in Soviet Azerbaijan in February 1928, while the westbound route was continued to Baghdad. Subsequently, more routes were added: a southwest route to Bušehr via Isfahan and Shiraz; a northeast service to Mashad; and northwest service to Tabriz via Qazvin.
Between 1927 and 1932, Junkers effectively provided the services of a small domestic and regional airline. It served approximately 10 cities in Iran, as well as Baku, Baghdad, and Kabul, with scheduled flights, carrying a considerable number of passengers, as well as cargo and mail. Junkers also organized the first Iranian airmail service with Europe, via Baku and Moscow. Junkers ceased its operations in 1932, and until the government founded a state airline in 1938, there was not any civilian and commercial airline services offered in Iran.
The Ministry of Post and Telegram embarked on a plan to acquire its own airplanes to organize airmail in 1938, and purchased two De Havilland DH 89 (also known as Dragon Rapide). This fleet later increased to four aircraft, and air force personnel handled, maintained, and flew these airplanes. Internationally, this airline was known as Iranian State Airlines, and it carried passengers on airmail flights (Alai’i, p. 650). This government service offered weekly flights from Tehran to Kermanshah and Baghdad, and added later services from Tehran to Isfahan, Shiraz, and Bušehr.
(1) Iranian Airways
In December 1944, a group of influential and affluent Iranian dignitaries and investors established Iranian Airways, the first Iranian commercial airline that was privately owned. Some its partners had also been involved in the foundation of Irantour, the first Iranian travel and tourism organization, which had started doing business prior to Iranian Airways. The start-up capital of Iranian Airways was 50 million rial, and Reżā Afšār was the driving force behind the project. It took about 18 months, from December 1944 until May 1946, for the company to be ready for operations.
In 1945, Iranian Airways signed an agreement for technical assistance with Trans World Airlines (TWA), which acquired a 10 percent share in Iranian Airways. In March 1945, Iranian Airways purchased three C-47 airplanes (also known as DC-3 and Dakota) which the U.S. military were selling as surplus equipment, and these airplanes, who had been converted into passenger carriers, arrived in Tehran on 17 May 1947 (Iseman, p. 72). The new airline systematically enlarged its fleet by buying more DC-3 airplanes, and at one point the fleet comprised 20 airplanes. The first scheduled services covered flights from Tehran to Mashad, and services were later extended to flights from Tehran to Isfahan, Shiraz, Bušehr, Ābādān, and Ahvāz, as well as a few limited flights to Zāhedān. At the time, only the airports in Tehran and Ābādān were adequately operational.
At the outset, most pilots and the technical personnel, who were employed by the TWA, were Americans. But at the end of 1946, the air force assigned Colonel Moṣṭafawi, Major Ḵādemi (please see below) and Lieutenant Rafʿat to serve as pilots in Iranian Airways, while Dāryuš Temsār joined the company after having received his pilot training at the Iranian Aero Club. This club also trained women pilots, and granted at this time pilot licences to ʿEffat Tejārači, Enāʾ Āvšid and Ṣadiqa Dowlatšāhi, and Iranian Airways later authorized one of them to fly as first officer (co-pilot) on a DC-3.
When Iranian Airways started its operations, they faced for quite some time illegal competition with the Soviet airline Aeroflot. The Soviet airline used inside Iran D-3 airplanes, which they had received from their U.S. allies during World War II in order to defend themselvs against the Nazi occupation. When the Iranian Airways employees arrived at Tehran’s Mehrābād Airport to start the check-in procedure of the inaugural flight to Mashad, all booked passengers had been lured away by Aeroflot’s lower prices.
In 1953, Trans Ocean Airlines, one of the lesser known U.S. carriers, leased two Convair aircraft to Iranian Airways, and assisted Iranian Airways in various ways with its day to day operations. In 1958, the Iranian government bought three modern turboprop Vickers Viscounts aircraft, which were considered luxury airliners, and put them at the service of Iranian Airways. Iranian Airways operated to 14 domestic and 10 regional destinations in Afghanistan, Pakistan, India, Iraq, and Saudi Arabia, as well as in Dubai and Kuwait in the Persian Gulf. The company also conducted cargo flights to its international destinations in Ankara, Milan, Zurich, and Frankfurt.
In 1949, Reżā Afšar acquired 70 percent of the Iranian Airways ownership, and assumed the responsibilites of the company’s managing director, in addition to serving as the chairman of the board. But because of its chronic financial difficulties the company was unable to modernize its fleet and improve the quality of its service to the satisfaction and expectations of its Iranian customers. Moreover, the company’s chronic lack of adequate safety led to a number of unfortunate accidents that jeopardized human lives. The most serious accident occurred in 1952 at Tehran’s Mehrābād Airport, when 27 people died. These problems informed in the late 1950s the decision of the Iranian government to nationalize the airline industry.
(2) Persian Air Services
In 1954 Aḥmad Šafiq founded Persian Air Service (PAS) as a cargo airline, and served as its managing director. The company started its operations with the technical support from Skyways, a British aviation company, and focused on a Europea cargo service from Tehran via Ābādān to Beirut, Brindisi and Basle. PAS also offered some Tehran-Geneva flights by Avro York under the charter with Trans Mediterranean Airway (TMA), a successful Lebanese all cargo airline. Later PAS became associated with SABENA, the Belgian national airline, which leased a DC-7C aircraft to PAS so that PAS could provide direct passenger service to Geneva, Paris, Brussels, and London.
(3) United Iranian Airlines
In August 1961 the Iranian government decided to found United Iranian Airlines as a publicly traded company. The Iranian government held 51 percent of its shares, and Iranian Airways and PAS each received 20 percent, while the remaining 9 percent of shares were to be sold to the public. The company collapsed almost immediately, but the concept paved the way for the nationalization of Iran’s airline industry with the establishment of the Iranian National Airline.
The Iran National Airline Corporation (Havāpeymā’i Melli Irān, also known as HOMA, the acronym of its first two letters, and Iran Air) was founded in February 1962. The Iranian parliament passed a decree that allowed the new company to acquire all assets and liabilities of Iranian Airways and Persian Air Services in order to take over both companies. The start-up capital was 170 million rial, 50 million cash investment and 120 million in airplanes. Major General ʿAli Moḥammad Ḵādemi (1913-78; see KHADEMI) who at that time was the Chief of Staff of the Iranian Air Force, was appointed as the company’s managing director because he was very familiar with commercial aviation. Ḵādemi, who in 1966 was promoted to Lieutenant General in the Air Force, managed Iran Air for 17 years, and succeeded at making it a worldclass airline of undisputed international standing.
Iran Air’s managing director (1962-78). Ḵādemi was a gifted, self-made, tireless, hard-working man and a management and leadership genius. He was an uncompromising fighter with unusual fortitude and self-confidence, who did not accept anything less than perfect. Utterly fair and honest, he possessed a strong human spirit, an extremely light heart and wonderful sense of humor. As a young man Ḵādemi was the first Iranian air force officer to obtain both a license from the British Aviation Authorities and the Commercial Pilot License no. 1 from the Iranian Civil Aviation Department. Afterwards Ḵādemi flew as captain airplanes of both the Iranian State Airlines and Iranian Airways (please see above), and developed the vision of building a national airline as the ultimate flag carrier. Since Ḵādemi hated favoritism, he hired his staff according to their qualifications and gave young men and women, particularly those who were not from or related to the privileged classes, unprecedented opportunities for growth. Although the Iran Air success story is attributed to a team of highly dedicated managers and staff, it was Ḵādemi who among many other things hand-picked and coached a group of capable men and women to build and run Iran Air. Ḵādemi was charged with infinite passion and stamina in the pursuit of his vision, but despite his selfless dedication to Iran’s aviation industry, his assassination prevented him from completing his 15-year plan of making Iran Air one of the world’s leading airlines.
Iran Air achieved international prestige in a relatively short time despite its undistinguished beginnings. Even though it was a small company, if compared to the mega airlines, Iran Air was soon considered one of the major players in the world of aviation. Known as the fastest growing airline in the world, Iran Air was an extremely well run and professionally managed national and international airline. Within a few years, its workforce grew from 700 to over 12,000 skilled personnel. Iran Air acquired and put into service one of the most advanced and well-maintained fleets of brand-new, all-jet aircraft, while holding an excellent safety record among its prominent worldwide competitors. In 1970, Ḵādemi was the first Asian manager to be elected president of the International Air Transportation Association (IATA), the most important regulating body of the commercial aviation industry. But most importantly, though Iran Air was a state-owned airline, it remained a profitable enterprise without receiving any subsidies until 1979. Its financial self-sufficiency was unprecedented inside and outside Iran, since in the 1960s and 1970s most airlines, large and small, were not only in debt, but on the verge of bankruptcy. Ḵādemi’s success was made possible because he managed to obtain special privileges from the Iranian government. He combined great authority with independence from government interference while abolishing bureaucratic barricades, and Iran Air could remain a purely commercial airline without being subjected to politics. During the 17 years of Ḵādemi’s stewardship Iran Air generated the highest amount of foreign currency revenue after the Iranian National Oil Company.
Fleet modernization. One of the company’s important priorities was to modernize its fleet. In the early 1960s, when the jet era had already begun, it was no longer feasible for an airline to operate obsolete propeller airplanes, and the transition from propeller airplane to jetliner was a complex process that demanded careful research and planning. Iran Air decided to acquire Boeing aircraft with Pratt & Whitney engines and to lease B727-100 from Boeing until the ordered airplanes were ready for delivery. The fleet was enlarged to comprise a family of 29 Boeing aircraft: short-range Boeing 737 with with two engines; medium to semi-long range tri-motor B727-100, B727-200 (FIGURE 1) and B707; and the long range B747-100, B747-200 and B747Special Performance (FIGURE 2). The B747SP was the latest version of the B747, and only Pan American Airways and Iran Air did immediately purchase this model. The Iran Air fleet grew to 35 all jet aircraft, when the comparny acquired 6 airbus. At this stage the company carried close to five million passengers a year. Under the company’s 15-year plan for the period 1975-90, most of its older aircraft were to be replaced.
The Concorde. Since Moḥammad Reżā Shah (r. 1941-79) was interested in the new supersonic aircraft, Iran Air had to express interest in ordering a Concorde for its fleet. In June 1972, the British flew a Concorde to Tehran during a 30 day demonstration tour in the Middle East, the Far East, and Australia. The experts of Iran Air concluded that the Concorde was not a suitable choice for their airline. Their reports to the shah advised against its purchase for economic and operational reasons while expressing doubts about the Concorde’s commercial future in general, and to everyone’s surprise the shah cancelled the order.
Safety. Ḵādemi was very concerned about the safety of passengers and crew, and made safety Iran Air’s highest priority. Accordingly, unrestricted human and financial resources were made available in order to achieve this goal. The international recognition of Iran Air’s exemplary safety standards was reflected in the safety certificate, granted to Iran Air by the U.S. Federal Aviation Agency. Iran Air’s international prestige was further enhanced in 1976, when Iran Air was considered one of the world’s safest airlines in a widely read study of airplane accidents (Eddy).
Pilot training. Initially Iran Air pilots were either Iranians who had received their pilot training in the Air Force, or foreigners. But the number of Iranian Air Force pilots was rather small, and foreign pilots were too expensive, so that the pilot shortage posed a serious challenge to the company’s successful operations. The management therefore decided to establish a pilot training program for Iranian men who were to work exclusively for Iran Air. This novel initiative was later imitated by a few other airlines. In the 1960s the first group of trainees who had been selected through a series of rigid exams received basic training in Iran, and were then dispatched for further training to American Flyers, one of the finest flight schools in the U.S.A.
International travel. Before Iran Air was launched as a national airline in 1962, air travel abroad was limited to a rather small group of wealthy people. Since Iran Air intended to make international air travel affordable for a much larger group of Iranians regardless of their social status, it convinced the government to permit a 40 percent discount on Iran Air tickets for students and for government employees, including family members, close relatives and dependants.
Foreign airlines took full advantage of Iran’s lucrative air travel market, because only with the launch of Iran Air could Iran establish its own competitive national carrier. But Iran Air did never fully exercise its domestic privileges, because it would have been necessary that the Iranian government had embarked on a series of bilateral negotations with foreign governments to change existing bilateral agreements. Nonetheless, in the 1970s, Iran Air began to decentralize its operations inside Iran in order to develop regional airports into independent hubs of international air travel. Before the Iranian Revolution, direct flights to Europe and countries in the Persian Gulf were already operated from Ābādān and Shiraz.
The above mentioned modernization of the fleet went hand in hand with the expansion of Iran Air’s flight frequencies and routes. Since European destinations were sufficiently covered, the development of Iran Air’s U.S. services was given priority. The first Iran Air flight to New York’s JFK Airport took off from Tehran on 15 May 1975, and Iran Air had also plans for offering flights to Los Angeles. But on 4 November 1979, when the U.S. embassy staff in Tehran were taken hostage, Iran Air operations in the U.S. were terminated. In the 1970s Iran Air offered flights to Beijing and Tokyo, and had opened offices in Bangkok, Manila, and Singapore to prepare for the establishment of future services. Under the company’s 15-year plan for the period 1975-90, Iran Air was also supposed to begin services to Australia and Africa.
Diversification and subsidiary. Iran Air diversified to a limited extent in 1970s and became involved into other aviation related businessesm such as the Homa Hotel Group. In addition, the company founded the airline subsidiary Iran Air Tours.
Sponsorship and promotion. The company sponsored Iranian sport teams and atheletic competitions to foster children’s physical education and to improve the health of the Iranian youth. Outside the country the company sponsored Iranian arts and culture to introduce foreigners to Iran and to promote tourism inside Iran.
After the revolution in 1978-79, the Iranian airline industry entered a new phase, which was marked by regression and extensive deterioration. From the beginning of the 1980s until the end of the Iran-Iraq war in 1988, domestic and international travel was considerably reduced since the Iranian government imposed severe restrictions on its citizens who wished to travel abroad.
A few months into the revolution, the national flag carrier Iran Air began to undergo a massive transformation. The company’s name was enlarged with “the Airline of the Islamic Republic of Iran,” and the airplanes’ livery was changed at large expense. It became impossible for knowledgeable and experienced executives to continue their work, and inexperienced, in many cases incompetent, outsiders were hired for important positions. The loss of qualified CEOs was accompanied by the devastating loss of experienced middle-managers and well-trained, specialized personnel. The collective dismassal of qualified employees for political reasons discouraged the remaining workforce, many of whom quit or took early retirement.
Since 1980 the turnover of CEOs has been high. Yet most CEOs were not professional managers with previous experience in the airline business, and so they were actually trained on the job. Usually they were replaced before they had had any real opportunity for applying their new knowledge to their company. Moreover, none of these CEOs ever introduced a strategic plan for the Iran Air’s long term growth and development, since all of them were only involved with the company’s day to day operations. Since Iran Air, like most of Iran’s industries, was dependant on access to the U.S. market for the maintenance of its technical equipment, the absence of a contingency plan ensured that the company’s operations were severely crippled by the economic sanctions which followed the collapse of Iran’s diplomatic relations with the U.S.A.
After the ceasefire agreement of 1988, the demand for air travel services enormously increased. Since the two state-owned airlines Iran Air and Āsemān (the former Pars Air) seemed incapable of meeting the abrupt demand, the Iranian government changed the law and established such low standards that interested parties could much more easily set up new commercial airlines. Since it was possible to obtain an airline license from the government for the investment of a mere 2 billion rial, many opportunist investors immediately applied for airline licenses and before long at least 14 new Iranian airlines had been founded. Iran has now an unprecendented large number of commercial airlines of both private and state ownership, though neither Iran Air nor most of the other airlines are profitable. Many are losing money, and they are creeping towards bankruptcy since their finances are in an alarming state.
The expansion of the domestic air travel ensured that more destinations were served and flight frequencies increased. In the long term, however, this hasty expansion produced chaos in Iran’s air transportation service because the new laws provided inadequate regulation and insufficient enforcement of industry standards. Every airline’s most important asset, the safety of its passengers, crew and aircraft, was jeopardized and so the overall quality of service has continually deteriorated. The number of passenger complaints is greater than ever because of the appallingly poor quality of the airport and in-flight services.
Most of the new airlines leased or purchased obsolete aircraft of the former Soviet republics, and travelers have become used not only to disarray and dissatisfaction but also to disasters and the loss of human life. Frequent accidents and human fatalities have given the Iranian airline industry one of the worst reputations in the world, although Iran Air was for many years recognized as the world’s safety champion. On 21 January 1980, the first fatal airplane accident after the revolution claimed 129 lives. The most disastrous accident occurred on 3 July 1988, when the Iran Air Airbus 655 was shot down over the Persian Gulf and 290 people perished. The inacceptable state of the civil aviation industry has become the subject of acute criticism by the Iranian public.
Nur-al-Din ʿAlā’i, Az mongolfira tā šāh, Tehran, 1952.
ʿAbbās Aṭrvaš, Tāriḵča-ye hawāpeymāʾi-e bāzagāni dar Irān, Tehran, 2007.
Qahramān Mirzā Sālur ʿAyn-al-Salṭana, Ruznāma-ye ḵāṭerāt, ed. Masʿud Sālur and Iraj Afšār, 10 vols., Tehran, 1995-2001; continuous pagination of vols. I-X.
Paul Eddy et al., Destination Disaster: From the Tri-Motor to the DC-10 – The Risk of Flying, New York, 1976.
Joseph S. Iseman, Nine Months on a Flying Carpet, New York, 1991.
Ḥosayn Maḥbubi Ardakāni, Tāriḵ-e moʾassasāt-e tamaddoni-e jadid dar Irān, 3 vols., Tehran, 1975-89; 2nd ed., 3 vols., Tehran, 1992-97.
Morteżā Ṭolūʾi, Tāriḵ-e niru-ye hawā’i šahanšahi-ye Irān, Tehran, 1976.
Originally Published: November 5, 2010
Last Updated: August 17, 2011 | aerospace |
https://www.developingtelecoms.com/telecom-technology/satellite-communications-networks/8279-gilat-delivering-broadband-solutions-to-isro-s-gsat-11-satellite.html | 2019-06-20T04:24:48 | s3://commoncrawl/crawl-data/CC-MAIN-2019-26/segments/1560627999130.98/warc/CC-MAIN-20190620024754-20190620050754-00104.warc.gz | 0.893808 | 235 | CC-MAIN-2019-26 | webtext-fineweb__CC-MAIN-2019-26__0__214883925 | en | Gilat Satellite Networks has won a multi-year contract to provide equipment and services for broadband connectivity over ISRO’s GSAT-11 across India.
Larsen & Toubro (L&T), an Indian multinational company engaged in technology, engineering, construction, manufacturing and financial services, chose Gilat to supply the ground segment and operate four gateways.
The Indian Space Research Organisation (ISRO) launched the multi-spot beam satellite GSAT-11 last month to provide broadband coverage over India’s mainland and islands, boosting connectivity to rural India. The organisation chose L&T to supply, install, commission, and maintain GSAT-11’s ground system network. The satellite will enhance public welfare systems like e-banking, e-health, e-governance as well as provide a platform to demonstrate new generation applications.
L&T chose Gilat’s multi-application SkyEdge II-c platform to deliver broadband services across the country. Gilat’s hubs will be placed and operated in the following main and diversity gateway sites in India: Ranchi, Delhi, Ahmedabad and Bangalore. | aerospace |
https://www.xilinx.com/alliance/memberlocator/1-1asdebz.html | 2024-04-14T00:34:22 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296816863.40/warc/CC-MAIN-20240414002233-20240414032233-00699.warc.gz | 0.837028 | 425 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__107605037 | en | IngeniArs is an Italian SME company with expertise in digital electronics and embedded systems. IngeniArs portfolio includes:
- Intellectual properties (IP-core) implementable on ASIC and FPGA technologies including all the AMD FPGA families.
- Test-equipment/software in order to simplify systems verification during the development phase. Such test equipment are built on custom boards including the AMD Zynq FPGA System on a Chip family.
- Design services: FPGA and ASIC system design following customer specifications. Most of our customers are requesting AMD FPGA as a target
The company is particularly active in the aerospace business providing design services in several space missions funded by the European Space Agency such as, Meteosat Third, Generation, Copernicus Sentinel 3, FLEX, PLATO and EUCLID.
- IP-core: intellectual property microcells for the realization of high-speed reliable communication link (SpaceWire, SpaceFibre, CCSDS 131.2-B) on board of satellites
- Test Equipment:
- SpaceWire / SpaceFibre Analyser Real-Time (SpaceART) : standalone device driven by a PC for the functional verification of the interconnections, the standard compliance and the fault-tolerance of the communication subsystems on-board of satellite. SpaceART is available with Ethernet, cPCI, PCIe, PXI interfaces.
- SpaceWire / SpaceFibre Analyser PXI: devices with the same features of the SpaceART, completely embeddable into National Instruments PXI equipment, that represent the state of the art for the implementation of verification environment in the aerospace sector.
- Test Software:
- SpaceWire / SpaceFibre Network Simulator: this allows simulation of complex, mixed SpaceWire / SpaceFibre networks.
- SCCC SW EGSE: this is fully compliant with CCSDS 131.2-B standard and simulates the entire communication from the transmitter to the receiver | aerospace |
https://thesponge.net/think-youre-big-wont-believe-small-actually/ | 2018-12-16T06:06:40 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376827281.64/warc/CC-MAIN-20181216051636-20181216073636-00206.warc.gz | 0.952297 | 384 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__154570231 | en | Currently on its way to rendezvous with the asteroid Bennu; pictured above by NASA’s OSIRIS-REx spacecraft is a view of how our planet and moon appear at around 3 million miles away.
The image shows us what we look like around 13 times the distance between us and the moon.
Should the mission be successful, the asteroid Bennu may provide scientists with samples that could contain organic materials. This would give us a glimpse of the early stages of life, as we continually strive to figure out where we came from. Asteroids are generally from the early formation of our universe, so there is no telling what could be found.
‘But while the spacecraft might tell us some things about where we have been and where we are headed, it also can remind us of where we are right now,’ said NASA.
Being the little spaceship that carries on giving; as the OSIRIS-REx first left Earth it took a fantastic image of our little spec of dust with impressive detail.
‘Visible in this image are the Pacific Ocean and several familiar landmasses, including Australia in the lower left, and Baja California and the southwestern United States in the upper right.’ Said a post by a NASA spokesperson.
I think we can all agree that working for NASA is one of the best jobs you could hope for. As a young boy didn’t we all play with rockets and dream of going into space?
With us already playing with rockets and hovering above the Earth in a space station, it can only be a matter of time before we get to fully explore our solar system, perhaps even discover long theorized life on Europa, Jupiter’s moon.
Should the OSIRIS-REx mission be a success, the spacecraft should return to Earth no later than 2023 with samples extracted from the asteroid. | aerospace |
https://cybersolarium.org/events/securing-space-addressing-the-cyber-risk/ | 2024-02-23T20:50:03 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947474445.77/warc/CC-MAIN-20240223185223-20240223215223-00391.warc.gz | 0.878112 | 148 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__184928099 | en | Space systems are vital to U.S. national security and economic prosperity and adversaries are testing capabilities to destroy them. Panelists discuss space systems as critical infrastructure.
The Honorable Mike Rogers
Former Congressman and Chair
U.S. House Permanent Select Committee on Intelligence
Lt. Gen. Steven L. Kwast, USAF, Ret.
The Honorable Sue Gordon
Former Principal Deputy Director
Office of the Director of National Intelligence
RADM (Ret.) Mark Montgomery
Senior Director, Center on Cyber and Technology Innovation
Foundation for Defense of Democracies
Director, McCrary Institute
The CSC 2.0 report, “Time to Designate Space Systems as Critical Infrastructure,” is available here. | aerospace |
http://selfielate.info/Cvg%20Flight%20View | 2021-06-22T14:02:49 | s3://commoncrawl/crawl-data/CC-MAIN-2021-25/segments/1623488517820.68/warc/CC-MAIN-20210622124548-20210622154548-00567.warc.gz | 0.79183 | 1,380 | CC-MAIN-2021-25 | webtext-fineweb__CC-MAIN-2021-25__0__14146975 | en | Check Cincinnati Airport CVG airport delay status, CVG flight arrivals and CVG flight departures with FlightView's CVG flight tracker and CVG airport tracker tools. Check Cincinnati Airport CVG airport delay status, CVG flight arrivals and CVG flight departures with FlightView's CVG flight tracker and CVG airport tracker tools. Mobile Flight Tracker Travel Tools Products & Services Sign Up Log In. CVG Limos This website stores cookies on. CVG Roadway Updates. CVG continues to grow and enhance its facilities & infrastructure to best serve our many customers. Click the button for details on roadway updates to CVG Airport as of 8/19/2019. © 2008 - 2019 Cincinnati/Northern Kentucky International Airport. All Rights Reserved.
FlightView Web Fids. Flight Status. Click the Arrival or Departure headings to locate your specific flight. Clicking on individual flights reveals detailed information.
See all routes, airlines and scheduled direct non-stop flights from Cincinnati Northern Kentucky International CVG. Find detailed information for each departure 9 months ahead and explore all 47 destinations with our smart search tool and route map. Airport Viewer Welcome to Mosaic ATM’s Airport Viewer! Airport Viewer provides surface situational awareness for 41 airports recently added CVG, MCI, MSY, PIT in the National Airspace System by leveraging Airport Surface Detection Equipment, Model X ASDE-X data. Look up the flight status info of any flight in North America and see live flight tracking maps with flightview's real time flight tracker.
Flight Tracker - Track Flights and check Flight Status for flight arrivals and flight departures with flightview's Flight Tracker. 18/12/2019 · Cincinnati Northern Kentucky International Airport, CVG/KCVG, United States - View live flight arrival and departure information, live flight delays and cancelations, and current weather conditions at the airport. See route maps and schedules for flights to and from Cincinnati and airport reviews. Flightradar24 is the world’s. Cincinnati/Northern Kentucky International Airport Hebron, KY [KCVG / CVG] flight tracking arrivals, departures and en route flights and airport status with maps and graphs. 14/03/2019 · Cincinnati Northern Kentucky International Airport, CVG/KCVG, United States - View live flight arrival and departure information, live flight delays and cancelations, and current weather conditions at the airport. See route maps and schedules for flights to and from Cincinnati and airport reviews. Flightradar24 is the world’s. Cincinnati Northern Kentucky Intl., also known by IATA International Air Transport Association code CVG and ICAO International Civil Aviation Organization code KCVG, offers flights from multiple airline carriers to many popular global destinations.
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View airport delay status for airport Cincinnati, OH CVG on iPhone Android BlackBerry Palm or any mobile phone. Fare Deals. The special discounts below are offered by the carriers serving CVG and collected here by. Seats at these prices are limited and typically sell out quickly. Check back often because the deals are updated frequently. As with any special offer, restrictions may apply. Get airfare alerts for flights from Cincinnati. Set your target price, destination, and travel dates, and we'll send you an alert if we find cheap flights from Cincinnati that meet or beat your target price. Orbitz Deals E-mail can help you catch discount flights from Cincinnati, too. An entire support team for your flights.
United - Cincinnati CVG to Chicago ORD on 5/10 leaving at 3:35 pm and returning on 5/14 at 3:56 am for only $149 per person. How busy is the CVG airport? Cincinnati/Northern Kentucky Airport CVG has 596 flights every month. Prices vary and will be updated when you view current flight. Flights to Morning View CVG: Search on Orbitz for cheap Morning View flights, airlines, and airfares to Morning View. CVG Arrivals Track the current status of flights arriving at CVG Cincinnati/Northern Kentucky Airport using FlightStats flight tracker.
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Album Di Natale Di Dustin Kensrue | aerospace |
https://www.melbournegoldcompany.com.au/buy-bullion/1oz-perth-mint-moon-landing-50th-anniversary-9999-minted-gold-coin-info.php | 2021-11-30T09:24:07 | s3://commoncrawl/crawl-data/CC-MAIN-2021-49/segments/1637964358966.62/warc/CC-MAIN-20211130080511-20211130110511-00045.warc.gz | 0.87731 | 175 | CC-MAIN-2021-49 | webtext-fineweb__CC-MAIN-2021-49__0__148485311 | en | 50TH ANNIVERSARY OF THE MOON LANDING - Rare Coin
Celebrate the 50th anniversary of the first manned Moon landing with this thoughtfully designed gold bullion coin.
On 20 July 1969 humanity collectively held its breath as astronaut Neil Armstrong took mankind’s first steps on the Moon after emerging from United States spacecraft Apollo 11’s Lunar Module Eagle. An estimated 600 million people across the world watched the momentous event on TV – thanks in part to Australia’s CSIRO Parkes radio telescope and NASA’s Honeysuckle Creek tracking station near Canberra.
The coin’s reverse honours the historic achievement with a representation of the Lunar Module Eagle landing on the Moon behind a large boot print on the Moon’s surface. The Australian legal tender coin has a limited worldwide mintage of 15,000. | aerospace |
https://variationsonnormal.com/2019/06/20/invention-in-the-space-station/ | 2023-05-29T21:45:50 | s3://commoncrawl/crawl-data/CC-MAIN-2023-23/segments/1685224644913.39/warc/CC-MAIN-20230529205037-20230529235037-00284.warc.gz | 0.93366 | 358 | CC-MAIN-2023-23 | webtext-fineweb__CC-MAIN-2023-23__0__222726090 | en | As some people here know I started an organisation called Little Inventors to inspire children to become the creative thinkers of the future. We ask children to think up invention ideas, draw them then we ask skilled makers to turn the most interesting into real things for exhibition. Recently, Little Inventors teamed up with the Canadian Space Agency to set a ‘Life in space’ invention challenge. Over 3000 ideas were sent in and over 20 were made into prototypes and models. Amazingly the astronaut Davis Saint Jacques did a live video link from the International Space Station to assembled young inventors at the Canada Wide Science Fair. 2019. See some pictures below of some of the ideas…
It was great to see a child’s invention drawing on a Little Inventors drawing sheet floating around the Space Station.
This was an idea to make life more fun and also to get around the moon quicker, a roller coaster on the moon
I made this into a model with a crank to turn the moon…
The great designers based in Canada, Radical Norms made a brilliant version of the space suit for pets by Ella age 11.
Designer James Plant made 3 objects including these working space tool gloves, an idea by Eimaan age 10.
This is an amazing collaboration between Opal age 12 and expert animator and model maker Chloe Rodham.
The live video link from the International Space Station by astronaut David Saint Jacques for the final presentation of winners of the Little Inventors Life in Space challenge.
To see more visit this page on the Little Inventors website here.
The project was brought to Canada by NSERC.
For more info on Little Inventors and see over 10000 invention ideas visit www.littleinventors.org | aerospace |
https://www.iwantoneofthose.com/gift-experience-days/double-land-away-flying-lesson/11480023.html | 2019-03-19T15:22:43 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912201996.61/warc/CC-MAIN-20190319143502-20190319165502-00250.warc.gz | 0.930573 | 396 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__39494348 | en | Subtotal: ( items in your basket)
Average connection time 25 secs
Enjoy the best of both worlds with a high-flying aerial adventure which includes both a passenger flight and 30 minutes of hands-on flying time. Available at a choice of great airfields across the UK, this flying experience is tailor-made for anyone who is looking to get a taste of what piloting a plane is all about. Kick things off with a safety briefing and an introduction to the controls of the light aircraft before taking to the skies for two thrilling 30 minute flights. Take turns at being passenger and pilot - soak in sensational bird's-eye views of the local countryside and when it's your turn, take over the reins to glide the aircraft through the clouds with guidance from a professional instructor. Chocks away!
Any Important Stuff
Min age is 14. Max weight is 15 stone, max height is 6'5''. For security reasons, photographic ID (ideally a passport) MUST be produced on the day to be permitted to fly. Wheelchair users are welcome.
Most weekends throughout the year, excluding the Christmas and New Year period. Please book in advance to avoid disappointment.
Lasts around two hours including a briefing and two 30 minute flights (one as a passenger and one as honorary pilot).
Numbers On The Day
Share the flight with up to one other, plus an instructor.
Spectators are welcome to watch the take-off and landing. A pair of binoculars or a camera comes in handy.
Please bear in mind that inside the aircraft can get quite warm. Sunglasses are recommended all year round.
Takes place in East Yorkshire, Lancashire, Bristol City, the West Midlands, County Durham, Hertfodshire, Gloucestershire, Merseyside, Bedfordshire and Berkshire.
There are currently no reviews.
Write a review to be in with a chance of winning a £100 voucher. | aerospace |
https://www.travelingcheesehead.com/a-fascinating-look-at-nasas-mobile-quarantine-facility-mqf/ | 2024-04-17T22:21:48 | s3://commoncrawl/crawl-data/CC-MAIN-2024-18/segments/1712296817181.55/warc/CC-MAIN-20240417204934-20240417234934-00038.warc.gz | 0.953318 | 2,605 | CC-MAIN-2024-18 | webtext-fineweb__CC-MAIN-2024-18__0__154864053 | en | We may earn money or products from the companies mentioned in this post. This helps support what we do and in no way costs you a thing.
I am fascinated by so many different things – that is one of the reasons I love to travel so much. It is always the quirky things that intrigue me, like shot towers or even mortgage brag buttons (more on the last one soon)!
In February, I went to the Southern Travelers Explore conference and got to play in beautiful Huntsville, Alabama. On our first night, we had our opening event at the U.S. Space and Rocket Center, hosted by the Huntsville – Madison County CVB.
We were treated to hors d’oeuvres, drinks, a fun show at the planetarium, and then a walk through the facility as well as a chance to listen to the four docents – who actually worked on the tech behind the scenes for the Apollo space missions.
I hung with Kenny Mitchell and was amazed at his knowledge – that man had done so much at a time when a computer would take up an entire large room and used punch cards!
One thing he showed us was an Airstream trailer – which I thought was totally out of place with lunar buggies, space pods, etc.
And then I had to know more! Quarantine? They thought ahead enough to prepare for a post-flight quarantine? We sure as heck knew about that after almost 2 years of Covid-19.
I had to dig deeper.
Afraid of the Unknown
Over 50 years ago, no one knew what to expect when humans first visited the Moon. Scientists feared that astronauts returning from the Moon might carry back “unwanted passengers”— deadly lunar microbes that would quickly spread throughout the Earth’s population. As a result, the National Academy of Sciences sought a way to isolate the Apollo astronauts upon their return from a series of planned Moon landings.
Accordingly, NASA established the Mobile Quarantine Facility (MQF), a converted Airstream trailer. The MQF served as a quarantine for astronauts and their samples returning from lunar landing missions. Following lunar landing missions, the MQF accommodated astronauts and support crews for the first few days after splashdown.
NASA flew the MQF to Houston after the aircraft carrier arrived, where the crew would spend the remaining 21 days of quarantine in the Lunar Receiving Laboratory (LRL) at the Manned Spacecraft Center.
Why Did Scientists Think They Needed MQF?
In the early 1960s, humans began a process of achieving a technological and historical milestone as NASA prepared for the Apollo missions to take humans to the Moon. However, scientists didn’t know what the astronauts would find there at the time.
Among the fears, scientists worried that the astronauts might return to Earth bearing some exotic and strange microbe or organism living on the Moon and wipe out all life on Earth. The scientists took the prospect of catastrophic contamination that humans’ immune systems couldn’t fight seriously. Hence, they decided that the returning astronauts would have to be quarantined for a while to see if they developed any “moon disease.”
In 1963, a special subcommittee of the Space Science Board of the National Academy of Sciences suggested that NASA should create a quarantine program. They also established an Interagency Committee on Back Contamination (ICBC) in 1966 and included the federal agencies responsible for protecting public health, agriculture, and other living and natural resources.
The agencies included were; the U.S. Department of Interior, U.S. Public Health Service, and U.S. Department of Agriculture. By late August 1966, the agencies in conjunction with NASA agreed that NASA could employ a “mobile quarantine facility.”
In June of 1967, NASA granted Melpar, Inc., of Falls Church, Virginia, the contract to develop and build the four MQFs. The project manager in charge was Lawrence K. Eliason.
NASA modified four Airstream trailers as quarantine facilities for use in Apollo missions. The mobile quarantine facility (MQF) was one of four built by NASA for astronauts returning from the Moon.
How Was MQF Built?
At a total cost of $250,000, NASA developed four MQFs. The MQF was roughly 6 tons and measured 35 feet long, 9 feet wide, and 8.5 feet tall. The MQF was essentially a motor home without wheels, with an aluminum skin, large specially-sealed windows, a living room, bedrooms, bathroom, and a kitchen.
NASA fitted each MQF with a complex “under pressure” system, in which the air pressure inside the trailer was kept slightly lower than the normal atmospheric pressure outside. Reason: if a leak developed, the higher air pressure outside forced its way in, preventing any potentially-contaminated air from escaping from inside.
Air coming in and out of the trailer’s breathing system traveled through a long line of filters and scrubbers, which used various decontaminating chemicals to sterilize it.
The MQF also had communications equipment that the astronauts used to communicate with their loved ones. After splashdown, the Apollo 11 crew utilized this technology to communicate with President Nixon, who personally welcomed them back to Earth aboard the recovery ship USS Hornet in July 1969. Some say it looked like a vacation trailer; well, it was!
How Quarantine Was Supposed to Work
NASA set the quarantine to avoid the spread of any contagions brought back from the Moon. The process began even before the astronauts landed.
A US Navy helicopter from the aircraft carrier Hornet, piloted by Commander Don Jones, flew to meet the Apollo Command Module. It floated to the Pacific on its red and white parachutes. Jones and his crew wore “BIGs,” or “Biological Isolation Garments,” sealed with anti-contamination outfits.
As soon as the astronauts splashed down and opened the hatch to the Command Module, divers tossed them a set of BIGs, which they had to put on before exiting the capsule and boarding the helicopter for transportation back to the Hornet.
The three Apollo 11 astronauts were free to remove their BIG suits once inside the Mobile Quarantine Facility. A NASA doctor William Carpentier followed them inside, where he would keep an eye on the crew’s health during the quarantine period. The MQF worked by keeping the internal pressure low and filtering any released air.
President Richard Nixon visited the astronauts once they settled into the MQF and spoke with them by phone through the window. And once they arrived in Texas, the astronauts were finally able to talk to their wives and families by phone through the window.
The MQF was then trucked to the Lunar Receiving Laboratory. After 65 hours inside, the crew was finally able to exit the trailer and enter specially-built self-contained quarantine quarters. The astronauts remained quarantined inside the Lunar Receiving Laboratory for another two weeks.
According to NASA procedure, everything inside the spacecraft, including the spacesuits, equipment, tools, and the lunar soil and rock samples, had to be quarantined in case they carried space diseases. These items were transported to the Lunar Receiving Laboratory in sealed containers, followed by the sealed spacecraft.
After completing the operation of emptying the Command Module, NASA engineer John Hirasaki joined the astronauts on the Hornet—inside the Mobile Quarantine Facility. At the end of the 21-day quarantine, the astronauts and the NASA engineer earned a clean bill of health and left quarantine. The moon samples and equipment remained quarantined for another week.
The crews of Apollo 11, 12, 13, and 14 used the Mobile Quarantine Facility. After Apollo 14, astronauts no longer needed the use of MQFs because it was proven that there was no life (and thus no germs) on the Moon.
The Whereabouts of The MQFs
NASA produced and delivered four MQFs, but only three housed the crews of the first three lunar missions. The fourth MQF remained unused.
Three of the four Mobile Quarantine Facilities created during the Apollo Moon landings still survive. “After years of neglect, one of the units is gone,” says Allan Needell, curator of the Smithsonian’s National Air and Space Museum’s Apollo collection (NASM). “The other three, on the other hand, have made it.”
The MQF, which housed Apollo 11 astronauts Neal Armstrong, Michel Collins, and Buzz Aldrin, was put on public display at the United States Space & Rocket Center for around 30 years until being “called home” by the Smithsonian Institution. The Steven F. Udvar-Hazy Center near Washington Dulles International Airport presently has it on exhibit.
Experts disassembled the Apollo 13 MQF to inquire what caused its oxygen tank explosion. Paris displayed the external shell. The inner components were reconstructed into one of NASA’s boilerplate test modules and displayed at the Louisville Museum of Natural History and Science until 2000. At the Kansas Cosmosphere & Space Center in Hutchinson, Kansas, the shell and interior were reassembled and displayed together for the first time.
Today, Apollo 14 is the first mission on which all astronauts are no longer alive. The capsule is on exhibit at Kennedy Space Center’s Apollo/Saturn V Center after being on display at the United States Astronaut Hall of Fame near Titusville, Florida, for several years.
The Apollo 12 MQF trailer logged a circuitous route since being sold by NASA as surplus and has spent the last two decades lost.
The Lost and Found Mobile Quarantine Facility
According to records, NASA turned Apollo 12 MQF to the Center for Disease Control (CDC) in the mid-1970s. The MQF’s work was to carry scientists back to the United States after exposure to a severe virus in Sierra Leone.
After several years in storage, the CDC handed Apollo 12 MQF over to the Georgia Department of Forestry for use as a mobile command center. Later, they reported it destroyed in a fire. For years, no one could refute the allegation, and many considered that the Apollo 12 MQF was forever lost. Until March 2007, the USSRC received an email from Dr. Johnson.
Dr. Paul Johnson, then Director of the Alabama Department of Conservation’s Aquatic Biodiversity Center in Marion, says he felt there was more to the trailer than officials realized at once he saw it. Dr. Johnson, a space enthusiast, had seen the Apollo 11 MQF on exhibit at the U.S. Space & Rocket Center and immediately recognized the Marion trailer as being similar.
The documentation trail for the unit appeared in the days that followed. The USSRC learned that the CDC transferred the MQF to the USGS’s Biological Resources Division in the early 1990s. That’s how it made its way to Perry County and the USGS fish hatchery in Marion, which was closed in 1995.
The United States transferred ownership of the old hatchery, including the property, buildings, and associated equipment, to the state of Alabama began efforts to convert the site into a research facility to study endangered aquatic species in 2006. Dr. Johnson was appointed to the position at the beginning of 2007 when he recognized the MQF.
After the ownership of the MQF was officially transferred to the U.S. Space & Rocket Center, the USSRC moved the unit to Huntsville and stored it until its restoration.
The Apollo 12 MQF is now on display at the U.S. Space & Rocket Center, where I got an up-close and personal view.
Places To Stay Nearby
Check out Huntsville for yourself
Don’t take my word for it, though; check out the U.S. Space and Rocket Center and soooo many other cool things for yourself when you visit! Here are a few other things we checked out:
- Harrison Brother’s Hardware of Huntsville Alabama: Why You Need to Check Out This Store
- 106 Jefferson Hotel of Huntsville Alabama: History, Luxury, and More
- The Woman Behind the Weeden House Museum of Huntsville Alabama
- A Fascinating Look at NASA’s Mobile Quarantine Facility (MQF)
- Explore the INTUITIVE Planetarium: A Guide to Huntsville’s Unique Space Adventure
- Burritt on the Mountain: An Open Air Museum Worth a Visit | aerospace |
https://sancjob.edongho.com/mission-of-honor.html | 2021-05-11T04:43:10 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243991641.5/warc/CC-MAIN-20210511025739-20210511055739-00180.warc.gz | 0.660436 | 477 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__38271842 | en | Mission Of Honor
Telecharger mission of honor fichier online vostfr francais
Directed by David Blair. With Iwan Rheon, Milo Gibson, Stefanie Martini, Krystof Hádek. The exploits of 303 Squadron RAF during the Battle of Britain. Hurricane (a.k.a. Hurricane: 303 Squadron and 303: Bitwa o Anglię in Poland and Mission of Honor in the United States) is a 2018 biographical war film drama, . . trailer for Hurricane starring Iwan Rheon! Let us know what you think in the comments below. ▻ Buy Tickets to . Mission of Honor is the story of a group of brave Polish pilots known as Squadron 303 who fought in the skies over England in WW2, not just to keep Great . Mission of Honor. 2019TV-MA 1h 46m20th-Century Period Pieces. As Hitler's Nazis threaten to take command of Britain's skies, a squadron of Polish pilots arrives to aid the Royal Air Force against a mutual enemy. Starring:Iwan Rheon, Milo Gibson, Stefanie Martini. Mission of Honor. 2019TV-MA 1 h 46 minDrames inspirés de faits vécus. As Hitler's Nazis threaten to take command of Britain's skies, a squadron of Polish pilots . Mission of Honor is the story of Hurricane Squadron 303, a group of brave pilots who fought in the skies over England in WW2 during the Battle of Britain. Amazon.fr - Achetez Mission Of Honor à petit prix. Livraison gratuite (voir cond.). Retrouvez infos & avis sur une large sélection de DVD & Blu-ray neufs ou . Iwan Rheon and Milo Gibson star in the action packed Mission of Honor, the story of Hurricane Squadron 303, a group of brave pilots who fought in the skies .
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https://ecoschmico.wordpress.com/2015/07/01/solar-impulse/ | 2018-06-17T23:48:48 | s3://commoncrawl/crawl-data/CC-MAIN-2018-26/segments/1529267859904.56/warc/CC-MAIN-20180617232711-20180618012711-00327.warc.gz | 0.876089 | 173 | CC-MAIN-2018-26 | webtext-fineweb__CC-MAIN-2018-26__0__87849060 | en | EXPLORATION TO CHANGE THE WORLD
The Solar Impulse pioneers have set out to achieve something that still seems impossible today: the First Round-The-World Solar Flight, powered only by the sun, with no fuel or polluting emissions.
Our aim: Bertrand Piccard and André Borschberg do not plan to revolutionize the aviation industry but instead to demonstrate that the actual alternative energy sources and new technologies can achieve what some consider impossible. Solar Impulse wants to mobilize public enthusiasm in favor of technologies that will allow decreased dependance on fossil fuels, and induce positive emotions about renewable energies.
Solar Impulse also wants to encourage and inspire each and every one of us to become pioneers and explorers in our own lives, and to invent a brighter future.
Follow their journey: http:// www.solarimpulse.com | aerospace |
http://europeanstreets.blogspot.com/2010/03/nasa-satellite-valencia.html | 2017-04-24T19:03:28 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917119782.43/warc/CC-MAIN-20170423031159-00342-ip-10-145-167-34.ec2.internal.warc.gz | 0.952642 | 322 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__4540933 | en | In July 2010, new headquarters for the European space station will be installed in Valencia (Spain). This is a high-power laboratory that will detect breakdown messages and will examine problems of microwave circuits of the satellites and the space vehicles. It is hard to imagine, isn’t it? This is the perfect occasion to learn something about satellites…
Houston, we have a problem!
It is difficult to understand what actually happens in the space. What are these flying machines? They are man-made objects that surround the earth in different orbits. Some follow the path of the Equator, others pass through the poles and some move at the same speed as the earth. The so-called geostationary ones allow us to watch television, for example.
Each one has a special and a spatial function: for example, as meteorological or astronomical observation, mapping, telecommunications… Some satellites can accommodate a couple of scientists, such as the MIR station for example. And for history facts, the first artificial satellite was launched on October 4th, 1957 by Russia and was called Spoutnik 1. From this date onwards, the U.S. and Russia have fought over the first place in space communications. Spoutnik 2 was the first satellite with a living creature launched (the dog Laika). The first American satellite was the Explorer 1, launched in 1958.
Now that you know a little more about what happens in outer space, relax with a blanket watching the stars from a beach in Valencia. If you rent Apartments in Valencia, you will ensure an economic and enjoyable stay. | aerospace |
https://horseservice.com/export/ | 2022-12-09T13:32:45 | s3://commoncrawl/crawl-data/CC-MAIN-2022-49/segments/1669446711396.19/warc/CC-MAIN-20221209112528-20221209142528-00407.warc.gz | 0.96453 | 161 | CC-MAIN-2022-49 | webtext-fineweb__CC-MAIN-2022-49__0__108095987 | en | KLM is the only airline operating flights with a Boeing 747-combi. The advantage is that passengers can take their horses along as cargo in the same aircraft. There can be a maximum of seven stables on-board, in other words 20 horses (there may be only 2 horses in the last position because of the weight). All combi-flights are direct flights without any stopovers. This is the most ideal for horses, because the takeoff and landing are the most stressful times of the flight.
A second airline that HSI works with weekly, which is also a subsidiary of KLM, is Martinair Cargo. This company has years of experience in the field of horse transport and has strong routes to South America and the Middle East. Martinair flies horses for us to Miami. | aerospace |
https://www.ethionewsflash.com/index.php/2018/02/15/engine-cover-blows-off-on-united-airlines-flight/ | 2019-08-19T02:35:23 | s3://commoncrawl/crawl-data/CC-MAIN-2019-35/segments/1566027314638.49/warc/CC-MAIN-20190819011034-20190819033034-00256.warc.gz | 0.980714 | 379 | CC-MAIN-2019-35 | webtext-fineweb__CC-MAIN-2019-35__0__92816529 | en | High over the Pacific Ocean on Tuesday, the casing blew off one of the engines on United Airlines Flight 1175.
Passengers heard a loud bang and felt the plane shake violently. Those seated on the right side looked out their windows and saw pieces of metal flying. By the time the plane touched down safely in Honolulu around 40 minutes later, the engine was bare, its innards on full display.
It was not clear as of Tuesday evening what had caused the malfunction. Ian Gregor, a spokesman for the Federal Aviation Administration, said the agency was investigating.
Haley Ebert, who was in a window seat above the right wing, said she had raised her window shade after hearing a “huge bang” that she likened to a gunshot.
“Everyone on our side flung open their windows just to see what it was,” Ms. Ebert said in a phone interview. “The casing to the engine had sort of flown off. There were pieces flying into the ocean, nuts and bolts flying out a little bit. A bolt hit the wing, and it just made this huge bam.”
Michael Nielson, seated in the middle section of the twin-engine Boeing 777, said flight attendants told passengers to return to their seats immediately and fasten their seatbelts. “The plane shook violently for the better part of five minutes,” he said in an email. Later, “the shaking subsided to constant, heavy vibration that stuck around for the rest of the flight.”
Ms. Ebert said the shaking was more intense than she had ever experienced, even on turbulent flights. “Back and forth, down one side and down to the other side,” she said. “The whole thing felt like it was a roller coaster going to go off the tracks.” | aerospace |
https://celebrityjacketsforsale.com/product/raf-fighter-weight-sheepskin-bomber-jacket/ | 2024-03-02T06:37:39 | s3://commoncrawl/crawl-data/CC-MAIN-2024-10/segments/1707947475757.50/warc/CC-MAIN-20240302052634-20240302082634-00473.warc.gz | 0.966985 | 111 | CC-MAIN-2024-10 | webtext-fineweb__CC-MAIN-2024-10__0__105678972 | en | RAF Fighter Weight Sheepskin Bomber Jacket
This exceptionally thick shearling sheepskin flying jacket was initially built in 1937 for the Royal Air Force (R.A.F.) with open cockpit fighters in mind. Because their flight jackets were too heavy for the cramped, enclosed cockpits of the Spitfire and Hurricane, these pilots had them altered to shed more wool, which increased their range of motion. This short sheared sheepskin version, light enough to wear with a jumper or other layering items, is a new offering from Cockpit USA. | aerospace |
http://vzombies.cf/forum1511-air-france-baggage-allowance-international-flights.html | 2018-05-20T19:44:22 | s3://commoncrawl/crawl-data/CC-MAIN-2018-22/segments/1526794863684.0/warc/CC-MAIN-20180520190018-20180520205937-00024.warc.gz | 0.863513 | 2,478 | CC-MAIN-2018-22 | webtext-fineweb__CC-MAIN-2018-22__0__62837012 | en | air france baggage allowance international flights
България Ер е националният въздушен превозвач на Република България. Основна цел на авиокомпанията е да предлага на своите клиенти услуги по въздушен превоз с най-високо качество, комбинирани с традиционното българско гостоприемство на борда на самолетите. Air France cabin bag size. Air France hand luggage weight allowance. Number of bags allowed on board. Cost to check in oversized hand luggage.Use the Air Frances baggage calculator to find out your exact baggage allowance for your next flight. Earlier, this baggage allowance was a maximum of one piece of the same weight.Pingback: Corporate Fliers with Air France Airlines Ticket Booking to Avoid Disruption due to France Strikes | Cheapest International Flights. International travel. Special assistance.Checked baggage allowances.Checked bag allowances have changed for flights to / from Brazil for tickets issued on or after February 1, 2018. Prepaid Excess Baggage for International Connecting FlightsIndiGo Domestic Sector connecting to IndiGo international sector or vice versa: IndiGos Free Baggage Allowance for International sector will be applicable. Visit Site View Image Report.
Images may be subject to copyright. If your baggage exceeds 158 cm (height length width) or the weight limit (up to 23 kg each, or 32 kg in the La Premiere or Business cabins), you must pay an extra fee. The Baggage Allowance for Air France International Flights by Teo Spengler Knowing your baggage allowance prevents surprises Each passenger traveling on an Air France flight is entitled to a free checked baggage allowance that corresponds to carriage in the hold, at no extra charge, of a quantity of baggage limited by number, weight and dimensions.Airbus A380 International Long-Haul 516PAX. Swiss International Airlines.New Air France bagggage regulations have simplified the baggage allowances for most flights, however there are still exceptions and special rules based on some departure and destination airports. Home » Companies » Air France » Search » Air France Overseas Baggage Allowance.air france weight limit international flights. If you have a connecting flight provided by another airline, please review and respect the baggage transport rules set by this airline. These rules may be different from the Air France baggage rules. Baggage allowance with partner airlines. If your Etihad Airways ticket itinerary includes flights operated by other airlines, different baggage rules may apply.Air France. Air France Baggage Allowance bring the info about cabin baggage, banned items, Animal Carriage -Read More on Akbar Travels blogs.Check-In Times for Oman Air International Flights. You are at: Flights » News » Air France baggage allowance 2013.If this is the kind of questions youre pondering over, then read on. Lets start off with cabin baggage. Air France Hand baggage.
The baggage allowance for air france international flights. to avoid airline baggage fees more leeway than domestic flights, although on air france The information below is intended for reference purposes and only applies to flights provided by air france the air france baggage fees France.If a trip involves flights by carriers other than Aeroflot, including code-sharing flights, the free baggage allowance is determined according to the rules of the routes lead carrier (detailed information is available from our contact centre). The rest is on OZ. Will I have to pay checked bag fees for UA? I thought I saw on another airline that you can have two checked bags on the domestic leg if you have an international destination, but not sure if thats the same on UA, or if I Air France.Air Senegal International. Air Serbia (Airline). Air Tahiti Nui.Turkish Airlines Excess Baggage allowance | fees in Domestic flights . The Baggage Allowance For Air France International Flights Image GalleryAir france carry-on baggage allowance international flightsImage gallery klm baggage allowance On the Boeing 777-300ER, Air France also provides a personal telephone for their passengers. For international flight passengers, baggage allowance is up to 23 kg and 2 x 23 kg bags on some destinations. Type (All) Airports Baggage restrictions Baggage security Booking Change Check In Checked baggage Excess baggage Flights Hand baggage Mishandled baggage Payment Program How to pay for additional Air France baggage allowance with Flying Blue Miles? Baggage allowances may vary according to route and cabin class please check the exact baggage regulations printed on your ticket.Passengers on UK and USA-bound Qatar Airways flights departing or transiting from Hamad International Airport with personal electronic devices must adhere Check-in Baggage. Cheap flights with Air France.Checked baggage allowances vary depending on your fare, but all items must be less than 158 cm square, or an extra baggage fee will be levied. International short flights from 16/06 - 10/09.Note for Aegean flights to/from Saudi Arabia and Iran: As stated in the " Baggage Allowance (Checked baggage)" section, the allowable limit forThis baggage policy applies only on flights operated by Aegean Airlines and Olympic Air aircraft. Emirates Flight Sale. Get upto 15 Discount on International Flights with Emirates.If a passenger is carrying extra baggage weight they have to pay additional charges at the airport as per the fees prescribed in the Air France Baggage Allowance policy. The Air France rules apply to all flights until your final destination.Do you want to transport more baggage items than permitted for your trip? Check the price of additional baggage allowance and purchase a Baggage Option. In the fullness of time, my list of necessities has grown and, along with it, my interest in airline baggage allowances. Fortunately for overseas travelers, international flights offer more leeway than domestic flights, although on Air France, like most carriers Air France Baggage Allowance. Flight Route. Seat Class.Air France is a subsidiary of Air FranceKLM Group, as well as a member of the global airline alliance, SkyTeam. The airline currently serves flights to 36 domestic destinations in France and 168 international destinations in 93 Low Fares, Flights, Fleet, Check-in, Baggage, Schedules, and Flight Information in one Place.Air France Baggage allowance. Economy class allowance is one piece of luggage with a maximum weight limit of 23kg.Shaheen Air. Pakistan International Airlines. Pakistan International Airlines. Peach.You can also enter your flight information into the Air France baggage allowance calculator to verify your allowed number of bags. In case separate tickets are issued for routes within India with international connections, the baggage allowance shown on the domestic ticket will apply to routes within India on Jet Airways flights. For journeys between India and international destinations Air France Baggage Allowance Excess Luggage Fees.Two items weighing up to 70lb each can be checked in free of charge on roundtrips of which the 1st flight departs from Brazil. If travelling on a mini price fare, hold baggage must be paid for. France.On code-share flights checked baggage allowance defer to the operating carriers rules.The maximum checked single baggage weight for baggage on Air Astana flights is 32 kg /70 pounds.See also notices headed "Advice to International Passengers on Limitation of Liability" and "Notice of Baggage Liability Limitations". Baggage. Flight airport info. Cabins and in-flight services. Flying Blue. Best offers and promotions.Baggage Options. Back. Air France destinations and network. Arrivals - departures: flight status. All flight times.
Check-in deadlines. Where does Air France fly internationally? Visiting a country with Air France is a breeze. Weve rounded up the cheapest international flights Air France flies in February.You can also purchase an additional baggage allowance ahead of time online to receive a discount. Jet Airways tie up with Air France KLM. Jet fuel prices could effect airline profits.Today, I am going to answer the most asked questions on air india baggage allowance.NOTE: Free Baggage Allowance of International sector will be applied, if passenger is traveling on the Air India domestic Check in baggage. International Flights.For the purpose of determining the quantum of these charges, Air France has divided its flights into 8 different regional sectors and charges vary depending on whether the bags are overweight, oversized or more than free allowance. Checked Baggage Allowance for Domestic travel on Air India : Cabin class/ Flight.Passenger travelling on Air India domestic sector and connecting to Air India International sector or vice versa on the same ticket, the Free Baggage Allowance of International sector will be applicable. If youre travelling on a flight with Air France soon, you can find out everything you need to know about Air France baggage allowance, restrictions, fees and charges.Student Removals. International Shipping. Find Out About Air France Hand Luggage and the Air France Checked Baggage Allowance.- During online check-in, for departures from most airports and for flights provided on Air France aircraft Additional baggage items must not exceed 23 kg / 50 Home. Transportation. International Flight. Air France. Air France Baggage Allowance. International flights baggage allowance. Seat map. Worldwide timetable.International flights baggage allowance. (For Adults Children from 2 to under 12357 VIE 7:05 AM SGN 7:30 AM 1 A320/A350 CIY 18:25 CDG Codeshare flight with Air France. Air Shuttle. Charter flights. Group booking. Trade fairs and congresses.Prepare your baggage. Carry-on baggage. Find the cheapest flights and best airline deals with Air France on CheapTickets.ch: Always the best deals Easy Fast. Baggage allowance. Hand luggage. Baggage Options. Back. Air France destinations and network. Arrivals - departures: flight status. All flight times. Check-in deadlines. Compensation is counted in Special Drawing Rights (SDR), the unit of currency used by the International Monetary Fund (IMF). Book flights with Air France and compare prices with this international airline carrier.To help you find the right luggage information, we have provided links to all the key airlines baggage pages. View our airline baggage allowance guide here >. Compare Air France flight prices with other airlines. See Air France flights, routes and passenger information. Book directly - no extra fees.Baggage Allowances and Fees. Air France offer a fairly generous luggage allowance. Global China Germany Egypt France Indonesia India Jordan Kenya Malaysia Oman Philippines Thailand UnitedPlease note: Your free baggage allowance will remain as per your ticket rules.My first flight is with Oman Air but my onward flights are not, can I purchase additional baggage? International flights. For Flying Blue Silver, Gold and Platinum members, as well as SkyTeamYou purchased a Light fare ticket: your ticket does not include a checked baggage allowance.For baggage items with dimensions exceeding 300 cm / 118 in, please see the Air France Cargo site. Choose the fare type that suits you best, and only pay for the baggage you actually need. Your checked baggage allowance.Flex. 2 x 20 kg. International long haul flights. LowFare. | aerospace |
https://www.resilience.cloud/index.php/the-r-c-blog/64-new-korean-drone-laws | 2020-01-25T12:59:45 | s3://commoncrawl/crawl-data/CC-MAIN-2020-05/segments/1579251672440.80/warc/CC-MAIN-20200125101544-20200125130544-00412.warc.gz | 0.943076 | 2,045 | CC-MAIN-2020-05 | webtext-fineweb__CC-MAIN-2020-05__0__128323432 | en | New Korean Drone Laws
This article was originally published on February 8, 2017 and written by Michael Chang and Joongil Cho.
With the explosion of online shopping and home shopping in Korea, traditional methods of delivery of products are being constantly challenged.
As with other jurisdictions, the development of drones has raised a number of issues under law. The new Korean legislation aims to tackle some of these issues, however, many issues remain either unaddressed or unclear. The following is a look at some of these issues.
1. Applicable laws
Currently, drones are regulated as ‘ultra-light planes’ under the Aviation Act.
As of 30 March 2017, the Aviation Act will be abolished and replaced with the Aviation Security Act, the Aviation Business Act and the Airport Facility Act.
Relevantly, ultra-light planes will, in the main be regulated by the Aviation Security Act and the Aviation Business Act. Accordingly, we will briefly examine the provisions on the use of drones for business purposes under such legislation. Importantly, this new legislation is subject to the ‘devil in the details’ that will be set out in enforcement decrees and rules that are subordinate to these Acts and are yet to be fully developed. In this regard, the following will need to have regard to these subordinate regulations in due course.
The following summarizes the flow of applications that may need to be made, to operate an ultra-light plane business.
2. Registration of an ultra-light plane business
A person intending to run an ultra-light plane business must apply for registration with the Minister of Land, Infrastructure and Transport.(1) An ultra-light plane business means:
‘the business of commercially performing tasks designated by the Minister of Land, Infrastructure and Transport using unmanned aerial vehicles to meet others’ demands’.(2)
The requirements to be satisfied for registration include:
- SAFETY - the operation of the business must not threaten public safety or national security
- MINIMUM CAPITAL - for corporate applicants, their capital must be at least KRW 30 million. There is no minimum capital requirement where only unmanned aerial vehicles with the maximum takeoff weight of 25kgs or less are used; and
- INSURANCE - personal injury insurance coverage of at least KRW 150 million and property insurance with coverage of at least KRW 20 million.
There are issues arising from a prudential perspective for a corporate applicant that has a large scale operation using drones. Further, as discussed in more detail below, the insurance requirement seems insufficient for larger businesses.
Under Article 2 of the Aviation Business Act, ultra-light plane businesses must be limited to ‘commercial’ businesses to meet the demand of ‘others’. Using drones wholly for personal and using drones for one’s own business would seem to fall outside the ambit of Article 2. However, what is meant by meeting the demand of others? According to the relevant authority, the use of drones by an agricultural business operator to dust agricultural chemicals over his/her farmland does not constitute a ultra-light plane business as it is not considered to meet the demand of ‘others.’ On the other hand, products delivered to purchasers by drones with no additional delivery charge may be deemed to constitute ‘commercial’ transportation to meet the demand of ‘others’. Further guidance will be required with respect to this requirement.
3. Reporting requirement
A person who owns or has the right to use an ultra-light plane shall report to the Minister of Land, Infrastructure and Transport the type, usage, name of the owner, etc. of such plane and whether personal information can be collected.(3) Safety certification must be obtained from the Korea Transportation Safety Authority for a drone with a maximum takeoff weight of 25kg or more.
No report need to be filed for a drone weighing 12kg or less used as a hobby, however, if such drone is used for a ultra-light plane business, it must be reported even if it weighs 12kg or less. It would seem that there is quite a lot of flexibility given to those who fly drones as a hobby. However, in practice, given the restrictions in terms of the areas in which the drones, even for hobby purposes, may be flown, approval for such drones is often required from the relevant Ministry.
4. Flight approval
Flight approval is not required for a drone weighing 12kg or less.
However, flight approval is required for drones intended to be flown in aerial zones, including controlled areas surrounding airfields, prohibited flight areas and areas at an altitude of 150 meters or higher. Such zones can be searched by the ‘Ready to Fly’ application developed jointly by the Ministry of Land, Infrastructure and Transport and the Korea Drone Association. The Ministry of Land, Infrastructure and Transport has developed a one-stop approval system where applications for flight approval can be obtained more easily.
As of 1 January 2017, this one-stop approval system can be used to apply for flight approvals from the Ministry of National Defense for aerial filming and for drones that fly in military aerial zones, such as areas “near” an Air Force airfield.
Relevant to logistics companies using drones, flight approval is not required for indoor flight within a completely closed space such as a warehouse. For example, the use of drones in a warehouse as used in the “Automated Stock Management System” (US 9,216,857) which Amazon patented in 2015 would not require flight approval.
5. Operation license
A person who obtains flight approval can fly the relevant drone. Under the draft Enforcement Decree of the Aviation Security Act operator certification will be required for a drone that weighs 12kg or more that is used for an ultra-light plane business. Drones used for personal purposes, including leisure activities, regardless of weight and drones used for business purposes weighing less than 12kg may be flown without such operator certification.
The Enforcement Decree of the Aviation Security Act provides for various matters to be observed by drone operators, including, prohibition of:
- dropping of falling objects likely to endanger human lives or property;
- flight in a manner likely to endanger human lives or property in the sky above densely populated or crowded areas;
- night time flight;
- flight under the influence of alcohol or drugs; and
- operation of drones within a range that cannot be identified with the naked eye.
6. Potential issues and outlook
While markets are currently developing drones for disaster monitoring, safety inspection, etc., drones are already been used for various business sectors, including delivery. They remain in the test phase in Korea, but no doubt will be implemented in the market with time. However, the current regulations that require drone operation within the range of visibility and prohibiting night time flight, may prevent such uses as envisaged by the relevant industries in the near future. With the importance placed on the developments in drones by the Korean government, it has already announced plans to pare back the restrictions on nighttime flight and range of visibility.
One issue that requires further consideration is the requirement that a person wanting to run an ultra-light plane business is required only to take out coverage for KRW 150 million for personal insurance injury and KRW 20 million for property damage. This requirement seems low for a business that is operating thousands of drones. We believe that the insurance requirement should be based on a per drone basis, or there should be a laddered coverage based on number of drones used in the business. No doubt, the development of insurance products and the pricing of insurance in the short to long term will take time to develop. However, it is clearly an area that needs more thought.
Another issue that is particularly relevant within the context of drones is privacy. The Korean privacy laws are some of the strictest around the world. Issues arising from invasion of privacy and individuals’ right to refuse interaction with drones remains a vexed issue.
Under the Aviation Security Act, personal information and personal location information shall be governed by the Personal Information Protection Act and the Act on the Protection, Use, etc. of Location Information.
A shot filmed during the flight of a drone which contains an identifiable image of a person (information with which an individual can be identified) constitutes personal information under the Personal Information Protection Act. Such information if saved with information about a place where an individual exists or has existed at a certain time and which is collected by telecommunication equipment will constitute location information under the Act on the Protection, Use, etc. of Location Information. This type of information raises issues as to whether it is appropriate to regulate the relevant acts pursuant to which such information is collected even though it was not intended to collect such information. There are certain exceptions under the relevant laws however, none of them appear to particularly practical or feasible, such as the exception that requires prior consent of the relevant individual. Some commentators argue that the focus should be more on regulating the use and leakage of the relevant information.
A social consensus needs to be reached about the regulation regarding the issues above after extensive discussion. Hand in hand with privacy are data security issues relating to hacking or seizure of drones. It remains an issue that requires discussion in fora comprised of the relevant interest groups.
For the time being in an effort to promote developments in drone technology, the Korean government has taken steps to provide some flexibility in the laws that apply to drones. Maintaining a balance between supporting technological advances and attending to consumer desires with protection of safety and individual’s rights remains an issue that requires further monitoring and debate.
1 Article 48 of the Aviation Business Act.
2 Article 2 of the Aviation Business Act.
3 Article 122 of the Aviation Security Act.
If you have any questions or need assistance in relation to the subject of this article, please contact:
Michael Chang, Senior Foreign Attorney
TEL : +82 2 316 4653
Joongil Cho, Senior Associate
TEL : +82 2 316 1745 | aerospace |
http://crazyhorseap.be/Airshows/2016/FlyingLegends2016/FlyingLegends2016.htm | 2017-04-28T15:55:41 | s3://commoncrawl/crawl-data/CC-MAIN-2017-17/segments/1492917122996.52/warc/CC-MAIN-20170423031202-00317-ip-10-145-167-34.ec2.internal.warc.gz | 0.973508 | 11,794 | CC-MAIN-2017-17 | webtext-fineweb__CC-MAIN-2017-17__0__322568457 | en | The weekend of July 9th & 10th hosted the 23rd edition of a legendary airshow: Flying Legends. The year 2016 is a challenging year for the British airshow circuit. Following last year's crash of Hawker Hunter T7 G-BXFI at the Shoreham airshow on the A27 trunk road, killing 11 people, the CAA imposed a new set of (stricter) rules for displaying aircraft at airshows.
The two main changes with the biggest impact are:
No longer allowed to display or fly over secondary crowds/crowded areas/highways
Extended minimum display distances to the crowd line (150 meters and even 230 meters for aerobatic high speed displays)
This means that early displays in the UK were being carried out a lot further from the crowds as had been previously the case. This effect is enlarged for crowd lines which have a “crack” or “bend” in them. Such is the case in Duxford, where the crowd line bends of to the South a bit at the West end of the crowd line, more commonly known as the infamous “tank bank”.
In order to maintain a fair view of the displaying aircraft, the show organizers made the difficult decision of closing the tank bank during the airshow, meaning that the crowd line would now come to a stop at the Land Warfare Exhibit. If the tank bank were to remain open, the most Southern point of the tank bank would be considered the starting point of the minimum distance to the crowd line. This would result in aircraft displaying further away and even out over the fields past the runway.
Straightening out the crowd line moved the 150 and 230m display lines closer to the general crowd lines. We've tried our best to clarify the change using good old Google Maps. The blue line represents the old crowd line, as it was before and the green line represents the 2016 revised crowd line:
This clearly shows that by eliminating the tank bank from the crowd line, the display line can be moved closer to the crowd line. If they would have kept the crow line as it was before, displays would take place at a far too great distance.
Losing the tank bank however is a bit painful for many enthousiasts at Flying Legends as it provided the thrill of being close to the aircraft taking off towards the bank and aircraft banking in from the West over the runway during the displays. In the previous years we've visited Duxford we always spent one day on the M11 end and one day on the tank bank which resulted in some great takeoff shots. It's a big loss for Legends, but the change was needed in order to save the show and preventing the aircraft from displaying too far out from the crowd center.
Anyways, enough with the rules and regulations and on with the show!
Flying Legends always was and still is the personal highlight of the year. Nowhere else in Europe can one marvel at such an excellent and rare lineup of vintage aircraft. It's the ultimate homage to both male and female aviators who flew these beautiful pieces of history during and between both wars.
Unfortunately, as it is a show consisting of rare and old machines, the chance of one going tech is much greater then at military airshows. This year saw a handful of cancellations with a bunch of Spitfires missing the event:
- Two Spitfires Mk. I, owned by Comanche Warbirds, were still in France for the filming of Christopher Nolan's motion picture Dunkirk. They are Mk.Ia AR213 G-AIST (marked as R9632) and Mk.Ia X4650 G-CGUK (marked as R9612)
- Max Alpha Aviation's Spitfire Mk. LF VIII MT928 and F4U-5NL Corsair from Germany
- Spitfire Limited's Spitfire Mk. FR XVIII SM845
- Swiss Morane MS.406
- TFC's Curtiss P-40F
There was also supposed to be a great remembrance of WWI aviation in the form of a replica Albatros D.III and a replica Sopwith 7F.1 Snipe, the British fighter aircraft of the RAF at that time. Unfortunately the WWI Aviation Heritage Trust's Albatros was unable to make it to Duxford.
The Sopwith Snipe did make it to the show but unfortunately due to high winds was unable to fly on both days.
Also affected by the weather were Peter Holloway's Fieseler Storch and the Piper Cub. It must have been a great disappointment for Mr. Holloway as this was going to be one of the final displays of his Storch in the UK as the aircraft was sold to a new owner in Norway.
Legends did not disappoint however as there was still plenty to see. What to think about 7 Supermarine Spitfires and the world's only airworthy Seafire, 3 P-51 Mustangs, a rare selection of Curtiss Hawker aircraft and the debut of a Hawker Fury Mk. II.
As always, there is plenty to do before the actual flying display starts: there is a vast array of stalls and shops to browse through, there is the Vintage Village where the Manhattan Dolls have become regular performers, Laurel and Hardy with their Model T Ford and there is off course the flightline walk.
Always a nice addition to the flightline walk is the re-enactors, dressed in period outfits, who wonder in front of the aircraft. It certainly adds a great deal of charm and extra realism to the event!
As the clock strikes two, the legendary airfield comes to life with the growl and rattling of Merlin and Griffon engines. First to taxi out, take off and display were 6 Supermarine Spitfires and a Seafire. They were:
- Merlin powered Supermarine Spitfire MK. LFVb EP120 G-LFVB AE-A of The Fighter Collection flown by Nick Grey.
This particular Spitfire is one of the most famous examples still flying in the world today. It scored 7 kills during WWII, six of which by Sqn Leader Geoffrey Northcott of 501 Sqn. After repairs was assigned to 19 Sqn in Cornwall before moving to 402 City of Winnipeg Sqn of the RCAF, whose colors the aircraft wears today.
The aircraft was part of an order for 904 Mk VBs and VCs placed with the Castle Bromwich Aeroplane Factory on August 23rd , 1941. Within that same order was alse Spitfire Bv EP122, which has also been restored and made its debut in this years' Flying Legends.
EP122 was supplied to No 39 MU at Colerne, Wiltshire on May 24th , 1942.
It saw combat for the first time, being assigned with No 501 Sqn at Ibsley, Hampshire, on June 4th , 1942. First success came on August 19th in the hands of Wg Cdr E.P.P. Gibbs with the shared destruction of a Do 217. Unfortunately in that same mission she suffered damage from cannon fire of a Fw 190 in the tail and wing. She was repaired and returned to active duty with No 402 Sqn RCAF at Digby, Lincolnshire. There she was flown by Sqn Ldr Geoffrey Northcott who would make ace in EP120 during a series of engagements between June 27th and October 24th , 1943.
Following its service with the RAF it was put into storage and subsequently served as a gate guard at several RAF bases. She was also used as a static airfield dressing for the movie Battle of Britain in 1967-1968. After filming she returned to storage and gate guard duties until she was traded for an RAF Sabre IV restoration by The Fighter Collection in 1993, where she underwent restoration work to get her to fly once more. She made her first post-restoration flight on September 12th , 1995, and had been a proud member of TFCs fleet for 21 years now!
- Supermarine Spitfire Mk.Vb EP122 G-CISV 185 Squadron RAF
As mentioned above, EP122 was part of the same construction batch in order 904 with the Castle Bromwich Aeroplane Factory in August of 1941. Both aircraft went into different theaters of service and cross paths once again at this year's Flying Legends for the first time since 1942!
Whilst EP120 went on to No 46 Maintenance Unit at Kinloss, Scotland, before seeing combat service with No 501 Sqn, EP122 was supplied to No 39 MU at Colerne, Wiltshire, before being shipped to Malta in June of 1942.
EP122 was first into combat, flown by future American ace Sgt. Claude Weaver. Weaver, 19 years old at that time, and EP122 were assigned to No 185 Sqn. In the week between July 17th and 24th , in the defense of Malta, Weaver and his Spitfire claimed five and a half victories:
- a BF 109 on his first flight on July 17th
- two Bf 109s on July 22nd
- two Bf 109s on July 23rd
- a shared kill of a Ju 88 on July 24th
For those actions, Weaver was awarded the Distinguished Flying Medal (DFM) on August 8th , 1942. He also became the youngest Allied ace of WW2.
He would score no more victories with EP122 but scored another 5 until he was forced to crash land Spitfire BR122 on a Sicilian beach on September 9th , 1942. After a year of captivity, Weaver returned to combat and scored two more victories until he was shot down during a ranger mission over Amiens on January 28th , 1944.
EP122 survived the War having scored two additional victories and two damaged whilst being flown by Battle of Britain ace Wg. Cdr. John Thompson. EP122 crash landed on March 27th 1943 on the edge of a cliff at Dwerja Bay. Being labeled as struck off charge, the Spitfire was pushed over the cliff and into the water below on April 4th , 1943.
She was a popular dive wreck in Malta for many years, until some parts along with the engine and forward fuselage were eventually recovered and stored in Malta in the late 70s. The airplane was acquired by Comanche Warbirds and rebuilt to airworthy condition, with the works ending in May 2016. She made her first post-restoration flight on May 4th , 2016, and was painted in the markings of No 185 Sqn in which she originally served.
Unfortunately the aircraft was also used in the filming of the motion picture Dunkirk earlier this months, which meant that it was repainted and stripped of its cannons in order to masquerade as an earlier mark of Spitfire.
Nevertheless we were very glad to be able to see EP122 making its airshow debut at this year's Legends!
- Merlin engined Supermarine Spitfire MK. Vb BM597 G-MKVB JH-C owned by Historic Aircraft Collection Ltd.
BM597 is another combat veteran, being one of 1000 aircraft built at Castle Bromwich against contract B981687/39. BM597 was delivered to No.37 M.U. at Burtonwood on February 26th, 1942, being assigned to 315 Sqn on May 7th , 1942 and on to 317 Sqn on September 5th , 1942, both at Woodvale.
On February 13th , 1943, she suffered Category B damage and was removed for repairs on February 28th. Its last operational service was with No. 58 OTU, the airframe being retired from active duty on October 16th , 1945.
On January 23rd , 1967, she was dispatched from Henlow to Pinewood where it was used as the master for the moulds that were made to cast the fibre glass replicas used in the film ‘Battle of Britain'. It remained at Pinewood until August of 1968 when it was returned to Henlow and finally to Church Fenton in 1969. Tim Routsis, the founder of Historic Flying, recovered the aircraft in 1989 as part of a deal with the RAF and sold it to the Historic Aircraft Collection in 1993. There she underwent a complete restoration to original specifications and currently flies wearing the colors of No 317 Sqn, though in an earlier camouflage paint scheme.
- Griffon powered Supermarine Spitfire MK. FR XIV MV268 G-SPIT JEJ owned and operated by The Fighter Collection. This Spitfire wears a tributary color scheme to honor WWII RAF Flying ace James Edgar “Johnnie” Johnson.
Built at the end of 1944 at Keevil, this Spitfire Mk XIV was stored by the RAF until early 1945. It was sent, from 33MU at RAF Lyneham, to India where details of whatever service she saw have been lost in the mists of time – and the Royal Indian Air Force records system.
She was recovered to Blackbushe, in England, by Doug Arnold in the early seventies and formed part of his Warbirds of Great Britain collection. The Fighter Collection engineers took over the restoration when the aircraft changed hands and were able to complete the work in August of 1992.
MV293 was the first example of its mark to be flying in Europe at that time and was painted in the all silver colors of the post war RAF. In 2000, the aircraft was repainted in the colors of Johnnie Johnson, as a surprise for his attendance at Flying Legends and as a tribute to his last war service Spitfire.
- Merlin powered The Grace Supermarine Spitfire MK. IX G-LFIX ML407 owned by Air Leasing Ltd.
This Spitfire was built at Castle Bromwich as a single seat low level LF Mark IX fighter. It served in the front line of battle throughout the last twelve months of WWII. ML407 is currently in the color scheme as she was when delivered on April 29th, 1944 by a famous lady A.T.A. pilot, Jackie Moggridge, to 485 New Zealand Squadron at ALG Selsey to Flying Officer Johnnie Houlton DFC, with Squadron letters OU and Johnnie's personal insignia letter V (for Vicki his wife to be).
Houlton was accredited with shooting down the first enemy aircraft (a Junkers 88) over the Normandy beach head just south of Omaha Beach whilst flying this aircraft. ML407 did a total of 176 operational sorties, most of those ground attack missions, totaling over 320 combat hours whilst in the 2nd Tactical Air Force (TAF) going from 485 New Zealand Squadron in December 1944 to 341 Free French, 308 Polish, 349 Belgian, 345 Free French and 332 Norwegian Squadrons. It eventually returned to No 485 New Zealand Squadron at the end of the War.
In 1951 Vickers Armstrong at Southampton was commissioned by the Irish Air Corps to convert 20 Spitfires to the trainer configuration, with ML407 being one of these. She served the Irish Army Air Corps as IAC162 until 1960 with a total time of 763 hours flown for the IAC. In 1968 ML407 was sold on, finally ending up in Scotland, and went into storage.
- Merlin powered Old Flying Machine Company's Supermarine Spitfire MK. IXb G-ASJV MH434 B-ZD. This particular Spitfire was once air tested by Alex Henshaw and is now painted in the colors of No 222 Sqn.
- Merlin powered Supermarine Seafire LF III G-BUAR PP972 operated by Air Leasing Ltd and painted in the colors of No 880 Sqdn, based at FAA HMS Implacable and flown by Cmdr. ‘Mike' Crosley made its worldwide airshow debut at last year's Flying Legends.
It was one of 250 Type 358 Seafire LF III aircraft ordered from Westland Aircraft in July of 1943 and left the works during September of 1944.
The aircraft was transferred to 809 Squadron Fleet Air Arm in November 1944 serving on HMS Stalker and then on HMS Attacker. PP972 then re-joined HMS Stalker in March 1945.
Once in theater, it became part of the East Indies Fleet and was assigned with the 21st Aircraft Carrier Squadron, arriving on the 20th of March, where she performed in Operation Tiderace, the British plan to retake Singapore.
She was disbanded in 1946 and later flew with the French Aéronavale in 1948, assigned to Flotille 1. After the war, she was put into storage and was privately acquired in 1970 and moved to an airfield in France where she was restored to static condition and exhibited in the Resistance Museum at St. Marcel from 1982.
It moved back to the UK to Air Leasing Ltd in 1987 and was reregistered PP972. Following an extensive restoration to airworthy conditions, it made its first test flight on June 15th, 2015.
The Seafire came about when the Fleet Air Arm (FAA) desperately needed a modern carrier-borne fighter in the late 1930s, using obsolete aircraft at that time on its ships. An idea came about to convert Spitfires to a folding wing example and equip them with tailhooks. However, Winston Churchill himself turned down the idea due to an increasing need for land based Spitfires for RAF Fighter Command following the imminent threat of the War.
As a result, the FAA used Grumman Marlets (UK name for Grumman Wildcat) instead as an alternative. The concept of a folding wing Spitfire was not abandoned though and in late 1941 some 48 Mk VBs were converted to hooked Spitfires and designated Seafire Mk IB.
After some further modifications such as strengthening the airframe, upgraded versions of the type were operated by 810 Naval Sqn at HMS Furious in late 1942. As with the land based variant, further development was executed on the Seafires, leading to the Seafire Mk III during the war. The Seafire F Mk III was the first true carrier adaptation of the Spitfire design. It was developed from the Seafire Mk IIC, but incorporated manually folding wings allowing more of these aircraft to be spotted on deck or in the hangars below. Supermarine devised a system of two straight chordwise folds; a break was introduced immediately outboard of the wheel-wells from which the wing hinged upwards and slightly angled towards the fuselage. A second hinge at each wingtip join allowed the tips to fold down (when the wings were folded the wingtips were folded outwards). This version used the more powerful Merlin 55 (F Mk III and FR Mk III) or Merlin 55M (L Mk III), driving the same four-bladed propeller unit used by the IIC series; the Merlin 55M was another version of the Merlin for maximum performance at low altitude.
Following the magnificent Spitfire tailchase were two big radial powered American Naval aircraft: the Goodyear FG-1D Corsair and the Grumman F8F Bearcat. Both aircraft are owned and operated by The Fighter Collection.
The duo put on a spirited, high-energy display and it is always nice to see Pete Kynsey put the Bearcat through its paces.
The Grumman F8F Bearcat was developed as a single-engine American fighter aircraft introduced in late World War II. The Bearcat concept started in 1942 where a new carrier borne fighter was needed. One of the most important requirements was a good climb rate.
The design of the Bearcat was largely derived from its predecessor, the F6F Hellcat which was powered by the Pratt & Whitney R-2800 engine providing 2,000 horsepower (1,500 kW). This was the most powerful engine available at that time, so it would be retained for the Bearcat design. This also meant that improved performance would have to come from a lighter airframe.
Compared to the Hellcat, the Bearcat was 20% lighter, had a 30% better rate of climb and was 50 mph (80 km/h) faster.
The F8F prototypes were ordered in November 1943 and first flew on August 21st , 1944, a mere nine months later. The first production aircraft was delivered in February 1945 and the first squadron, Fighter Squadron 19 (VF-19), was operational by May 21st , 1945. The Bearcat never saw combat service because World War II was as good as over by then.
A carrier borne fighter that did see its share of combat in World War II was the Chance Vought Corsair.
First off, let's clear the issue around the issue “is it Vought Corsair or Goodyear Corsair?”. When production levels peaked during WWII, the demand soon overwhelmed Vought's manufacturing capability, resulting in licensed production by Goodyear and even a third party: Brewste. Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A. So they are all basically the same aircraft, they were just by another manufacturer and at different locations in the US.
From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, about 12,571 F4U Corsairs were manufactured by Vought, divided over 16 separate models, which gives the Corsair the longest production run of any piston-engined fighter in U.S. history.
The US Navy received its first Corsair on July 31st , 1942. Ironically the Corsair seemed to be doomed as a carrier based aircraft at first, because of the following issues:
- The original framed “birdcage” canopy along with the large nose provided inadequate visibility for deck taxiing and final approach;
- the aircraft had a nasty tendency to flare and "bounce" on touchdown, which could cause it to miss the arresting hook and slam into the crash barrier, or even go out of control;
- the enormous torque of the Double Wasp engine also created operational problems.
As the result of carrier qualification trials carried out aboard the USS Sangamon on September 25th , 1942, the US Navy released the type to the US Marine Corp, whilst they continued to operate the F6F Hellcat. The Hellcat did not entirely match the performance of the Corsair, but was a far more reliable deck landing aircraft.
The British operated a naval version of the Spitfire, but these lacked the range to operate at a distance from a carrier task force. The Corsair was welcomed as a much more robust and versatile alternative. They soon would also learn of the dangerous landing characteristics of the Corsair, but they eventually overcame them with a few simple modifications:
- Because of the limited hangar deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by about 8 in (200 mm) to clear the deckhead. The resulting change in wingspan brought about the added benefit of improving the sink rate, reducing the F4U's propensity of "floating" in the final stages of landing.
- The British pilots also used a curved approach upon carrier landing which helped solve visibility issues. By approaching the carrier in a medium left-hand turn, the pilots were able to keep the carrier's deck in view over the dip in the port wing, allowing for safer carrier operations.
- A bulged canopy was also introduced (similar to the Malcolm Hood on the P-51), raising the pilot's seat by about 7 in (180mm) and also improving visibility on the deck and on final approach.
- Another modification was wiring shut the cowl flaps across the top of the engine compartment, diverting the oil and hydraulic fluid around the sides of the fuselage.
After the carrier landing issues had been tackled it quickly became the most capable carrier-based fighter-bomber of World War II. It was able to outperform the primary Japanese fighter, the A6M Zero. While the Zero could outturn the F4U at low speed, the Corsair was faster and could outclimb and outdive the A6M. Some Japanese pilots regarded it as the most formidable American fighter of World War II and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
The Fighter Collection's Goodyear FG-1D Corsair KD345/A-130 (G-FID) was built and delivered too late to see combat in WWII. She was dispatched to Guam in May of 1945 where she served with Fleet Air Wing 2 in the Pacific until December of that same year when she returned to the US.
After almost being scrapped, she passed through several civilian owners and ended up with TFC in 1986 and was repainted in 1997 as Corsair Mk IV (UK name for the FG-1D) with serial number KD345 of 1850 Naval Air Squadron, 13th Carrier Air Group, based on HMS Vengeance.
Last year's Legends showed an extremely rare and unique formation, not seen anywhere else in the world: a quartet of Curtiss Hawk aircraft. Sadly though, this year TFC's P-40F was unable to fly, so the quartet was reduced to a (albeit equally rare and unique) formation of three Curtiss Hawks.
Patrice Marchasson lead the silver Hawk formation flying the silver P-36, followed closely by Steve Hinton in the P-40C. Meanwhile, Stevo Hinton performed a solo display of the Hawk 75.
The P-36C (N80FR) is owned by The Fighter Collection and made its worldwide debut last year and is the only P-36C in the world. It was an American-designed and built fighter aircraft in the late 1930s. The aircraft was one of the models which made the shift in fighter aircraft from biplane designs to a monoplane design.
On May 27th , 1935, the prototype was flown to Wright Field, Ohio, to compete in the USAAC fly-off for a new single-seat fighter but the contest was delayed because the Seversky entry crashed on the way to the contest. The fly-off finally took place in April of 1936. Unfortunately, the new engine failed to deliver its rated power and the aircraft attained only 285 mph (459 km/h). Its competitor, the Seversky P-35, also underperformed and was more expensive, so the Curtiss was still declared the winner and awarded a contract for 77 aircraft.
Because of the lack in performance, the type saw little action with the USAAF in WWII, but was extensively used by the French Armée de l'Air during the Battle of France. This was due to the build-up of international tensions and the threat of Germany. Several European nations needed to acquire whatever fighter aircraft they could get their hands on at that time and the P-36 just happened to be the right aircraft at the right time.
Although the P-36 never made it as a frontline fighter for the USAAF, the type was responsible for the very first aerial victory of the USAAF in the Second World War. When the Japanese attacked Pearl Harbor on December 7th, 1941, four P-36s managed to get airborne at 0830 from Wheeler Field. Lt. G.H. Sterling flew through the smoke pouring up from the many bombed sites and managed to avoid anti-aircraft-fire in order to get to Bellows Field to be in a position to attack the Japanese aircraft. As he approached the airfield, he spotted nine Mitsubishi A6M2 Zeros pulling up from a strafing run, together with a similar number of Aichi D3A “Val” dive bombers that were about to hit the airfield.
The P-36 pilots attacked the dive bombers with Sterling going after one which had just broken formation. Although his fighter was under-armed he did manage to get a couple of shots on target, which immediately burst into flames and crashed. This marked the first aerial victory of the USAAC in WWII. Unfortunately, the Zeros bounced the P-36s and Sterling was forced to ditch his crippled aircraft in the water. He drowned while his P-36 sank to the bottom of the ocean.
The example acquired by TFC participated in the 1939 Cleveland Air Races before going on to serve with a number of Squadrons on the US East Coast in WWII. Following its restoration it displayed at the 2015 Planes of Fame airshow before heading across the Atlantic for its new Duxford home.
TFC's Curtiss P40C 41-13357 G-CIIO was used by Technical Training Command at Chanute Field, Illinois in 1940. It was one of two P-40Cs acquired from the former Soviet Union in the 1990s by TFC. It is painted in the scheme of a P-40 based at Chanute Field, Kansas: 39-159, a P-40C that was stripped of its olive drab camouflage paint and used as a personal ‘hack' for base commanders.
It made its first post restoration flight on August 5th , 2011, and arrived Duxford in the Spring of 2014 where it made its worldwide debut and is one of only three airworthy P-40Cs.
TFC's Hawk 75 is the only airworthy example left in the world and wears an authentic Armée de l'Air scheme with the Lafayette Escadrille Sioux Indian head motif, which is also the TFC logo.
Flying Legends profiles itself as a piston powered airshow so no jets are being displayed at this event. The only exception came in 2007 where a USAF Heritage Flight was performed with an F-15E Eagle, the Bell P-39 and two P-51 Mustangs.
This year saw another welcome exception, this time the Heritage Flight was made up of a North American P-51 Mustang and the F-22 Raptor!
The USAF Heritage Flight was created in celebration of the 50th anniversary of the USAF in 1997. The flight consists of a currently operated, modern day fighter/attack aircraft, flying in formation with a vintage aircraft which served in either World War II, Korea or Vietnam. Its sole purpose it to honor and remember the contributions and sacrifices of all of the brave pilots who flew and fought in those wars, in peacetime and all pilots currently serving with the USAF. In 2010, the Air Force Heritage Flight Foundation, a non-profit organization, was started to keep this popular program flying.
The Heritage Flight team currently consists of nine civilian pilots (amongst those are Jim Beasley Jr, Dan Friedkin and Steve Hinton), who need to be specially qualified to fly vintage warbirds in close formation with modern day USAF single-ship aircraft. The modern day pilots are the current USAF demonstration team pilots.
The civilian pilots usually operate the following warbirds: the P-38 Lightning, the P-40 Warhawk, the P-47 Thunderbolt, the P-51 Mustang, the A-1 Skyraider and the F-86 Sabre.
The F-4 Phantom was abandoned a couple of years ago following the retirement of the type within the USAF. Current modern day aircraft participating the Heritage Flight are the F-16 East and West demo teams, the F-22 demo team and as of 2016 the F-35 demo team.
For the Heritage Flight in this year's Flying Legends the F-22 Raptor was present (there were a couple of F-22s stationed at RAF Fairford at the time for the Royal International Air Tattoo). The vintage aircraft of choice was the North American P-51 Mustang “Miss Helen”, which made a welcome return to Duxford after a seven year absence.
Miss Helen is a true WWII combat veteran. This particular P-51D-20-NA (44-72216, c/n 122-38675) is one of those rare Mustangs which still is the same aircraft as over 70 years ago and still wears the same paintscheme as it did back then.
The paintscheme is that of Raymond H. Littge, flying with the 487th Fighter Squadron, assigned to the infamous 352nd Fighter Group (also know as “The Blue Nosed Bastards of Bodney).
You can read more about the aircraft here and more about Raymond Littge here.
Miss Helen was piloted by Dan Friedkin for the Heritage Flight. The duo made its entrance in close formation from the left with the song “We Remember” performed by Dwayne O'Brian playing in the background.
Both aircraft make a couple of formation passes before splitting up and performing a couple of high speed solo passes.
All this fighter extravaganza was followed by a bit more of a sedate display by the Classic Formation team. It's always nice to see that Flying Legends does not solely concentrate on piston powered fighter aircraft, but also features some nice classic transport or leasure aircraft. With Lufthansa's Junkers Ju-52 undergoing a major overhaul, Flying Legends organizers found a rather special replacement: the Classic Formation team, flying a DC-3 and a lovely pair of Beech 18s.
The Classic Formation is a Swiss team and is currently the only multi-engined veteran aircraft display team and was displaying in the UK for the first time this year. Their DC-3 was originally built as a C-47A-45DL by the Douglas Aircraft Company in 1943, being delivered to the USAAF as 42-24133 on August 4th of that same year. It never saw any combat action and after a couple of civilian ownerships found its way to the Classic Formation team in 2007. It is currently registered as HB-ISC.
Both Beech 18s are ex-Royal Canadian Air Force 3NMs built in 1952 by Beechcraft.
The Beechcraft Model 18 (aka Twin Beech) is a light transport aircraft which can carry anywhere from 6 up to 11 passengers. It is a twin engined tailwheel aircraft manufactured by Beech Aircraft Corporation in Wichita, Kansas. It also featerd a twin-tailfin configuration.
The aircraft was designed in the late 1930s and strongly resembles the slightly larger Lockheed Electra. Prio to the outbreak of WWII, the Beech 18 however was being outsold by the Lockheed 12 by almost two-to-one ratio. With the outbreak of the Second World War, Lockheed started concentrating on its heavier aircraft which left the market open to the Beech Model 18.
The Model 18 production continued up until November of 1969 and over 9,000 were produced, many of which are still flying today (over 300 civilian registrations in the US alone in 2015).
Next up were the Flying Bulls. 2016 was the first time that all three of their warbirds performed at Flying Legends: the Boeing B-25, the Lockheed P-38 and the Vought F-4U Corsair.
As always, a lot of people still complain about the fact that The Flying Bulls fly their WWII aircraft in a polished metal scheme instead of a historically correct paint scheme, but the fact is that we should all be happy to see one of only two airworthy B-25 in Europe and the only airworthy Lockheed P-38 gracing the skies and honoring the men and women who flew them during the war.
The trio opened their display with several formation flypasts after which the fighters then broke off and let the B-25 take center stage.
Raimund Reidmann and Eric Goujon then displayed their warbirds in a synchronized display.
Only four P-51 Mustangs were present at this year's Flying Legends. Not that we want to complain, but being Mustangs fans ourselves we always hope to see a couple more flying in the Duxford skies. The German operated TF-51D-25 did not show at this year's event and Miss Helen only flew the Heritage Flight.
This left three P-51s to display in the USAAF slot:
- Mistral Warbirds' P-51D-25 44-73656 Moonbeam McSwine
- Norwegian Spitfire Foundation's P-51D-25 44-73877 “Shark Mouth”
- TFC's TF-51D-25 44-84847 Miss Velma
The Shark Mouth Mustang and Miss Velma battered the airfield with fly-by's, piloted by Lars Ness and Dave Southwood, whilst Frédéric Akary performed a series of solo aerobatics in Moonbeam. You can read more about the aircraft histories in our Mustang section.
When the routine was over, Lars Ness formed up with local resident Boeing B-17G “Sally B” for a some tribute passed for all of the bomber crews who served and gave their lives for our freedom in WWII.
Biplane fighters were up next in the form of two Hawker Nimrods, accompanied by a Hawker Fury. They are
- Hawker Fury Mark I K5674 (G-CBZP) operated by the Historic Aircraft Collection Ltd
- Hawker Nimrod II K3661 (G-BURZ) also operated by the Historic Aircraft Collection Ltd
- Hawker Nimrod Mark I S1581 (G-BWWK) operated by The Fighter Collection
The Hawker Fury was designed as a British biplane fighter aircraft in 1929. Initially dubbed the Hornet, it was designated Fury when purchased by the Air Ministry. The Fury was the RAF's first operational fighter to exceed 200 mph (322 km/h) in level flight.
The Fury I entered squadron service with the RAF in May of 1931, re-equipping No. 43 Squadron. Owing to finance cuts in the Great Depression, only relatively small numbers of Fury Is were ordered, the type equipping 1 and 25 squadrons. The type remained with RAF Fighter Command until January of 1939, replaced primarily with Gloster Gladiators and other types, such as Hawker Hurricane. They did continue to be used within the RAF however as training aircraft.
The HAC Fury Mark I made its second post restoration airshow appearance at Flying Legends and is currently the only airworthy example in the world.
It was delivered to 43 Sqn at RAF Tangmere on June 2nd , 1936. Flying Officer F.E. Rosier, later to become Air Chief Marshal Sir Frederick Rosier flew the Fury between December 9th , 1936, and February 22nd , 1939.
Is was named Queen of the North and South. On his last flight in the aircraft, he commented in his log “Last fling in Queen of the North and South. Perfect”
The Hawker Nimrod is essentially a navalized version of the Fury. The first production Nimrod entered service in 1932 with No.408 Flight on HMS Glorious. Others went to Nos 402 and 409 Flights soon after. Fleet Air Arm flights were reorganized into Squadrons early in 1933, with the Nimrods joining No.s 801, 802 and 803 Squadrons RAF. The Nimrod II (which featured a more powerful engine and a modified swept wing) followed in September of 1934.
TFCs Nimrod Mk. I flew with 408 Fighter Flight aboard HMS Glorious as “573” (later 803). After the war she was sold as scrap an re-emerged at a scrapyard in West London in the early 1970s. She joined TFC in 2004.
With the Allied aircraft returning home, the Axis “Messerschmitts” took over the skies. A welcome change was that they would not mix it up with Spitfires or Mustangs this time but with both Gloster Gladiators.
This was done to remember the Siege of Malta. The Siege of Malta is a lesser published story in World War 2. Nevertheless, Malta was under siege from June of 1940 untill May of 1943. Malta was one of the most heavily bombed regions in the War.
Malta was a British colony and one of the most strategically important islands in the Mediterranean. It housed several airfields and the only British harbor between Gibraltar and Alexandria, Egypt. It was essential for operations against the Axis supply convoys destined for North Africa. For a period of three years, the fight for air superiority would be on between the air forces and navies of Italy, Germany, the RAF and the Royal Navy.
The opening of the front in North Africa further increased the value of Malta. As Erwin Rommel put it in early 1941: "Without Malta the Axis will end by losing control of North Africa".
Because the island was far from Britain and very close to Italy, an Axis ally, it was first thought that it could not be defended. However, in July of 1939, the British increased the number of anti-aircraft guns and fighter aircraft in Malta. After some discussion, Winston Churchill convinced the British War Cabinet that no concessions should be made and that Malta was not a priority. Following the Battle of France, Britain now faced the imminent threat and invasion of the German Luftwaffe and navy.
As a result it was left lightly protected with only six obsolete Gloster Gladiators stationed on the island, with another six in crates, the Hal Far Fighter Fight.
On June 10th , 1940, Mussolini declared war on the United Kingdom and France and, almost instantly, the first attacks on Malta were carried out by the Italian Air Force the following day. The Regia Aeronautica began bombing the island when 55 bombers escorted by 21 fighters flew over the island and dropped 142 bombs on three airfields.
No interception of the raiders was made because there was no RAF force ready to meet them. No RAF airfield on Malta was operational at that time (only Luqa was near to completion). Legend has it that there were just three aircraft, Gladiators nicknamed 'Faith', 'Hope' and 'Charity' but, in reality, at least six Gladiators and also Hawker Hurricanes were deployed with the Hurricanes inflicting most of the damage. Twelve Hurricanes had come in by the start of July and formed No. 261 Sqn in August.
By the end of the year, the RAF had claimed 45 Italian aircraft shot down.
It was the arrival of the German Luftwaffe in 1941 however which intensified the campaign. This was more a result of the Italian defeats in North Africa than Italian failures to deal with the island. Hitler had little choice other than to rescue his Italian ally or lose the chance of taking the Middle Eastern oilfields in Arabia.
They arrived in February with Me-109s of 7. Staffel (Sqn) Jagdgeschwader 26, which quickly led to a rise in RAF fighter losses. Their German counterparts were more experienced, more confident, better trained and better equipped. The Luftwaffe claimed 42 kills and the RAF kept their Hurricanes flying by patching them up and cannibalizing some to save others.
Luckily for the British fighter pilots, Hitler's attention was drawn away from Malta in April, because he was forced to intervene in the Balkans (German invasion of Yugoslavia and the Battle of Greece). Later, in June, Hitler attacked the Soviet Union under Operation Barbarossa, which led to the reallocation of many of the German fighters to the Eastern Front. Only the Italians were left to put further pressure on Malta.
This allowed for the British to strengthen their air defenses. In mid-1941, new cannon-armed Hurricanes Mk. IICs arrived and two new Squadrons (No. 185 and 126) were formed. British naval carriers flew in a total of 81 new fighters and on May 21 st , No. 249 Sqn arrived, taking over from No. 261 Sqn.
More Hurricanes flew in and in the second half of 1941, the first Bristol Blenheim units (No. 113 and 115 Sqn) arrived on the scene, along with Bristol Beaufighter units 252 and 272 Sqn.
Between July and December of 1941, 717 RAF fighters passed through Malta and 514 left for North Africa. By early August, Malta had 75 fighters and 230 anti-aircraft guns.
In December of 1941 however, the Germans turned their attention to Malta once again and renewed their intensive bombing campaigns. Until the return of the Luftwaffe over Malta, the RAF defenders had claimed 199 aircraft shot down from June 1940 to December 1941, while losses were at least 90 Hurricanes along with several other aircraft types.
The balance of the campaign would tip once more in the Axis favor. In the first months of 1942, the Luftwaffe would shoot down 20 RAF bombers and reconnaissance aircraft, over 50 Hurricanes were lost in strafing runs and 8 shot down in combat. Of the 340 fighters that had passed through or stayed on the island since the war began, only 28 remained.
British Commanders argued for more modern aircraft to be sent to Malta. Group Captain Basil Embry was sent to Malta to assess the situation. The pilots told Embry that the Hurricanes were useless and that the Spitfire was their only hope. They claimed that the Germans purposely flew in front of the Hurricanes in their Bf 109Fs to show off the performance superiority of the Bf 109. The squadron leaders argued the inferiority of their aircraft was affecting morale. Embry agreed and recommended the Spitfire be sent and the type began arriving in March 1942. It was a move that would tip the scales once again…
On March 7th, 1942, a contingent of 16 Supermarine Spitfire Mk Vs flew to Malta from the aircraft carrier HMS Eagle as part of Operation Spotter. A further run by Eagle delivered nine Spitfires. The reinforcement of Malta by carrier ("Club Runs") became more frequent through 1942. Then, USS Wasp and HMS Eagle despatched 47 more aircraft (Operation Calendar) on April 13th , 1942.
Unfortunately, many of the Spitfires were lost in strafing runs and the Axis fighters still had the upper hand. Between March 20th and April 28th , 1942, the Germans flew 11,819 sorties against the island and dropped 6,557 tons of bombs (3,150 tons on Valletta).
The Allies moved to increase the number of Spitfires on the island. On May 9th, Wasp and Eagle delivered 64 more Spitfires (Operation Bowery). Malta now had five full Spitfire squadrons; No. 126, 185, 249, 601 and 603 Squadrons.
The impact of the Spitfires was apparent. On May 9th, the Italians announced 37 Axis losses. On May 10th, the Axis lost 65 aircraft destroyed or damaged in large air battles over the island. The Hurricanes were able to focus on the Axis bombers and dive-bombers at lower heights, while the Spitfires, with their superior rate of climb, engaged enemy aircraft at higher levels.
From May 18th to June 9th, Eagle made three runs carrying another 76 Spitfires to Malta.
By the spring of 1942, the Axis air forces ranged against the island were at their maximum strength. The main adversaries for the defenders were the 137 Bf 109Fs of JG 53 and II./JG 3 'Udet' and the 80 Macchi C.202s of the 4th and 51st Stormo. Bomber units included 199 Junkers Ju 88s of II./Lehrgeschwader 1, II and III./Kampfgeschwader 77, I./Kampfgeschwader 54 and 32–40 Ju 87s.
However, in May the numerical and technical improvements in the RAF defenses wrested air superiority from the Luftwaffe. By the end of May 1942, Kesselring's forces had been reduced to just 13 serviceable reconnaissance aircraft, six Bf 110s, 30 Bf 109s and 34 bombers (mostly Ju 88s): a total of 83 compared with several hundred aircraft two months earlier.
By August of 1942, 163 Spitfires were on hand to defend Malta. On August 11th and 17th and on October 24th , under the respective actions, Operation Bellows, Operation Baritone and Operation Train, it brought another 85 Spitfires to Malta.
In response to the threat Malta was now posing to Axis supply lines, the Luftwaffe renewed its attacks on Malta in October of 1942. Recognising the critical battle was approaching in North Africa (Second Battle of El Alamein), Kesselring organised Fliegerkorps II in Sicily to neutralise the threat once and for all.
During the month of October, the Luftwaffe suffered 34 Ju 88s and 12 Bf 109s destroyed and 18 damaged. RAF losses amounted to 23 Spitfires shot down and 20 crash-landed.
On October 16th, it became clear to Kesselring that the defenders were too strong and the offensive was called off. The situation in North Africa required German air support, so the October offensive marked the last major effort by the Luftwaffe against Malta.
The people of Malta had shown extreme bravery in the face of severe threat and hardship. To acknowledge such bravery, King George VI made a gesture unique in history: on April 15th , 1942 he awarded the George Cross to the Maltese nation, an honor still borne by the Maltese on their flag.
Anyways, on with the show at Legends: as stated earlier the two familiar Hispano HA-1112-MIL Buchons owned by Spitfire Limited and Historic Flying Limited were the Axis enemy fighters, flown by John Romain and Cliff Spink. Because of its participation in the movie Dunkirk, the Hispano Buchon owned by Historic Flying Ltd. also sported a new paint scheme to resemble an early-war Bf-109E: Schwarze 2.
The Gloster Gladiators were scrambled and tangled up with the Hun. The Gladiators were flown by Nick Grey and Rob Millinship. It was great to see how the Gladiator could keep up with the Buchon and give it a tough fight.
When the fight was over, another unique formation was presented in the form of one of the Gloster Gladiators, a Hurricane, a Spitfire Mk. V and the Blenheim, all aircraft that have been used in the Malta theater by the RAF.
Participating aircraft in the flyby were:
- Gloster Gladiator I L8032 operated by The Shuttleworth Trust
- Gloster Gladiator II N5903 operated by The Fighter Collection
- Hawker Hurricane XIIA 5711 operated by the Historic Aircraft Collection
- Supermarine Spitfire Mk. Ia G-CFGJ painted in the colors of 19 Sqn RAF N3200 operated by IWM
- Bristol Blenheim I L6739 operated by the Aircraft Restoration Company
After several passes the aircraft split up and the Spitfire and Hurricane put on a lovely aerobatic tailchase display, after which the magnificently restored Blenheim performed its routine in the hands of Lee Proudfoot.
Now it was back to the US Navy with a nice pairing of TFCs Grumman FM-2 Wildcat and the Grumman TBM-3R Avenger “Charlie's Heavy” operated by the Association Charlie's Heavy. After another formation flypast, both Pacific Theater aircraft split up and performed some thrilling solo aerobatic routines. The topside passes performed by both are a magnificent sight to behold.
img src="TBM%20Avenger%20and%20Wildcat.JPG" width="755" height="350" />
The next aircraft was a highlight for many visitors to the show: the newly restored Hawker Fury Mk.11 G-CBEL. The aircraft had only just been imported from Australia by new owner North Weald Heritage Aviation.
In the weeks leading up to the show, the people at Air Leasing had worked hard to put the Fury back together and paint her in a new and neat Royal Navy test paint scheme.
The Hawker Sea Fury is a British fighter aircraft designed and manufactured by Hawker. It was the last propeller-driven fighter to serve with the Royal Navy, and also one of the fastest production single piston-engined aircraft ever built.
The design idea for the aircraft came about in 1943 in response to a wartime requirement for the RAF who were looking for a lightweight Tempest Mk.II replacement. The new design was originally dubbed “Fury”. As the War drew to an end, the RAF would cancel their order for the aircraft. However, the Royal Navy saw the Fury as a more than suitable carrier aircraft to replace a range of obsolete and poorly suited aircraft operated at that time. Most of the aircraft used by the Royal Navy were to be returned at the end of the lend lease and the British built Supermarine Spitfire was hard to handle due to the narrow undercarriage. As a result, the aircraft did make it to production as the Sea Fury.
A total of six prototypes were ordered: two were to be powered by Rolls-Royce Griffon engines, two with Centaurus XXIIs, one with a Centaurus XII and one as a test structure. The first Fury to fly was NX798 with a Centaurus XII engine, on September 1st , 1944.
The first Sea Fury prototype, SR661, first flew at Langley, Berkshire, on February 21st , 1945, and was powered by the Centaurus XII engine. It featured a "stinger"-type tailhook for carrier landings but did not have folding wings. The second prototype, SR666, which flew on October 12th , 1945, was powered by a Centaurus XV, had a newfive-bladed Rotol propeller and did have folding wings.
The performance of the Sea Fury was striking; in comparison with the 15 years older Hawker Fury biplane the Sea Fury was nearly twice as fast and had double the rate of climb despite far heavier equipment and greater range.
The first production model, the Sea Fury F Mk X (Fighter, Mk 10), flew in September of 1946. It underwent carrier trials aboard the HMS Victorious. The Mk X was capable of attaining a maximum speed of 460 mph and climb to a height of 20,000 feet in under five minutes.
The Sea Fury entered operational service with the Royal Navy in 1947. A total of 50 Mk X Sea Furies would be produced, which were practically identical to the SR666 prototype except for the Centaurus 18 engine and four-bladed propeller being used.
Hawker Aircraft continued to develop and refine the Sea Fury Mk X, resulting in the significantly more capable Sea Fury Mk 11, otherwise known as the Sea Fury FB 11. This upgraded model featured several improvements, most notable being the hydraulically powered wing folding mechanism which considerably eased flight deck operations and the adoption of a number of new weapons for performing air-to-ground combat.
The Sea Fury proved to be a popular aircraft and saw service with a number of overseas countries including Australia, Burma, Canada, Cuba, Egypt, West Germany, Iraq and Pakistan. It fought during the Korean War and in the 1961 Bay of Pigs Invasion of Cuba.
Richard Grace put on a hell of display in the Fury and it is always a treat to see a new aircraft arriving to the scene.
Speeking about new aircraft, how about this next story where two determined airline pilots flew a rare Lockheed Model 12A all the way from Washington State in the US to Duxford (that is 4300 miles), just to display the aircraft for 5 minutes!
Patrick Donovan and Bill Sleeper met each other 40 years ago in the cockpit of a Boeing 727. Both pilots own a number of private aircraft, the star being Patrick's 1938 Lockheed Model 12A Electra Junior.
His Electra was manufactured by Lockheed at Burbank, California, on December 6th , 1938, with construction number 1252. It was delivered to the Continental Oil Company, bearing registration NC18996. After a series of private owners and registrations, the aircraft retired at a glider museum in Texas.
Patrick acquired her in 1989 and after two restorations (the first was done in Mexico but was not thoroughly done) she flew again in 1992.
Long distance flights are not uncommon for this Electra. When Patrick immigrated to New Zealand, he took the aircraft with him. There she performed three times at the Warbirds at Wanaka airshow. In 2010, Patrick moved back to the States, so the Electra made the trip back (via Auckland, American Samoa, Pago Pago, Christmas Island, Kiribati, Honolulu, Hilo and then making the 13h33min trip to Santa Maria, California).
Time flies when you're having fun, so it was already time for the last display of the show. Following a one year absence, Dakota Norway's C-53D Dakota was back again. How they display their Dakota is a true sight to behold!
Traditional Legends closing moment is the always spectacular Balbo.
Flying Legends 2017 will be held in the weekend of July 8th and 9th , maybe we'll see you there?
Back to top | aerospace |
https://blogpoll.com/how-to-become-a-flight-attendant-and-make-61640-each-year/ | 2023-12-07T20:44:48 | s3://commoncrawl/crawl-data/CC-MAIN-2023-50/segments/1700679100686.78/warc/CC-MAIN-20231207185656-20231207215656-00696.warc.gz | 0.960291 | 148 | CC-MAIN-2023-50 | webtext-fineweb__CC-MAIN-2023-50__0__231696520 | en | Looking to learn how to become a flight attendant?
As a flight attendant, you may be able to find a lifelong career that you enjoy, as well as go on domestic and international flights around the world.
According to the Bureau of Labor Statistics, the median pay for a flight attendant is $61,640 per year, and the number of flight attendant job openings is expected to grow by 30% over the next decade. This is much faster than the average for all occupations.
Airlines are hiring for flight attendants like crazy right now, so it is a great time to learn how to become a flight attendant.
Today, I have interviewed Deanna Castro from Future Flight Attendant on how to become a flight attendant. | aerospace |
https://republicans-transportation.house.gov/news/documentsingle.aspx?DocumentID=405070 | 2021-05-18T11:03:21 | s3://commoncrawl/crawl-data/CC-MAIN-2021-21/segments/1620243989819.92/warc/CC-MAIN-20210518094809-20210518124809-00383.warc.gz | 0.928148 | 527 | CC-MAIN-2021-21 | webtext-fineweb__CC-MAIN-2021-21__0__195363667 | en | Statements of Ranking Members Sam Graves and Garret Graves on the FAA’s Ungrounding of the Boeing 737 MAX
Committee on Transportation and Infrastructure Ranking Member Sam Graves (R-MO) and Subcommittee on Aviation Ranking Member Garret Graves (R-LA) today commended the Federal Aviation Administration’s (FAA) thorough review process that led to the agency’s determination to unground the Boeing 737 MAX.
“The United States is the gold standard in aviation, in part, because our system is designed to thoroughly, systematically, and thoughtfully address safety issues when they arise, and today’s action by the FAA is an example of that fact,” said Committee on Transportation and Infrastructure Ranking Member Sam Graves. “Following the Lion Air and Ethiopian Airlines tragedies, the FAA faced a difficult, closely scrutinized assessment of the contributing factors in these accidents and a determination of whether the aircraft could be safely returned to service. The agency’s unprecedented efforts leading to this decision have been more rigorous than any such review in its history. The bottom line is that the public will not fly if the system isn’t safe, and I have absolute confidence in the FAA’s careful determination that, after incorporating all the necessary updates and improvements, this aircraft is safe for the flying public. I want to personally thank the hardworking men and women at the FAA who dedicated their time and effort to this important process.”
“Public trust is the foundation of the United States’ aviation industry,” said Subcommittee on Aviation Ranking Member Garret Graves. “Following the Lion Air and Ethiopian Airlines accidents, the FAA convened multiple expert panels to fully understand what led to these tragedies and applied a historically-rigorous process to ensure the highest level of confidence in safety going forward. Throughout this process, the FAA has been in communication with the families of the crash victims, and in close coordination with U.S. manufacturers, pilots, air carriers, and the international aviation community to ensure the greatest degree of success. I appreciate the work of all of these stakeholders and the work of the FAA to ensure that we come out of this experience having raised the bar even higher on our dedication to safety.”
Note: Yesterday, the House of Representatives overwhelmingly approved the bipartisan Aircraft Certification Reform and Accountability Act (H.R. 8408), legislation to incorporate recommendations from various nonpartisan expert reviews of the Lion Air and Ethiopian Airlines accidents and strengthen the FAA’s aircraft certification process. Sam Graves and Garret Graves are both original cosponsors of the legislation. | aerospace |
https://blogr.info/?p=196 | 2023-03-27T17:20:36 | s3://commoncrawl/crawl-data/CC-MAIN-2023-14/segments/1679296948673.1/warc/CC-MAIN-20230327154814-20230327184814-00309.warc.gz | 0.974562 | 901 | CC-MAIN-2023-14 | webtext-fineweb__CC-MAIN-2023-14__0__266470781 | en | The Roswell UFO incident is one of the most famous alleged encounters with extraterrestrial life in history. The incident occurred in Roswell, New Mexico, in 1947 when a flying object crashed on a ranch owned by a local farmer named William Brazel. The United States Army Air Force (USAAF) claimed the object was a weather balloon, but many believe that it was actually an alien spacecraft.
The incident began on June 14, 1947, when Brazel discovered strange debris on his ranch. The debris consisted of metallic materials and pieces of what appeared to be a type of foil. Brazel was unsure what to make of the materials, so he took them to the sheriff’s office in Roswell. The authorities then contacted the USAAF, and a team of officials arrived at the ranch to investigate the materials.
Initially, the USAAF claimed that the debris was from a weather balloon. However, this explanation was met with skepticism, and many believed that the government was covering up the true nature of the incident. Some witnesses claimed to have seen bodies of extraterrestrial beings at the crash site, and rumors of a government conspiracy to cover up the incident began to circulate.
In 1994, the US Air Force released a report stating that the incident was actually the result of a top-secret surveillance project. The project, known as Project Mogul, was designed to monitor Soviet nuclear activity using high-altitude balloons. The debris found on Brazel’s ranch was allegedly from one of these balloons, which had crashed during a test flight.
Despite the US Air Force’s explanation, many people continue to believe that the Roswell incident was an encounter with extraterrestrial life. The incident has become a cultural phenomenon, and it has inspired countless books, movies, and TV shows.
The Roswell incident is just one of many alleged encounters with extraterrestrial life. While the truth behind these incidents may never be known, they continue to capture the imaginations of people all over the world. The search for intelligent life beyond Earth is a subject of great interest to scientists, and many believe that the discovery of such life could have a profound impact on our understanding of the universe and our place in it.
The U.S. military initially claimed that the debris found at the crash site was part of a weather balloon. However, conspiracy theorists believe that the debris was actually from an extraterrestrial spacecraft and that the U.S. government has been covering up the truth about the incident ever since.
The Roswell incident has become a cultural phenomenon, and has been the subject of numerous books, movies, and television shows. Many people continue to believe that the U.S. government is hiding the truth about the incident, and that there is evidence of extraterrestrial life that has been kept hidden from the public.
Despite numerous investigations and inquiries into the incident, the truth about what happened at Roswell remains elusive. Skeptics believe that the incident has been blown out of proportion, and that the debris found at the crash site was simply from a weather balloon. However, conspiracy theorists argue that the U.S. government has been hiding the truth about Roswell for over half a century.
In recent years, the U.S. government has released some previously classified documents related to the incident, but these documents have only fueled the controversy and speculation surrounding the Roswell incident. While it is unlikely that the truth about what happened at Roswell will ever be fully known, the incident continues to capture the imaginations of people all over the world and remains a subject of fascination and speculation.
Overall, the Roswell UFO incident is one of the most famous and controversial events in UFO conspiracy theories. While some people believe that the incident was simply a case of mistaken identity, others remain convinced that the U.S. government is hiding the truth about extraterrestrial life. Whatever the truth may be, the Roswell incident is likely to remain a subject of fascination and speculation for years to come.
In conclusion, the Roswell incident is a fascinating story that has captured the imagination of people all over the world. Whether it was a weather balloon or an encounter with extraterrestrial life, the incident has left a lasting impression on popular culture and has sparked a great deal of speculation and debate. While we may never know the truth about what happened in Roswell in 1947, the incident serves as a reminder of our ongoing quest to understand the mysteries of the universe. | aerospace |
http://www.alternateair.net/resources.html | 2018-12-18T21:10:56 | s3://commoncrawl/crawl-data/CC-MAIN-2018-51/segments/1544376829812.88/warc/CC-MAIN-20181218204638-20181218230638-00188.warc.gz | 0.860609 | 312 | CC-MAIN-2018-51 | webtext-fineweb__CC-MAIN-2018-51__0__47610862 | en | We have compiled a list of links that can help you with your flight planning and training.
- Official FAA weather and flight plans (you'll need your student pilot license to register): www.duats.com
- Aviation weather and flight planning: skyvector.com
- AOPA (members-only) airport reference: www.aopa.org/members/airports/
- Live and recorded ATC transmissions: LiveATC.net
- AOPA Air Safety Foundation online courses: www.aopa.org/asf/online_courses/
- Free FAA practice tests: www.sportys.com/studybuddy or www.webexams.com/
- Online pilot's shop for books, maps, etc.: www.sportys.com
- List of FAA approved aviation medical examiners, AME's: www.faa.gov/pilots/amelocator/. You need to ask for a third-class medical with a student's pilot certificate. Your student's pilot license will be on the back of the medical. You won't need this until just before you're ready to solo.
- If you'd like to have a 6-month free trial of the AOPA web site and Training Magazine, you can register at: www.ft.aopa.org/ftfree
- FAA Seattle Flight Standards District Office: www.faa.gov/about/office_org/field_offices/fsdo/sea/ | aerospace |
http://www.beliteaircraftstore.com/aerodynamic-pitot-tube-leading-edge-mount/ | 2019-03-24T11:26:16 | s3://commoncrawl/crawl-data/CC-MAIN-2019-13/segments/1552912203438.69/warc/CC-MAIN-20190324103739-20190324125739-00220.warc.gz | 0.921271 | 200 | CC-MAIN-2019-13 | webtext-fineweb__CC-MAIN-2019-13__0__2293396 | en | Belite’s Aerodynamic Lightweight Pitot Tube is a non-heated pitot tube designed for experimental, light sport (with manufacturer approval) and ultralight aircraft applications. It is available with two different mounting bases: one is compatible with leading edge (rounded) installations, and the other is compatible with flat installations, such as the underside of a wing. Custom mounts are also available.
The unit is supplied ready to mount.
- Classic pitot tube look with aerodynamic entry and body style
- Easy and straightforward installation
- Extremely light weight: 1.6 ounces (45 grams)
- Attach to the leading edge or the underside of your aircraft; or perhaps to the forward part of your aircraft fuselage, for pusher aircraft.
- Plastic tubing must be run from the 1/4” outlet to your airspeed indicator. (Tubing not supplied.)
- Your unit is ready for use. Enjoy and fly safely. | aerospace |
https://www.salestechstar.com/sales-marketing/aerospace-pioneer-beau-jarvis-joins-phase-four-as-chief-revenue-officer/ | 2019-04-21T05:15:15 | s3://commoncrawl/crawl-data/CC-MAIN-2019-18/segments/1555578530176.6/warc/CC-MAIN-20190421040427-20190421062427-00322.warc.gz | 0.940336 | 691 | CC-MAIN-2019-18 | webtext-fineweb__CC-MAIN-2019-18__0__42402761 | en | Aerospace Pioneer Beau Jarvis Joins Phase Four as Chief Revenue Officer
What’s the ROI in Space? If anyone knows, it’s Beau Jarvis, who joins Phase Four after building up critical early revenue streams for NewSpace notables Planet and HawkEye360
Phase Four, a best in class provider of electric radio frequency (RF) thrusters for in-space propulsion for micro and small satellites, named Beau Jarvis as its chief revenue officer. Jarvis, an early veteran of the NewSpace era, brings more than 20 years of geospatial air and space experience to Phase Four. His focus will be to execute the company’s go-to-market strategy and drive customer value and revenue growth.
Jarvis’ career trajectory over the past 20 years has spanned across almost every major phase of the private aerospace industry’s recent transformation. From the sector’s early progress in producing more frequent, higher-quality earth imagery data from space, to the diversification of the cost and size of satellites, to catalyzing advances in how to provide these new fleets of mega-constellations with new levels of control and maneuverability, Jarvis has anticipated and led efforts at some of the industry’s most influential companies.
Read More: Interview with Anil Kaul, CEO at Absolutdata
After his first job with LiDAR and digital mapping service provider, Terrapoint, and his subsequent role at Trimble Navigation, where he led the Americas Geospatial Division sales region, Jarvis was recruited by earth-imaging company Planet Labs to be its first sales executive. During his time at Planet, Jarvis was tasked with refining product features, business plan, and revenue generation for the raw earth imaging data collected by Planet’s initial microsatellite constellation. After three plus years at Planet, Jarvis joined HawkEye360, a cutting-edge developer of small satellite technology, as its chief revenue officer, leading early sales and marketing efforts. He will now lead sales and new business development activities as he and Phase Four address the unmet industry need for an affordable small satellite propulsion system that can be manufactured at scale.
“Looking back over the last two decades, I’ve been lucky enough to ride the crest of some of the most exciting and promising technology innovation waves within the space industry. We’re now at a point at which the market has matured enough to give way to this next growth phase, where technologies like Phase Four’s reduce balance of system costs and enable mass production and deployment of low earth orbit (LEO) satellite constellations,” said Jarvis. “One of the things that sets Phase Four apart is its focus on building the right product for the commercial side of the business, and I look forward to helping the company generate significant revenue as it enters its next phase of growth.”
“Beau is a crucial addition to Phase Four’s executive team as we focus on bringing our mass-produceable technology to market,” said Simon Halpern, founder and CEO of Phase Four. “His incredible track record of helping to grow some of the most successful companies in the sector will be invaluable as we address the next big need for LEO constellations — namely, a cost-efficient propulsion system that can be mass-produced at scale.” | aerospace |
http://coe.fit.edu/dmes/meteorology/45th-weather-squadron.php | 2013-05-26T05:52:56 | s3://commoncrawl/crawl-data/CC-MAIN-2013-20/segments/1368706631378/warc/CC-MAIN-20130516121711-00075-ip-10-60-113-184.ec2.internal.warc.gz | 0.943292 | 478 | CC-MAIN-2013-20 | webtext-fineweb__CC-MAIN-2013-20__0__83498227 | en | 45th Weather Squadron
High Tech with a Human Touch
Marine and Environmental Systems
45th Weather Squadron Career
The 45th Weather Squadron (45th WS) is the Air Force unit that provides weather support to America's space program at Cape Canaveral Air Force Station and NASA Kennedy Space Center. The 45th WS actively collaborates with the academic community and provides support in the area of applied research that leads to an improvement in their forecast capabilities. The space program is very sensitive to weather – and central Florida weather can be problematic. To assist with the forecast challenges in our area, the 45th Weather Squadron uses one of the densest, most diverse, and unique suite of weather sensors on Earth that includes lightning detectors, an extensive surface weather station and tower network, and wind profilers. Data from these networks are available on line via the Spaceport Weather Data Archive.
The 45th Weather Squadron facilitates research to improve their forecast capabilities. Because central Florida is the US 'Lightning Alley', much of the research focuses on thunderstorms and their associated hazards. But research is conducted (or needed!) in other areas as well, such as tropical cyclone prediction, winter winds, local numerical modeling, etc. The 45th WS has identified 15 major research topics. Most of these topics are geared toward M.S. thesis research, but some of the projects can be tailored for undergraduate research. Florida Tech has conducted research with the 45th WS to evaluate the performance of the National Hurricane Center's Wind Speed Probability Forecast Product (WPFP). One of the advantages to working with 45th WS is direct access to our local weather data – which features an extensive (and unparalleled) multi-sensor suite of instruments. The 45th Weather Squadron also has some very experienced meteorologists and their expertise with the local weather provides a valuable community resource that extends beyond their launch support activities (e.g., collaborative research projects, educational outreach, etc.).
Although the 45th Weather Squadron does not provide continuous research funding, they can aid/participate in proposal solicitations from other sources. The 45th also provides support for summer research internships, usually through the Kennedy Space Center. Anyone interested in research with 45th WS should contact their research coordinator (Mr. Roeder, firstname.lastname@example.org, (321) 853-8410). | aerospace |
http://www.blantyre.biz/Aeroplane.html | 2016-02-10T00:24:14 | s3://commoncrawl/crawl-data/CC-MAIN-2016-07/segments/1454701158481.37/warc/CC-MAIN-20160205193918-00004-ip-10-236-182-209.ec2.internal.warc.gz | 0.984088 | 371 | CC-MAIN-2016-07 | webtext-fineweb__CC-MAIN-2016-07__0__133267723 | en | The Smiddy, small building on the left.
In 1860 a flying machine was built at the Smiddy in Broompark Road, 43 years before the first manned flight by the Wright Brothers in 1903.
Thomas Tailor, a local miller who worked in the Bardyke Mill, was also an inventor of many gadgets that could be used in Mills and Farms.
Thomas built an aeroplane which was powered by a steam engine. Mr Templeton, the Blacksmith at the Smiddy, manufactured the parts and assisted Thomas in its construction. The contraption was taken into the field adjoining the Smiddy to attempt its first flight. ( High Blantyre Primary School, was built on this field.)
The local inhabitants of Larkfield and Barnhill were of course very curious and a large crowd gathered to see the great event. It is not recorded who piloted the plane but we can safley assume that Thomas was the aviator.
Numerous attempts were made without success but it was noted that the nose of the aeroplane did in fact lift off the ground. Of course Thomas was not alone in attempting to invent the aeroplane. The principles of flight were known then, the quest being to generate enough speed to get the machine into the air. It was the invention of the petrol engine, 43 years after Thomas' attempts, that enabled the Wright Brothers to claim their place in history.
The onlookers watching Thomas' attempts were greatly amused and someone shouted, 'Haw Tam, if God had meant ye tae flee, he would hae gien ye wings.' Tom's reply to this remark was, 'Wha ever lives tae see the day, machines will fly o'er Blantyre.' How right he was.
The Smiddy still stands today although in poor condition. | aerospace |
https://telemediabroadcasting.com/event/free-airplane-flights-for-youth-ages-8-17-years-old-8/ | 2019-11-12T19:30:52 | s3://commoncrawl/crawl-data/CC-MAIN-2019-47/segments/1573496665726.39/warc/CC-MAIN-20191112175604-20191112203604-00405.warc.gz | 0.885447 | 128 | CC-MAIN-2019-47 | webtext-fineweb__CC-MAIN-2019-47__0__137067719 | en | - This event has passed.
Free Airplane Flights for Youth Ages 8-17 years old.
November 2 @ 9:30 am - 11:30 pmFree
Free airplane orientation flights will be available for youth aged 8 to 17 years old on Saturday, November 2, at Stafford Regional Airport. The airport’s address is: 95 Aviation Way Fredericksburg VA 22406. Flights will begin at 9:30AM and conclude about 11:30AM. Youth wishing to participate must arrive with a parent or legal guardian. Small cameras or phone cameras may be carried on-board aircraft. Free parking is available. | aerospace |
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